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

SIGNALS

The table below summarizes the input signals to and output signals from the Engine Control Module (ECM). The signal types are divided into directly connected signals, serial communication and controller area network (CAN) communication. The illustration below displays the same information with the Volvo component designations.

Scheme 188

Scheme 189

See: DESIGN

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

See: DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

See: FUNCTION

SAFETY

1. In the event of a short-circuit on the high tension side the power supply cuts in less than 10 ms
2. If the high voltage circuit is broken (such as due to an open circuit, defective bulb or no bulb in the lamp socket), during each activation the system attempts to light the lamp for a period of 700 ms. During the period, there is high voltage across the ballast.
3. Approximate temperatures of components during operation: Ballast = 130 °C (265 °F), Bulb holder = 170 °C (340 °F), Bulb = 400 °C (750 °F).
4. The glass body of the Bi-Xenon-lamp is filled with different gases and metal vapors which are under pressure. The lamp can explode as it is under gas pressure.

Scheme 190

1. High voltage is required to light the Bi-Xenon lamp.
2. A high voltage unit is connected to each Bi-Xenon lamp. This transforms 12-V voltage to the approximately 24, 000 V required to light the lamp. Once the lamp is on, voltage is lowered to the approximately 100 V required to keep the lamp lit.
3. Each time voltage is supplied to the high voltage unit, an attempt is made to light the Bi-Xenon lamp. If this voltage does not exceed 9.5 V during a time period of 200 ms, the lamp does not light. If voltage is too low, such as after a voltage-consuming cold start, the lamp does not light just because the engine is running and the alternator begins charging. A new attempt must be made to start the lamp by turning the light switch to the "0" or parking light position and then back to the low beam position.

REPLACING THE GAS DISCHARGE LAMP MODULE (GDL)

If the gas discharge lamp module (GDL) (master) or any of the gas discharge lamp position sensors are replaced, the position sensors must be calibrated.

After replacement with a new gas discharge lamp module (GDL) (master), diagnostic trouble codes CEM-8A20 and CEM-8A21 are generated. These codes are deleted automatically after position sensor calibration.

Calibrate Central Electronic Module (CEM).

Calibration must always be performed with the vehicle unlocked and stationary on a level surface.

Scheme 191

If the knob is in the correct position in the light switch module (LSM) (3/111), the central electronic module (CEM) is instructed to light low beam.

The central electronic module (CEM) (4/56) powers the Bi-Xenon lamps directly via an output.

To switch to high beam, the left control stalk is pulled toward the steering wheel. A directly connected signal is sent from the steering wheel module (SWM) (3/254) to the central electronic module (CEM), which passes on the request to the "master" gas discharge lamp module (GDL) via LIN communication.

The "master" module passes on the request to the "slave" module via LIN communication. Both LIN control module regulate the actuator motor (solenoid), which controls the position of the cover so that high beam is obtained for the Bi-Xenon light.

The central electronic module (CEM) also transmits a CAN signal to the driver information module (DIM) (5/1) to light the indicator lamp for high beam.

There is a Limp Home function which ensures that low beam still works if there is a fault in the control area network (CAN). For Bi-Xenon lamps the beam is then set to the shortest range.

Scheme 192

Automatic headlight levelling is controlled by the "master" gas discharge lamp module (GDL). The position sensors (7/120-121) on the front and rear suspensions transmit signals to the "master" control module (4/112) about the angle of the car in terms of the load conditions.

The "master" control module calculates the relevant angle for the headlights and sends the information to the "slave" gas discharge lamp module (GDL) (4/113) via LIN communication.

The central electronic module (CEM) (4/56) receives a speed signal from the brake control module (BCM) (4/16) via CAN communication. It then sends this signal on to the "master" control module via LIN communication.

Once the position sensors have transmitted information on a change in vehicle angle, it takes about 9 seconds until the beam range has been adjusted.

If speed is above 5 km/h (3 mph), an average value is calculated. The processed information is sent to the "slave" gas discharge lamp module (GDL) via LIN communication.

Regulation when the vehicle is stationary

When the ignition is switched on, the position sensors are read and the headlight levelling motors adjust the headlights.

Regulation when the vehicle is in motion

In the event of large angle changes while driving, the headlights are regulated. There is a built-in delay in the system so that it does not react to momentary changes, such as unevenness in the road surface.

The actuator motors are then operated from the relevant gas discharge lamp module (GDL) via an analog signal, where the signal level is set to the angle the lamps need to be set to.

Scheme 193

1. Gas discharge lamp module (GDL) and ballast
2. High voltage unit
3. Bi-Xenon lamp
4. Actuator motor for automatic headlight levelling
5. Adjuster screws for vertical and lateral adjustment of beam
6. Position sensor, front and rear axle
7. Central electronic module (CEM)
8. Steering wheel module (SWM)
9. Light switch module (LSM)

Bi-Xenon headlight system

Bi-Xenon, a headlight system with projector module, is based on gas discharge technology. The system combines high and low beam into the same lamp.

Due to legal requirements (regarding low beam) for this type of lamp, the vehicle must be equipped with automatic headlight levelling.

There are two gas discharge lamp modules (GDL) - one for each headlight. The one located on the driver's side of the vehicle serves as "master" and communicates with the central electronic module (CEM) via LIN communication.

The other gas discharge lamp module (GDL) serves as "slave" and communicates with the "master" control module via LIN communication.

The gas discharge lamp module (GDL) and ballast are integrated into a single unit and are mounted behind the headlight in the wheel arch liner.

BALLAST

An electronic ballast is connected to each headlight. The ballast serves as a voltage regulator and generates alternating current (AC).

The ballast and gas discharge lamp (GDL) module are integrated into a single unit.

The main tasks of the ballast are

1. Light the bulb.
2. Regulate light during operation.

A initial voltage of about 24, 000 V for a very brief period (less than 1 ms) is required to light the bulb.

The ballast transforms the vehicle's 12 V (DC) to 1000 V (AC).

The high voltage contact amplifies the voltage an addition 25 times.

Once the bulb has been lit, voltage is regulated down to about 100 V, which is required to keep the bulb lit.

Power consumption: 10 W.

BI-XENON LAMP

The light source consists of a discharge tube surrounded by a glass that filters out harmful UV radiation.

1. The discharge tube is filled with a blend of chemical compounds, including the inert gas Xenon.
2. An electric arch is created through an electrical discharge between two tungsten electrodes.
3. Because the lamp does not have a filament, it is less sensitive to bumps and vibrations.
4. Bulb designation: D2S (special for projector modules).
5. Power consumption: 35 W.

Xenon vs. Halogen. Xenon

1. higher color temperature, which produces a whiter light
2. better reflection of road signs and road markings
3. has lower power consumption (about 2/3).

Good to know

1. Daylight has a color temperature of about 5000 °K. The closer to natural light, the more restful the light is to the eyes. A standard H4 bulb has a color temperature of about 3200 °K. The Volvo gas discharge bulb has a color temperature of about 4200 °K.
2. With the Bi-Xenon system, high and low beam generates the same light color. The human eye thus has an easier time adjusting to switches between high and low beam.

Scheme 194

The main components of the generator consist of

1. Stator
2. Rotor with slip rings
3. Integrated cooling fans
4. Rectifier bridge
5. Charge regulator
6. Carbon brushes
7. Pulley with freewheel.

The 150 A generator (GEN) has double stators and rectifier bridges.

Scheme 195

Generator (GEN) terminals, 5 cylinder engine

1. Screw terminal #1. B+ to the battery via the starter motor
2. Upper terminal #1. Not used
3. Center terminal #2. Power supply (L signal) to the regulator
4. Lower terminal #3. Not used.

Generator (GEN) terminals, 4 cylinder engine

1. Screw terminal #1. B+ to the battery via the starter motor
2. Upper terminal #1. To the engine control module (ECM)
3. Center terminal #2. To the engine control module (ECM)
4. Lower terminal #3. Reference voltage from the battery.

Scheme 196

The stator is fixed and consists of grooved plates which are insulated internally and pressed together onto a fixed plate unit. Stator winding coils are positioned in the grooves. They are delta connected at 120° and provide a three phase alternating current to the rectifier bridge.

The 150 A generator (GEN) has double stator windings in one unit to maintain a constant high current.

Scheme 197

The rotor consists of two halves (claw-poles) which interlock. The halves are pressed on the rotor shaft. There are 16 claws on the rotor, i. e. 16 poles. One half has 8 north poles and the other half 8 south poles. The excitation winding is secured on the rotor shaft between the claw-pole halves. The excitation winding (also known as rotor winding) consists of a circular coil surrounded by the claw-poles and connected to the slip rings. The charge regulator supplies a magnetic current through carbon brushes positioned against the slip rings. The higher the current in the rotor the stronger the magnet field of the rotor, and therefore the higher the current generated in the windings of the stator.

Scheme 198

The heat generated in the generator is, in principle, proportional to the current generated and must be directed away to prevent damage to the insulation and diodes. The generator is therefore air cooled and two integrated cooling fans are positioned on the rotor shaft.

Scheme 199

Alternating current (AC) is created in the generator stator windings. This must be converted to direct current (DC) before it can be used in the electrical system of the car.

This conversion is made using a rectifier bridge which consists of six diodes, two diodes per phase winding.

The 150 A generator (GEN) has twin rectifier bridges due to its double stator windings, in other words it has 12 diodes. The diodes are pressed into a diode holder.

CHARGE REGULATOR WITH CARBON BRUSHES

General

Scheme 200

A charge regulator is welded to the rear of the generator (GEN). However the regulator can be replaced. The carbon brushes are screwed to the slip rings on the rotor on the regulator. The carbon brushes can be replaced separately from the regulator.

Charge voltage

At room temperature a fully charged battery cell produces 2.12 V. A 12 V battery has 6 cells and therefore produces 12.72 V when the battery is fully charged.

The battery has an internal resistance which must be exceeded before charging can take place. At room temperature 0.2 V is required per cell, or 1.2 V for the entire battery. Therefore to charge a battery at room temperature, 13.92 V (12.72 V+1.2 V) is required.

In cold conditions, the chemical reactions take place at a slower rate and the internal resistance increases. This requires a higher voltage during charging to exceed the internal resistance.

The charge regulator, depending on how it is controlled by the engine control module (ECM)/central electronic module (CEM), regulates the output voltage so that the battery receives optimal charge.

Charge regulator, 5 cylinder engines

The role of the charge regulator is to constantly maintain the generator current at engine speeds, depending on the load and speed of the generator.

If the voltage generated exceeds the preset desired value depending on the load, the charge regulator reduces or cuts the current to the rotor. This in turn reduces the magnetic field. The voltage from the stator windings drops. When the voltage is below the desired value, the current through the rotor increases so that the strength of the magnetic field increases. As a result the generator (GEN) voltage increases to above the desired value. This process is repeated continually.

Scheme 201

The regulator is directly connected to the power supply via a diode and a resistor in the integrated relay/fusebox in the engine compartment. The power supply, which is the (L-signal), is used to pre-magnetize the generator rotor via the regulator.

The diode is used to prevent current flowing in the wrong direction. The resistance, at 1010-1030 ohm, is used to limit the current to the regulator. The diode and resistor are positioned together with the diode closest to the cable harness. These are at the bottom of the integrated relay/fusebox in the engine compartment, secured with a plastic strap.

The generator does not initially charge when the engine is started. The charge increases successively when the engine has been started. As the load at the generator (GEN) increases, the charge rises from 0 - 100% over approximately 3 seconds.

If the engine speed (RPM) exceeds approximately 1100 rpm during this delay or the progressive increase is interrupted, full charge is created immediately. This is to gradually increase the load on the engine during engine start-up and therefore ensures that the engine starts.

If the power supply (L-signal) is missing, the generator (GEN) will not start charging on start-up. The charge regulator can however self magnetize the rotor and start charging. This occurs at engine speeds greater than approximately 2100 rpm. There is no charge engagement by stages with self magnetization, the generator operates at full charge immediately.

When self magnetizing has begun, the generator (GEN) also charges at engine speeds below 2100 rpm.

Charge regulator, 4 cylinder engines

Scheme 202

On 4 cylinder engines the charge regulator is connected to both the engine control module (ECM) and the battery. The engine control module (ECM) then communicates with the central electronic module (CEM) via the controller area network (CAN) to regulate the generator (GEN).

The central electronic module (CEM) has internal functions to regulate the voltage level and the power consumption in the vehicle. The central electronic module (CEM) controls the charge regulator via the engine control module (ECM) and therefore the current/voltage generated by the generator (GEN).

The communication between the charge regulator and the engine control module (ECM) occurs across two cables using pulse width modulated (PWM) signals.

One cable is used to transmit information about the requested voltage (desired value) to the regulator from the central electronic module (CEM) via the engine control module (ECM).

The second cable is used to transmit information about the generator (GEN) load from the regulator to the central electronic module (CEM) via the engine control module (ECM). This cable is also used to transmit any fault information.

A direct connection to the battery measures the drop in voltage between the generator (GEN) and battery so that any such drop can be compensated for.

If the generated voltage exceeds or is below the pre-determined desired value, the regulator controls the current to the rotor so that its magnetic field increases or is reduced, thus raising or lowering the voltage from the stator windings as necessary. This process is repeated continually.

The generator does not initially charge when the engine is started. The charge increases successively when the engine has been started. When there is an increase in load at the generator, the increase from 0 - 100% takes place over the course of a few seconds (this time varies slightly depending on the engine management system in the car).

If the engine speed (RPM) exceeds idle speed (the exact engine speed varies slightly depending on the engine management system in the car) during this delay, or if the progressive increase is interrupted, full charge is created immediately. This is to gradually increase the load on the engine during engine start-up and therefore ensures that the engine starts.

If the communication with the charge regulator is missing, the regulator will not start charging on start-up. The charge regulator can however self magnetize the rotor and start charging. This begins however at engine speeds above approximately 2000 rpm (the exact engine speed varies slightly depending on the engine management system in the vehicle). There is no charge engagement by stages with self magnetization, the generator operates at full charge immediately.

Scheme 203

Certain generators are equipped with a freewheel between the rotor shaft and the pulley. The freewheel on the pulley can be seen on the internal hexagonal section of the center of the pulley. Using the freewheel, the generator rotor shaft can only rotate freely in one direction. This minimizes any jerking in the belt transmission.

EXPLODED VIEW OF THE GENERATOR

The main components of the generator consist of

1. Stator
2. Rotor with slip rings
3. Integrated cooling fans
4. Rectifier bridge
5. Charge regulator
6. Carbon brushes
7. Pulley with freewheel.

Alternator 150 A has double stator windings and diodes.

GENERATOR TERMINALS

Generator (GEN) terminals, 5 cylinder engine

1. Screw terminal #1. B+ to the battery via the starter motor
2. Upper terminal #1. Not used
3. Center terminal #2. To the engine control module (ECM)
4. Lower terminal #3. Not used.

Generator (GEN) terminals, 4 cylinder engine

1. Screw terminal #1. B+ to the battery via the starter motor
2. Upper terminal #1. To the engine control module (ECM)
3. Center terminal #2. To the engine control module (ECM)
4. Lower terminal #3. Reference voltage from the battery.

STATOR

The stator is fixed and consists of grooved plates which are insulated internally and pressed together onto a fixed plate unit. Stator winding coils are positioned in the grooves. They are delta connected at 120° and provide a three phase alternating current to the rectifier bridge.

The 150 A generator (GEN) has double stator windings in one unit to maintain a constant high current.

ROTOR WITH SLIP RINGS

The rotor consists of two halves (claw-poles) which interlock. The halves are pressed on the rotor shaft. There are 16 claws on the rotor, i. e. 16 poles. One half has 8 north poles and the other half 8 south poles. The excitation winding is secured on the rotor shaft between the claw-pole halves. The excitation winding (also known as rotor winding) consists of a circular coil surrounded by the claw-poles and connected to the slip rings. The charge regulator supplies a magnetic current through carbon brushes positioned against the slip rings. The higher the current in the rotor the stronger the magnet field of the rotor, and therefore the higher the current generated in the windings of the stator.

COOLING FANS

The heat generated in the generator is, in principle, proportional to the current generated and must be directed away to prevent damage to the insulation and diodes. The generator is therefore air cooled and two integrated cooling fans are positioned on the rotor shaft.

RECTIFIER

Alternating current (AC) is created in the generator stator windings. This must be converted to direct current (DC) before it can be used in the electrical system of the car.

This conversion is made using a rectifier bridge which consists of six diodes, two diodes per phase winding.

Alternator 150 A with its double stator windings has twice the number of diodes, that is, 12 diodes. The diodes are pressed into a diode holder.

General

At the trailing edge, the alternator has an integrated welded-on charging regulator. For 5-cylinder engine, the charging regulator is also called Alternator control module (ACM). It is possible to change the regulator. On the regulator, bolted against the rotor's slip rings, there are brushes (carbon). The brushes can be changed separate from the regulator.

Charge voltage

At room temperature a fully charged battery cell produces 2.12 V. A 12 V battery has 6 cells and therefore produces 12.72 V when the battery is fully charged.

The battery has an internal resistance which must be exceeded before charging can take place. At room temperature 0.2 V is required per cell, or 1.2 V for the entire battery. Therefore to charge a battery at room temperature, 13.92 V (12.72 V+1.2 V) is required.

In cold conditions, the chemical reactions take place at a slower rate and the internal resistance increases. This requires a higher voltage during charging to exceed the internal resistance.

The charge regulator, depending on how it is controlled by the engine control module (ECM)/central electronic module (CEM), regulates the output voltage so that the battery receives optimal charge.

Charge regulator, 5 cylinder engines

Scheme 204

For 5-cylinder engines the charging regulator (also called Alternator control module (ACM)) is connected to Engine control module (ECM) and communicates via LIN-communication. Engine control module (ECM) then communicates with Central electronic module (CEM) via the CAN-net when it comes to control of the alternator.

The central electronic module (CEM) has internal functions to regulate the voltage level and the power consumption in the vehicle. The central electronic module (CEM) controls the charge regulator via the engine control module (ECM) and therefore the current/voltage generated by the generator (GEN).

The generator does not initially charge when the engine is started. The charge increases successively when the engine has been started, controlled by Engine control module (ECM). When there is an increase in load at the generator, the increase from 0 - 100% takes place over the course of a few seconds (this time varies slightly depending on the operating mode the engine management system is in). This is to gradually increase the load on the engine during the start-up phase and to ensure the engine starts.

If the engine speed (RPM) exceeds idle speed (the exact engine speed varies depending on the mode the engine management system is in) during this delay, or if the progressive increase is interrupted, full charge is obtained immediately.

If there is no communication with the charge regulator, the charge regulator will not start charging on start-up. The charge regulator can however self magnetize the rotor and start charging. This occurs at engine speeds greater than approximately 2100 rpm. There is no charge engagement by stages with self magnetization, the generator operates at full charge immediately.

When self magnetizing has begun, the generator (GEN) also charges at engine speeds below 2100 rpm.

Charge regulator, 4 cylinder engines

On 4 cylinder engines the charge regulator is connected to both the engine control module (ECM) and the battery. The engine control module (ECM) then communicates with the central electronic module (CEM) via the controller area network (CAN) to regulate the generator (GEN).

Note. For vehicles with the function Regeneration of brake energy, alternator control is different.

The central electronic module (CEM) has internal functions to regulate the voltage level and the power consumption in the vehicle. The central electronic module (CEM) controls the charge regulator via the engine control module (ECM) and therefore the current/voltage generated by the generator (GEN).

The communication between the charge regulator and the engine control module (ECM) occurs across two cables using pulse width modulated (PWM) signals.

One cable is used to transmit information about the requested voltage (desired value) to the regulator from the central electronic module (CEM) via the engine control module (ECM).

The second cable is used to transmit information about the generator (GEN) load from the regulator to the central electronic module (CEM) via the engine control module (ECM). This cable is also used to transmit any fault information.

A direct connection to the battery measures the drop in voltage between the generator (GEN) and battery so that any such drop can be compensated for.

If the generated voltage exceeds or is below the pre-determined desired value, the regulator controls the current to the rotor so that its magnetic field increases or is reduced, thus raising or lowering the voltage from the stator windings as necessary. This process is repeated continually.

The alternator does not initially charge when the engine is started. The charge increases successively when the engine has been started, controlled by Engine control module (ECM). When there is an increase in load at the alternator, the increase from 0 - 100% takes place over the course of a few seconds (this time varies slightly depending on the operating mode the engine management system is in). This is to gradually increase the load on the engine during the start-up phase and to ensure the engine starts. If the engine rpm passes over idle rpm (exact rpm varies slightly depending on which engine management system the vehicle has) during the delay or the successive increase, the increase is cancelled and full charging is obtained immediately.

If the communication with the charge regulator is missing, the regulator will not start charging on start-up. The charge regulator can however self magnetize the rotor and start charging. This begins however at engine speeds above approximately 2000 rpm (the exact engine speed varies slightly depending on the engine management system in the vehicle). There is no charge engagement by stages with self magnetization, the generator operates at full charge immediately.

FREEWHEEL

Certain generators are equipped with a freewheel between the rotor shaft and the pulley. The freewheel on the pulley can be seen on the internal hexagonal section of the center of the pulley. Using the freewheel, the generator rotor shaft can only rotate freely in one direction. This minimizes any jerking in the belt transmission.

CHARGING, 5 CYLINDER ENGINES

When the ignition key is set to position II (and III), there is power to the charge regulator (L signal).

The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator windings.

Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle. The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control functions.

When the voltage exceeds the permitted value, the charge regulator reduces the current through the excitation winding. The strength of the magnetic field decreases as does the alternating current generated in the stator winding.

The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN).

CHARGING, 4 CYLINDER ENGINES

Output voltage from the generator (GEN) is calculated from the battery temperature in order to charge the battery fully. To determine the temperature of the battery, a battery temperature gauge is connected to the central electronic module (CEM).

When the ignition key is turned to position II (and III), information is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM).

The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator windings.

Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle. The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control functions.

The desired charge voltage is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM). The regulator then operates so that the desired voltage is maintained at the battery. A direct connection to the battery provides a reference so that the voltage of the battery can be determined. This is to measure the drop in voltage between the generator (GEN) and battery so that any such drop can be compensated for.

The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN).

FUNCTION (2005-2011)

Note. Output voltage from the generator (GEN) is calculated from the battery temperature in order to charge the battery fully. To determine the temperature of the battery, a battery temperature gauge is connected to the central electronic module (CEM).

Note. For vehicles manufactured from week 05 2006, the battery temperature sensor has been replaced by a new function in the central electronic module (CEM). The central electronic module (CEM) calcualtes battery temperature based on outside temperature, which is obtained from the outside temperature sensor.

When the ignition key is turned to position II (and III), information is transmitted from the central electronic module (CEM) to the charge regulator (alternator control module (ACM)) via the engine control module (ECM).

The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator windings.

Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle. The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control functions.

The desired value for charge voltage is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM). This value is based on factors such as the calculated battery temperature. The regulator then operates so that the desired voltage is maintained at the battery.

The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN).

When the ignition key is turned to position II (and III), information is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM).

The regulator directs current to the excitation winding rotor and is then grounded via the regulator. When the current travels through the rotor a magnetic field is formed around the rotor. When the engine is started and the rotor begins to rotate, the magnetic field also rotates and then produces alternating current in the stator windings.

Alternating current is rectified when it passes the diodes and is then fed to the electrical system of the vehicle. The voltage obtained from the stator winding also passes to the regulator via the rectifier and affects the control functions.

The desired charge voltage is transmitted from the central electronic module (CEM) to the charge regulator via the engine control module (ECM). The regulator then operates so that the desired voltage is maintained at the battery. A direct connection to the battery provides a reference so that the voltage of the battery can be determined. This is to measure the drop in voltage between the generator (GEN) and battery so that any such drop can be compensated for.

The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN).

Scheme 205

This document describes the basic principles of the design and function of the generator (GEN), irrespective of the make.

The generator provides power consuming components with current whilst the engine is running and maintains battery charge. The generator (GEN) is on the front of the engine and is driven from the crankshaft by a Poly V-belt. An automatic belt tensioner is used to adjust the belt tension.

First of all the generator (GEN) creates an alternating current (AC) which is converted to a direct current (DC) in the rectifier bridge.

A charge regulator is welded to the rear of the generator (GEN). However the regulator can be replaced. The carbon brushes are screwed to the slip rings on the rotor on the regulator. The carbon brushes can be replaced separately from the regulator.

The output of the generator (GEN) depends on engine speed. When the engine is idling, the generator (GEN) operates at approximately half of maximum output. When the engine is idling with many power consuming components engaged, the generator (GEN) may be unable to maintain full battery charge. In cold conditions the capacity of the battery to receive charge is lower than at room temperature.

This means that, when the engine is idling for a long period with a large number of power consuming components connected, the battery may discharge.

If the generator charge is cut, the power consuming components of the vehicle are only supplied with energy from the battery, which means that the battery will eventually run flat.

The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN).

Diagnostics

For 5 cylinder engines

The generator (GEN) and charge regulator is diagnosed indirectly by the central electronic module (CEM) which measures the voltage of the battery whilst the engine is running. If the generator (GEN) stops charging, the voltage in the vehicle will drop. If the voltage drops below 11.5 V for longer than 5 minutes, a message will be displayed in the driver information module (DIM).

For 4 cylinder engines

The generator (GEN) and charge regulator is diagnosed by both the central electronic module (CEM) and the engine control module (ECM).

READING OFF INPUT AND OUTPUT SIGNALS

This function can be used to continuously read off the values and status of the control module's input and output signals.

The following parameters can be read off

1. GPS Received position, longitude. Indicates the received longitudinal position.
2. GPS Received position, latitude. Indicates the received latitudinal position.
3. GPS satellites accessible. Indicates the status of how many satellites the global positioning system module (GPS) is in contact with.

The following status responses may be obtained when reading the available GPS satellites

1. Not available - no contact with satellites
2. No fix - contact with satellites but unable to fix a position
3. 2D Fix- contact with a satellite, two-dimensional position fixing
4. 3D Fix- contact with a satellite, three-dimensional position fixing.

READING OFF EXTENDED FAULT-TRACING INFORMATION

This function can be used to read parameters, status identifiers and counters stored at the same time as a diagnostic trouble code (DTC). These are called frozen values.

New software can be downloaded into the global positioning system module (GPS). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and Volvo central database is not OK, the database is updated with the car configuration. When this is complete the software is downloaded.

After replacing a control module, the unique ID number of the control module must be programmed in the central electronic module (CEM).

Scheme 206

The GPS receiver receives signals from GPS satellites. The global positioning system module (GPS) (16/139) sends the signals onwards via the MOST network to

1. multimedia module (MMM) (16/108)
2. phone module (PHM) (16/60)
3. infotainment control module (ICM) (16/1.2).

The signal to the multimedia module (MMM) is used to determine the position of the car. The signal to the phone module (PHM) is used by Volvo On Call/Volvo On Call Plus to locate the car in the event of an emergency.

The signals to the infotainment control module (ICM) is a confirmation that the control module is awake.

When starting from cold, the system must be able to determine the position of the car within 120 seconds. For warm starting the position must be available within 40 seconds.

A cold start is when the system has had no power for a long period. A warm start is where the system has been off for a shorter time, when the car has been in a short-stay car park for example. This does not apply to locations without GPS reception, for example when the car is inside a garage.

Scheme 207

The global positioning system module (GPS) receives satellite signals to determine position.

The global positioning system module (GPS) is an option and is only used together with Volvo on Call and when the vehicle is equipped with Multimedia module (MMM).

The global positioning system module (GPS) is on the left-hand side, by the rear wheel arch by the audio module (AUD).

The global positioning system has an antenna. This antenna is a combined antenna for GPS and the carphone.

The control module uses optical serial communication to communicate with other components on the MOST network. This means that all communication with the Global positioning system module (GPS) is via the infotainment control module (ICM).

The control module checks the input and output signals through an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the control module detects a fault. Any diagnostic trouble codes (DTCs) are stored in the control module memory. The data can be read off using VIDA.

The table below summarizes the input signals to and output signals from the global positioning system module (GPS).

The signal types are divided into directly connected signals and MOST communication.

The illustration below displays the same information with the Volvo component designations.

Scheme 208

Scheme 209

Bi-Xenon, a headlight system with moveable reflector, is based on gas discharge technology. The system combines high and low beam into the same lamp.

Due to legal requirements (regarding low beam) for this type of lamp, the vehicle must be equipped with automatic headlamp leveling.

Xenon vs. Halogen

Xenon

1. higher color temperature, which produces a whiter light
2. better reflection of road signs and road markings
3. lower power consumption (approx. 65% lower).

Good to know

1. Daylight has a color temperature of about 5000 °K. The closer to natural light, the less strain on the eyes. Standard H4 bulb: 3200 °K. Volvo's gas discharge bulb: about 4200 °K.
2. With the Bi-Xenon system, high and low beam generates the same light color. The human eye thus has an easier time adjusting to switches between high and low beam.

Scheme 210

The light source consists of a discharge tube surrounded by a glass that filters out harmful UV radiation.

1. The discharge tube is filled with a blend of chemical compounds, including the inert gas Xenon.
2. An electric arch is created through an electrical discharge between two tungsten electrodes.
3. Because the lamp does not have a filament, it is less sensitive to bumps and vibrations.
4. Bulb designation: D1S.
5. Power consumption: 35 W.

Scheme 211

There are two position sensors to enable automatic adjustment of the headlights. Adjustment is vertical depending on load and road conditions to reduce the risk of blinding glare for other drivers.

One position sensor is located next to the rear axle and is connected to the left rear control arm via a link system. The other position sensor is located next to the right front axle and is connected to the right front control arm via a link system.

Vehicle angle is measured by the sensors being actuated via the respective link system.

The position sensors are directly connected to Headlamp Control Module (HCM). Each position sensor has three connections.

Two are used for voltage feed and ground.

One is used for signals about the vehicle's angle.

In ignition position II, level control is active and an average value of the vehicle's angle is calculated using the sensors. At approx. 4 km/h, the dynamic level control is activated, which also performs fast corrections during acceleration and braking. Speed must be above approx. 4 km/h, dark is also required.

The position sensor can be calibrated using the diagnostic tool. The calibration is saved in the headlamp control module (HCM) and must be performed again upon replacement of the control module or position sensor.

There are diagnostics for the position sensors.

Scheme 212

A control module is mounted under each light housing on vehicles with active headlights.

Headlamp Control Module (HCM) handles light beam control and active control of the light pattern using Left headlamp control unit (LHCU) and Right headlamp control unit (RHCU). Active control means that the light pattern is turned out to the left or right. Depending on the vehicle's speed and steering wheel angle, how fast and how much the light pattern is turned out varies.

Information is transferred between the left headlamp control unit (LHCU), right headlamp control unit (RHCU) and headlamp control module (HCM) via serial communication.

The lamp housing contains a sensor that indicates whether the light beam has been turned out to the right or left. The left headlight control unit (LHCU) and right headlight control unit (RHCU) send this information to the headlight control module (HCM).

If there is no communication with the Headlamp Control Module (HCM) or a fault arises in the left headlamp control module (LHCU)and/or the right headlamp control module (RHCU), active control stops and in certain cases also the light beam length control.

Then the light pattern goes to so-called "limp home"-mode, in order to not blind on-coming traffic.

Note. Do not adjust the headlight mechanically when the light pattern is in "limp home"-mode.

The left headlight control unit (LHCU) and right headlight control unit (RHCU) can be diagnosed.

Scheme 213

High voltage is required to light the Bi-Xenon lamp.

A high voltage unit is connected to each Bi-Xenon lamp. This transforms 12-V voltage to the approximately 24, 000 V required to light the lamp. Once the lamp is on, voltage is lowered to the approximately 100 V required to keep the lamp lit.

Every time that voltage is supplied to the high voltage unit, an attempt is made to light the Bi-Xenon light. If this voltage for a time of 200 ms does not exceed 9.5 V, the light is not lit.

If voltage is too low, e. g., after a power consuming cold start, then the light is not lit just because the engine starts and the alternator begins to charge. Then a new start attempt for the light must be performed by turning the control on the light switch to position "0" or parking light position, and then back to position"2" or "3".

This function can be used to continuously read off the status of the control module's input and output signals.

ACTIVATING COMPONENTS

This function can be used to activate components to check that they are working.

New software can be downloaded to the headlight control module (HCM).

When ordering software the vehicle's hardware and software are compared with Volvo's central database. If the comparison is correct the software is downloaded to the control module.

If the comparison between the car and Volvo's central database does not correspond, then the database is updated with the vehicle's configuration. When this is complete the software is downloaded.

Headlamp Control Module (HCM) is installed on a console on the left fender liner.

Upon control module replacement, the position sensor for headlamp leveling must be calibrated. This is done via the vehicle communication input using the diagnostic tool.

Scheme 214

Position sensors (7/120-121) on the rear and front wheel suspensions send information to Headlamp Control Module (HCM) (4/114) about the vehicle's angle depending on load conditions, acceleration, and braking.

Headlamp Control Module (HCM) uses information from the position sensors to calculate current angle for the headlights.

For vehicles with active headlights and GDL-lights, Headlamp Control Module (HCM) sends information bout current angle to Left headlamp control unit (LHCU) and Right headlamp control unit (RHCU) via serial communication.

The actuators are controlled from Left headlamp control unit (LHCU) and Right headlamp control unit (RHCU).

Scheme 215

Active headlights are an intelligent headlight system that optimizes lighting of the road surface at night by expanding the light beam. The motorized headlights are controlled by the headlamp control module (HCM), which retrieves signals from the CAN network and from directly connected sensors.

For the active headlight function to be enabled, the headlamp control module (HCM) (4/114) requires information on the following: vehicle speed, current gear, light conditions and steering angle.

The headlight control module (HCM) receives information from the following control modules

1. Brake control module (BCM) (4/16) for information on vehicle speed
2. Transmission control module (TCM) (4/28) for information on current gear (automatic transmission)
3. Central electronic module (CEM) (4/56) for information from the reversing light switch (3/10) (manual transmission)
4. Central electronic module (CEM) (4/56) for information from the twilight sensor (7/12)
5. Steering wheel module (SWM), (3/254), information about steering angle

The active headlamp function is only enabled if the following conditions are met

1. The vehicle must be in motion, that is, travel at a speed faster than 4 km/h.
2. Reverse gear must not be engaged.
3. No daylight light conditions.

In addition, active headlights have to be activated via Light switch module (LSM) (3/111).

When the function is active then Headlamp Control Module (HCM) receives continuous information about the vehicle's speed and steering angle. The vehicle's speed comes from Brake control module (BCM) and information about steering angle from Steering wheel module (SWM).

Using this information, the Headlamp Control Module (HCM) calculates current expansion of the light pattern.

LIGHTING BI-XENON LAMPS

There is normally a 3 second delay between activation with the light switch or ignition on and the Bi-Xenon lamp coming on.

1. As with normal headlamps, Bi-Xenon lamps remain off while the engine is cranking and come on once the engine is running.
2. Each time voltage is supplied to the ballast (from the central electronic module (CEM)), 3 1-second attempts are made to light the Bi-Xenon lamp.

1. In the event of a short-circuit on the high tension side the power supply cuts in less than 10 ms
2. If the high voltage circuit is broken (such as due to an open circuit, defective bulb or no bulb in the lamp socket), during each activation the system attempts to light the lamp for a period of 700 ms. During the period, there is high voltage across the ballast.
3. Approximate component temperatures during operation: Ballast = 130 °C (266 °F), Lamp holder = 170 °C (338 °F), Bi-Xenon lamp = 400 °C (752 °F).
4. The glass body of the Bi-Xenon-lamp is filled with different gases and metal vapors which are under pressure. The lamp can explode as it is under gas pressure.

Scheme 216

The primary task of the headlamp control module (HCM) is to manage the functions of

1. Automatic headlamp leveling (vehicles with Bi-Xenon lamps)
2. Active headlamps (vehicles with active headlamps only)

The control module is installed on a console on the left fender liner. When replacing, remove the whole control module from the vehicle.

Headlamp Control Module (HCM) communicates both with directly connected components, and with other control modules via CAN-communication and LIN-communication.

The control module checks its calculations all performed activations as well as input and output signals with integrated diagnosis. When the control module detects a problem, a diagnostic trouble code is generated.

Any diagnostic trouble codes are stored in the relevant control module memory. The data can be read off using a diagnostic tool.

If the control module detects a problem, a diagnostic trouble code is registered in the control module's internal memory. At the same time, a number of frozen values stored from the time when the problem occurred.

Depending on how serious the problem is, certain functions will be completely or partly disconnected. A warnings or information text will be shown in the text display in the Driver information module (DIM).

If the vehicle is equipped with active headlights and these are activated (light switch in position "3"), the diode in Light switch module (LSM) will flash.

Diagnostic trouble codes (DTCs) and frozen values (extended fault code information) can be read off using the diagnostic tool via the data link connector (DLC) in the vehicle.

Ignition switch position II must be activated to check that the headlamp control module (HCM) is supplied power and is grounded. If the headlights make a reference sweep, the headlamp control module (HCM) is receiving power.

The table below summarizes the input signals to and output signals from the headlamp control module (HCM). The signal types are divided into directly connected signals, serial communication and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 217

See: DESIGN

See: DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

See: FUNCTION

ENGINE CONTROL MODULE (ECM)

The engine control module (ECM) (4/46) checks the relay for the starter motor and the ignition system. The logic for the start inhibition system is also in the engine control module (ECM). The engine control module (ECM) also transmits a command to the central electronic module (CEM) indicating when the fuel pump (FP) can be activated. The functions are activated after

1. the ignition key has been approved
2. the steering column lock is unlocked
3. the communication check has been run with the central electronic module (CEM) and the brake control module (BCM).

The engine control module (ECM) must be programmed with codes before it can work in the immobilizer system. This takes place for the first time during assembly in the factory, and subsequently takes place in the event the control module is replaced (when downloading software)

As a further safety precaution, the engine control module (ECM) reads off the serial number from the brake control module (BCM). These numbers are compared with the number programmed into the engine control module (ECM). The engine will not start if the numbers do not correspond. This means that these numbers must be programmed into the engine control module (ECM) if it or the brake control module (BCM) has been replaced. This takes place automatically when downloading software.

The engine control module (ECM) transmits the status of the engine (whether it is running or not) on the controller area network (CAN). The central electronic module (CEM) uses this signal together with the signals from the brake control module (BCM) and transmission control module (TCM) to determine whether the steering wheel lock can be locked or not.

Scheme 218

The brake control module (BCM) (4/16) transmits signals on the controller area network (CAN) about the vehicle speed. The central electronic module (CEM) uses this signal or the corresponding signal from the transmission control module (TCM) to determine whether the vehicle is moving. The central electronic module (CEM) uses these signals together with the signals from the brake control module (BCM) and transmission control module (TCM) to determine whether the steering wheel lock can be locked or not.

When deactivating the immobilizer system, the communication between the engine control module (ECM) and brake control module (BCM) is checked. During this check, the engine control module (ECM) reads off the serial number from the brake control module (BCM) and compares this with a number it has programmed. The engine will not start if the numbers do not correspond.

Scheme 219

The transmission control module (TCM) (4/28) transmits signals on the controller area network (CAN) about the vehicle speed. The central electronic module (CEM) uses this signal or the corresponding signal from the brake control module (BCM) to determine whether the vehicle is moving. The central electronic module (CEM) uses these signals together with the signals from the brake control module (BCM) and transmission control module (TCM) to determine whether the steering wheel lock can be locked or not.

Scheme 220

The driver information module (DIM) (5/1) receives information from the central electronic module (CEM) about which message is to appear in the display. A message will be displayed if there is a fault in any of the checks run by the system.

PROGRAMMING

The central electronic module (CEM), engine control module (ECM), keyless vehicle module (KVM) (cars with the keyless entry system only) and steering column lock module (SCL) are linked together by codes to increase the security of the immobilizer system. Codes must be programmed in when replacing a control module in order for the vehicle to be started. The serial number of the brake control module (BCM) is also checked by the engine control module (ECM) before it allows the engine to be started. The serial number of the brake control module (BCM) must be entered into the engine control module (ECM) if the brake control module (BCM) or engine control module (ECM) are replaced. This occurs automatically when downloading software into the new control module.

Note. The steering column lock module (SCL) is only available on model year 2004-2008 for the USA/CDN market and model year 2004- for other markets.

PROGRAMMING IGNITION KEYS

Ignition keys can be added or erased. When programming keys for a vehicle, the transponder and remote control are programmed at the same time. A maximum of 6 transponder IDs and their remote controls can be programmed into the vehicle. The transponder and remote control IDs are stored in the central electronic module (CEM) in cars without the keyless entry system. In cars with the keyless entry system, only the transponder ID is stored in the central electronic module (CEM). The remote control ID and ID of the keyless function is stored in the keyless vehicle module (KVM).

When programming keys, codes stored in the relevant control module memory are used to identify the key and remote control.

The erase function is used when the customer wishes to prevent one or more keys from being used to start the vehicle. The keys may have been stolen and could be traced back to the vehicle.

Note. The ignition key and remote control are integrated. Therefore the codes for the remote control, keyless function (if applicable) and transponder must be available when programming. If adding a key with passive functionality, three codes must be programmed into the vehicle. These codes are programmed at the same time. This means that a key that has been removed can be programmed back to the same vehicle if all of these codes are available. The codes can be found on the packaging in which the keys are delivered. If the codes are not available, a new ignition key must be ordered. The remote controls are identical in appearance, only the internal functionality differs. Ensure that the "correct" remote control is programmed into the correct vehicle.

START INHIBITION

The start inhibition system is a comprehensive function of the security system. The start inhibition system compiles a number of parameters from the various security functions in the vehicle and then determines whether a start attempt is permitted. The checks that are run are

1. Checking depressed pedals. In the USA/CAN market, the clutch pedal must be pressed on vehicles with manual transmissions During passive starting (cars with the keyless entry system only), the brake pedal must be pressed on vehicles with automatic transmissions or the clutch pedal on vehicles with manual transmissions.
2. Checking the position of the gear selector. On cars with automatic transmissions, the gear selector must be in position P (park) or N (neutral).
3. Checking the immobilizer. All checks run by the immobilizer must be OK.
4. Checking the steering column lock. The steering column lock must be unlocked.

The function for start inhibition is checked by the engine control module (ECM). This function is based entirely on signals on the controller area network (CAN).

IMMOBILIZER SYSTEM

The immobilizer system prevents the car from being used if a non Volvo original key for that vehicle is used to start the car. The identity of the key is checked electronically when the key is inserted. On cars with the keyless system it is checked by the keyless vehicle module (KVM). If the key is not approved, the steering wheel lock will not be unlocked and the engine will not start. The customer will not notice the function of the system as long as a valid key is used an no fault occurs.

Remote-controlled immobilization

Applies for the English, Dutch, and Belgian market. A special version with stricter requirements is available for the Brazilian market. Applies from and incl. structure week 201020.

On certain markets there is a function for remote-controlled immobilization and mobilization. The purpose of the function is to nullify the vehicle's programmed keys in case the vehicle is stolen, for example. The vehicle can be immobilized and mobilized either using Volvo On Call service center or via diagnostic commands in VIDA. For certain markets vehicles can only be mobilized by Volvo On Call service center.

If the vehicle is running when immobilization is requested, the vehicle is immobilized at the next start attempt. Central electronic module (CEM) can, in certain markets, request immobilization if the module detects that Phone module (PHM) does not answer to communication.

The function remote-controlled immobilization is diagnosed by Central electronic module (CEM). Immobilization and mobilization of vehicles via diagnostic commands takes place via Phone module (PHM).

Scheme 221

Deactivation (only cars without the keyless entry)

When the key is inserted in the ignition switch, the key blade acts on the key-in switch. The key-in switch then forwards 12V from the battery to the central electronic module (CEM) and to the communication circuit in the start control module (SCU). The central electronic module (CEM) then activates the fuel pump (FP). When the signal is received by the central electronic module (CEM), it sends this command to the start control module (SCU) instructing it to check the key. The start control module (SCU) activates the antenna ring and reads off an identification code from the key transponder. This code is transmitted to the central electronic module (CEM) and compared with the codes programmed in the central electronic module (CEM).

If the vehicle has an Alcohol Analyzing Start Inhibitor (option 2009-), an approved breath test must be performed in order for the Alcohol Analyzing Start Inhibitor handheld unit to send an approved signal to the Central electronic module (CEM) via the Remote Receiver Module (RRX).

If the key is approved, the central electronic module (CEM) transmits a command to the steering column lock module (SCL) to unlock the steering wheel lock. The vehicle cannot be started before the spring bolt in the steering column lock module (SCL) is in the unlocked position. The immobilizer system contains several safety functions to ensure that the steering wheel lock does not lock while driving.

Note. The steering column lock module (SCL) is only available on model year 2004-2008 for the USA/CDN market and model year 2004- for other markets.

When the steering wheel lock is unlocked, the communication between the central electronic module (CEM) and engine control module (ECM) is checked. This is to ensure that the correct codes are programmed into both control modules. The engine control module (ECM) also checks the identity of the brake control module (BCM) by reading off its serial number. This number is compared with the number programmed into the engine control module (ECM). If these checks are completed satisfactorily, the engine control module (ECM) activates the ignition system. The engine control module (ECM) also transmits a command to the central electronic module (CEM) to allow the fuel pump (FP) to continue to run. If a fault should occur or a check is not approved, the engine control module (ECM) instructs the central electronic module (CEM) to deactivate the fuel pump (FP). The engine control module (ECM) also checks the other parameters covered by the start inhibition function. If all conditions are met, the engine control module (ECM) activates the relay for the starter motor. The engine can then be started.

If any of the above steps should fail, the engine will not start and a message will be displayed in the driver information module (DIM).

The immobilizer system has built-in diagnostic test modes (DTM) to ensure that the engine can be restarted after unintentional stops.

Scheme 222

Passive deactivation and start (only cars with the keyless locking system)

The key-in switch is activated when the starter button is pressed in. The keyless vehicle module (KVM) then scans for a passive key inside the vehicle. At the same time, the central electronic module (CEM) transmits an encrypted request to the keyless vehicle module (KVM). This request is responded to only if an approved passive key has been registered. If a key is found, the keyless vehicle module (KVM) checks that the key is approved. If this is the case, the keyless vehicle module (KVM) transmits a response to the central electronic module (CEM) indicating that the key is approved.

If a passive key is not registered, the keyless vehicle module (KVM) will transmit a negative response to the central electronic module (CEM). The central electronic module (CEM) will then transmit a request to the start control module (SCU) instead to search for a transponder. The central electronic module (CEM) will approve the key if a transponder is found.

If the key is approved, the central electronic module (CEM) transmits a command to the steering column lock module (SCL) to unlock the steering wheel lock. The vehicle cannot be started before the spring bolt in the steering column lock module (SCL) is in the unlocked position. The immobilizer system contains several safety functions to ensure that the steering wheel lock does not lock while driving.

Note. The steering column lock module (SCL) is only available on model year 2004-2008 for the USA/CDN market and model year 2004- for other markets.

When the steering wheel lock is unlocked, the communication between the central electronic module (CEM) and engine control module (ECM) is checked. This is to ensure that the correct codes are programmed into both control modules. The engine control module (ECM) also checks the identity of the brake control module (BCM) by reading off its serial number. This number is compared with the number programmed into the engine control module (ECM). If these checks are completed satisfactorily, the engine control module (ECM) activates the ignition system. The engine control module (ECM) also transmits a command to the central electronic module (CEM) to activate the fuel pump (FP). The engine control module (ECM) also checks the other parameters covered by the start inhibition function. If all conditions are met, the engine control module (ECM) activates the relay for the starter motor. The engine can then be started.

If any of the above steps should fail, the engine will not start and a message will be displayed in the driver information module (DIM).

The immobilizer system has built-in diagnostic test modes (DTM) to ensure that the engine can be restarted after unintentional stops.

Activation

The immobilizer system is activated when the ignition is switched off. The engine cannot be started when the system is activated. The engine control module (ECM) then deactivates the ignition system and the relay for the starter motor. The central electronic module (CEM) deactivates the fuel pump (FP) and sends a command to the steering column lock module (SCL) to lock the steering wheel lock. As a safety precaution, the steering wheel lock cannot be locked before the central electronic module (CEM) receives an indication that the vehicle is stationary and the engine off. The engine control module (ECM) transmits the status of the engine to the central electronic module (CEM). The central electronic module (CEM) uses the signals on the controller area network (CAN) from the brake control module (BCM) or transmission control module (TCM) to check that the vehicle is not moving.

Note. The steering column lock module (SCL) is only available on model year 2004-2008 for the USA/CDN market and model year 2004- for other markets.

KEY LOCK

The key lock function is part of the security system. This function means that the key cannot be removed from the ignition switch (it cannot be turned from position I to 0) if the gear selector is not in the park (P) position. This applies only to vehicles with automatic transmissions.

This function is checked by the central electronic module (CEM). The start control module (SCU) contains a coil which is powered by the central electronic module (CEM). The central electronic module (CEM) receives a signal from the transmission control module (TCM) indicating the position of the gear selector. The key can be turned when the coil has been activated. The key cannot be turned if the coil is not activated.

KEY WARNING

The key warning function is part of the security system (applies to USA/CAN only). The components in the function are the central electronic module (CEM) and the driver information module (DIM). The warning is activated if the driver's door is opened whilst the key is in the ignition switch. A contact breaker in the lock unit in the driver's door indicates that the door has been opened.

If the system for keyless functions is installed, the antennas inside the vehicle are activated each time the driver's door is opened. The system then scans for the key which was used to start the vehicle. A warning message is displayed in the driver information module (DIM) if this key is not found. The engine will continue running, but if the key is turned to position 0 the engine will not start again if there is not another valid key inside the vehicle.

STEERING COLUMN LOCK

Note. The steering column lock module (SCL) is only available on model year 2004-2008 for the USA/CDN market and model year 2004- for other markets.

The central electronic module (CEM) and steering column lock module (SCL) are part of the steering wheel lock function. The power supply to the steering column lock module (SCL) is controlled by the central electronic module (CEM). The steering column lock module (SCL) also receives commands from the central electronic module (CEM) to lock or unlock the steering wheel lock. The function of the steering wheel lock is limited when the vehicle is stationary and the engine is off.

Whilst the vehicle is being driven, the central electronic module (CEM) monitors the communication cable to the steering column lock module (SCL). If the central electronic module (CEM) detects that the steering column lock module (SCL) starts communicating when it should not be powered, the central electronic module (CEM) will display an warning message in the driver information module (DIM) and will attempt to disengage the steering column lock.

Unlocking

If the keyless vehicle module (KVM) (cars with the keyless entry system only) and central electronic module (CEM) receive a signal from the key-in switch, the identity of the key is checked. This is done either via the keyless system or via the ignition switch. At the same time, the central electronic module (CEM) activates the power supply to the steering column lock module (SCL). After approved validation of the key, the central electronic module (CEM) checks that the engine is not running via CAN signals from the engine control module (ECM). The central electronic module (CEM) also checks that the vehicle is not moving via the CAN signals from the brake control module (BCM) or transmission control module (TCM). If the conditions are met, the central electronic module (CEM) transmits an unlock command to the steering column lock module (SCL). The steering column lock module (SCL) then attempts to unlock the steering wheel lock. If everything is OK, the steering column lock module (SCL) transmits two signals back to the central electronic module (CEM). One signal indicates that the steering column lock module (SCL) has not detected any internal faults and is functioning as intended. The other signal indicates that the spring bolt has moved to the unlocked position. The central electronic module (CEM) will then store an internal value for successful unlocking and then continues with the checks for the immobilizer system.

If the steering wheel lock does not unlock the first time, the steering column lock module (SCL) will make a further two unlocking attempts. If these also fail, the steering column lock module (SCL) will transmit a message about the fault to the central electronic module (CEM). The central electronic module (CEM) will then store a diagnostic trouble code (DTC) and the checks for the immobilizer system will be cancelled. It will not then be possible to start the engine.

Locking

The following applies to vehicles without the keyless entry system

Whilst the vehicle is in use, the central electronic module (CEM) checks the input signals from the contact breakers for the start control module (SCU) which indicate the position of the ignition key. When the central electronic module (CEM) detects via these contact breakers that the ignition key has been turned to the 0 position and removed from the ignition, the central electronic module (CEM) initiates a locking sequence.

The following applies to vehicles with the keyless entry system

Whilst the vehicle is in use, the central electronic module (CEM) checks the input signals from the contact breakers for the start control module (SCU) which indicate the position of the starter button. When the central electronic module (CEM) detects, via these contact breakers, that the starter button has been turned to the 0 position and the key-in switch has been deactivated, the central electronic module (CEM) is ready to initiate a locking sequence. During passive starting, the steering column lock is not engaged before the driver's door is opened for safety reasons.

&****** delete me

The central electronic module (CEM) then checks that the engine is not running via the CAN signals from the engine control module (ECM). The central electronic module (CEM) also checks that the vehicle is not moving via the CAN signals from the brake control module (BCM) or transmission control module (TCM). If the conditions are met, the central electronic module (CEM) powers the steering column lock module (SCL) and then transmits a lock command to it. The steering column lock module (SCL) sends signals back indicating whether locking was successful or not. The central electronic module (CEM) will store a diagnostic trouble code (DTC) if locking has failed after 3 attempts.

Scheme 223

The start inhibition system is a comprehensive function of the vehicle security system. The logic for start inhibition is in the engine control module (ECM). The system for start inhibition reads off a number of values from the controller area network (CAN). These values are used to determine whether the criteria for the engine control module (ECM) to activate the starter motor are met. The system for start inhibition reads off whether the immobilizer check is OK or not. For further information, see: START INHIBITION

There are a number of functions in the cars security system

1. Immobilizer
2. Steering wheel lock
3. Key lock
4. Key warning.
5. Alcolock (option 2009-)
6. Remote-controlled immobilization (2010-, option, only certain markets)

The various functions depend on different control modules and components.

The following are included in the immobilizer system

1. Central electronic module (CEM)
2. Keyless vehicle module (KVM) (only vehicles with the keyless entry system)
3. Start control module (SCU)
4. Steering Column Lock Module (SCL) (does not apply to USA/CDN market for 2009-).
5. Engine control module (ECM)
6. Brake control module (BCM)
7. Driver information module (DIM)
8. Phone module (PHM) (only vehicles with remote-controlled immobilization).

The following are included in the steering column lock system

1. Central electronic module (CEM)
2. Steering Column Lock Module (SCL) (does not apply to USA/CDN market for 2009-).
3. Engine control module (ECM)
4. Brake control module (BCM)
5. Transmission control module (TCM)

The following are included in the key lock system

1. Central electronic module (CEM)
2. Start control module (SCU)
3. Transmission control module (TCM)

The following are included in the key warning system

1. Central electronic module (CEM)
2. Driver information module (DIM)

The alcolock system (option 2009-) includes

1. Central electronic module (CEM)
2. Driver information module (DIM)
3. Remote Receiver Module (RRX)

For further information about the different functions, see: FUNCTION

Definitions

Activated system: The system means that the vehicle cannot be started.

Deactivated system: Key check has been carried out and the key has been approved. The system permits the car to start.

The tables below summarize the input and output signals to the units in the system for the immobilizer. The signal types are divided into directly connected signals, serial communication and controller area network (CAN) communication.

CENTRAL ELECTRONIC MODULE (CEM) (4/56)

KEYLESS VEHICLE MODULE (KVM) (4/93) (ONLY VEHICLES WITH THE KEYLESS LOCKING SYSTEM)

STEERING COLUMN LOCK MODULE (SCL) (4/102) (DOES NOT APPLY TO USA/CDN MARKET FOR 2009-).

START CONTROL MODULE (SCU) (3/1)

ENGINE CONTROL MODULE (ECM) (4/46)

BRAKE CONTROL MODULE (BCM) (4/16)

TRANSMISSION CONTROL MODULE (TCM) (4/28)

DRIVER INFORMATION MODULE (DIM) (5/1).

PHONE MODULE (PHM) (16/60)

Scheme 224

The infotainment control module (ICM) consists of a display and printed circuit board. The display is connected via a cable direct to the printed circuit board.

The display shows information about the function which is active. It also displays information when selecting functions and preferences for the system. The graphic display consists of a field with 128*64 pixels.

The printed circuit board has an input for display and input and outputs for

1. power supply
2. ground
3. The controller area network (CAN)
4. LIN communication and
5. the MOST network.

The processor for the infotainment control module (ICM) is on the printed circuit board. Therefore the printed circuit board contains all the functionality and logic for the infotainment control module (ICM). The printed circuit board also stores the software for the infotainment control module (ICM).

When replacing the control module reprogramming is required.

The control module can be diagnosed.

Scheme 225

There is a remote control for the infotainment system. It is used for remote control of the navigation system. The remote control can be used to activate most of the functions that are controlled via the keypads on the climate control module (CCM) and via the buttons on the steering wheel.

The remote control transmits signals via the IR signals to the receiver unit which is located in the grille for the center loudspeaker in the dashboard. The signals then continue via the directly connected cable to the infotainment control module (ICM) which controls the selected function.

Scheme 226

The infotainment control module (ICM) consists of a display and printed circuit board. The display is connected via a cable direct to the printed circuit board.

The display shows information about the function which is active. It also displays information when selecting functions and preferences for the system. The graphic display consists of a field with 128*64 pixels.

The printed circuit board has an input for display and input and outputs for

1. power supply
2. ground
3. The controller area network (CAN)
4. LIN communication and
5. the MOST network.

The processor for the infotainment control module (ICM) is on the printed circuit board. Therefore the printed circuit board contains all the functionality and logic for the infotainment control module (ICM). The printed circuit board also stores the software for the infotainment control module (ICM).

When replacing the control module reprogramming is required.

The control module can be diagnosed.

Scheme 227

There is a remote control for the infotainment system. It is used for remote control of the navigation system. The remote control can be used to activate most of the functions that are controlled via the keypads on the climate control module (CCM) and via the buttons on the steering wheel.

The remote control transmits signals via the IR signals to the receiver unit which is located in the grille for the center speaker in the dashboard. The signals then continue via the directly connected cable to the infotainment control module (ICM) which controls the selected function.

DISPLAY/PRINTED CIRCUIT BOARD

The infotainment control module (ICM) consists of a display and printed circuit board. The display is connected via a cable direct to the printed circuit board.

The display shows information about the function which is active. It also displays information when selecting functions and preferences for the system. The graphic display consists of a field with 128*64 pixels.

The printed circuit board has an input for display and input and outputs for

1. power supply
2. ground
3. The controller area network (CAN)
4. LIN communication and
5. the MOST network.

The processor for the infotainment control module (ICM) is on the printed circuit board. Therefore the printed circuit board contains all the functionality and logic for the infotainment control module (ICM). The printed circuit board also stores the software for the infotainment control module (ICM).

When replacing the control module reprogramming is required.

The control module can be diagnosed.

REMOTE CONTROL

There is a remote control for the infotainment system. It is used for remote control of the navigation system. The remote control can be used to activate most of the functions that are controlled via the keypads on the climate control module (CCM) and via the buttons on the steering wheel.

The remote control transmits signals via the IR signals to the receiver unit which is located in the grille for the center speaker in the dashboard. The signals then continue via the directly connected cable to the infotainment control module (ICM) which controls the selected function.

The infotainment control module (ICM) consists of a display and printed circuit board. The display is connected via a cable direct to the printed circuit board.

The display shows information about the function which is active. It also displays information when selecting functions and preferences for the system. The graphic display consists of a field with 128*64 pixels.

The printed circuit board has an input for display and input and outputs for

1. power supply
2. ground
3. CAN-network (Controller Area Network)
4. LIN-communication
5. the MOST network.

The processor for the infotainment control module (ICM) is on the printed circuit board. Therefore the printed circuit board contains all the functionality and logic for the infotainment control module (ICM). The printed circuit board also stores the software for the infotainment control module (ICM).

When replacing the control module reprogramming is required.

The control module can be diagnosed.

There is a remote control for the infotainment system. It is used for remote control of the navigation system.

The remote control can be used to activate most of the functions which can be controlled via the keypad units on the climate control module (CCM) and via the buttons on the steering wheel.

The remote control transmits signals via the IR signals to the receiver unit which is located in the grille for the center speaker in the dashboard. The signals then continue via the directly connected cable to the infotainment control module (ICM) which controls the selected function.

READING OFF THE PARAMETERS

Using this function, the status or value of parameters can be read off. The presentation of the status or value can be obtained graphically or digitally.

For further information, see: DESCRIPTION OF PARAMETERS (2004-2006)

ACTIVATING COMPONENTS AND FUNCTIONS

This function can be used to activate components/functions which affect the infotainment control module (ICM).

For further information, see: DESCRIPTION OF ACTIVATIONS

READING OFF STATIC DATA

This function allows programmed data to be read off or data such as customer parameters to be programmed in.

This function can be used to read parameters, status identifiers and counters stored at the same time as a diagnostic trouble code (DTC). These are called frozen values.

For further information, see: DESCRIPTION OF FROZEN VALUES, CENTRAL ELECTRONIC MODULE (CEM)

This function is used to read the status or value of parameters. The status or value can be presented digitally.

This function can be used to activate components/functions which affect the infotainment control module (ICM).

This function allows programmed data to be read off or data such as customer parameters to be programmed in.

This function can be used to read out parameters, identify status and counts stored at the same time as a diagnostic trouble code (known as frozen values).

This function is used to read the status or value of parameters. The status or value can be presented digitally.

ACTIVATING COMPONENTS/FUNCTIONS

This function can be used to activate components/functions which affect the infotainment control module (ICM).

This function allows programmed data to be read off or data such as customer parameters to be programmed in.

This function can be used to read out parameters, identify status and counts stored at the same time as a diagnostic trouble code (known as frozen values).

This function is used to read the status or value of parameters. The status or value can be presented digitally.

This function can be used to activate components/functions which affect the infotainment control module (ICM).

This function allows programmed data to be read off or data such as customer parameters to be programmed in.

This function can be used to read out parameters, identify status and counts stored at the same time as a diagnostic trouble code (known as frozen values).

DOWNLOADING SOFTWARE AND REPLACING CONTROL MODULE (2009-2011)

New software can be downloaded into the infotainment control module (ICM). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and Volvo's central database does not correspond, the database is updated with the vehicle's configuration. When this is complete, new software is downloaded.

The infotainment control module (ICM) is in the center console. The control module must be removed from the center console to be replaced.

Select reload of CAN network for a total reload of the software in the vehicle.

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2004-2006)

New software can be downloaded into the infotainment control module (ICM). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and Volvo central database is not OK, the database is updated with the car configuration. When this is complete the software is downloaded.

The infotainment control module (ICM) is in the center console. The control module must be removed from the center console to be replaced.

Select reload of CAN network for a total reload of the software in the vehicle.

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2007)

New software can be downloaded into the infotainment control module (ICM). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and Volvo's central database does not correspond, the database is updated with the vehicle's configuration. When this is complete, new software is downloaded.

The infotainment control module (ICM) is in the center console. The control module must be removed from the center console to be replaced.

Select reload of CAN network for a total reload of the software in the vehicle.

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2008)

New software can be downloaded into the infotainment control module (ICM). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and Volvo's central database does not correspond, the database is updated with the vehicle's configuration. When this is complete, new software is downloaded.

The infotainment control module (ICM) is in the center console. The control module must be removed from the center console to be replaced.

Select reload of CAN network for a total reload of the software in the vehicle.

Scheme 228

The infotainment control module (ICM) (16/1) does not have its own keypad. All user communication with the infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112). The signals from the keypad unit are transmitted via the controller area network (CAN).

Scheme 229

The steering wheel buttons connected to the steering wheel module (SWM) (3/254) can be used to control

1. volume control and CD track / radio selection
2. menu selection for traffic information
3. volume control for handsfree calls and the menu selection for the phone module (PHM).

The signals from the steering wheel buttons are transmitted to the steering wheel module (SWM) with LIN communication. The steering wheel module (SWM) transmits the signals on to the Infotainment Control Module (ICM) (16/1) using LIN communication. The infotainment control module (ICM) in turn transmits the signals on to the affected control module on the MOST network.

FUNCTIONS CONTROLLED BY THE INFOTAINMENT CONTROL MODULE (ICM)

Security on MOST

Scheme 230

The function Security on MOST prevents unapproved control modules in the infotainment system from being installed in the vehicle. This is to prevent the theft of units.

The function is controlled by the infotainment control module (ICM). The infotainment control module (ICM) checks the serial numbers of all the control modules in the MOST network and compares these with a stored list. The infotainment control module (ICM) retrieves data about the serial number of the control modules via the MOST network. The infotainment control module (ICM) compares the information with the stored serial numbers.

If a control module is not in the stored list, it is disconnected from the MOST network and the functionality of this control module is blocked. This means that control modules in the MOST network cannot be moved from one vehicle to another.

A diagnostic trouble code (DTC) is stored in the infotainment control module (ICM) if a control module in the stored list gives the incorrect response.

Scheme 231

The infotainment control module (ICM) (16/1.2) does not have its own keypad. All user communication with the infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112). The signals from the keypad unit are transmitted via the controller area network (CAN).

Scheme 232

The steering wheel buttons connected to the steering wheel module (SWM) (3/254) can be used to control

1. volume control and CD track / radio selection
2. menu selection for traffic information
3. volume control for handsfree calls and the menu selection for the phone module (PHM).

The signals from the steering wheel buttons are transmitted to the steering wheel module (SWM) with LIN communication. The steering wheel module (SWM) transmits the signals on to the Infotainment Control Module (ICM) (16/1) using LIN communication. The infotainment control module (ICM) in turn transmits the signals on to the affected control module on the MOST network.

Scheme 233

The function Security on MOST prevents unapproved control modules in the infotainment system from being installed in the vehicle. This is to prevent the theft of units.

The function is controlled by the infotainment control module (ICM). The infotainment control module (ICM) checks the serial numbers of all the control modules in the MOST network and compares these with a stored list. The infotainment control module (ICM) retrieves data about the serial number of the control modules via the MOST network. The infotainment control module (ICM) compares the information with the stored serial numbers.

If a control module is not in the stored list, it is disconnected from the MOST network and the functionality of this control module is blocked. This means that control modules in the MOST network cannot be moved from one vehicle to another.

A diagnostic trouble code (DTC) is stored in the infotainment control module (ICM) if a control module in the stored list gives the incorrect response.

CONTROLLING FUNCTIONS

The infotainment control module (ICM) (16/1.2) does not have its own keypad. All user communication with the infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112). The signals from the keypad unit are transmitted via the controller area network (CAN).

CONTROLLING THE FUNCTIONS USING THE STEERING WHEEL BUTTONS

S40

Scheme 234

The steering wheel buttons connected to the steering wheel module (SWM) (3/254) can be used to control

1. volume control and CD track / radio selection
2. menu selection for traffic information
3. volume control for handsfree calls and the menu selection for the phone module (PHM).

The signals from the steering wheel buttons are transmitted to the steering wheel module (SWM) with LIN communication. The steering wheel module (SWM) transmits the signals on to the Infotainment Control Module (ICM) (16/1.2) using LIN communication. The infotainment control module (ICM) in turn transmits the signals on to the affected control module on the MOST network.

Scheme 235

The function Security on MOST prevents unapproved control modules in the infotainment system from being installed in the vehicle. This is to prevent the theft of units.

The function is controlled by the infotainment control module (ICM). The infotainment control module (ICM) checks the serial numbers of all the control modules in the MOST network and compares these with a stored list. The infotainment control module (ICM) retrieves data about the serial number of the control modules via the MOST network. The infotainment control module (ICM) compares the information with the stored serial numbers.

If a control module is not in the stored list, it is disconnected from the MOST network and the functionality of this control module is blocked. This means that control modules in the MOST network cannot be moved from one vehicle to another.

A diagnostic trouble code (DTC) is stored in the infotainment control module (ICM) if a control module in the stored list gives the incorrect response.

Scheme 236

The infotainment control module (ICM) (3/281) does not have its own keypad. All user communication with the infotainment control module (ICM) occurs using the keypad on the climate control module (CCM) (3/112). The signals from the keypad unit are transmitted via the controller area network (CAN).

Scheme 237

The steering wheel buttons connected to the steering wheel module (SWM) (3/254) can be used to control

1. volume control and CD track / radio selection
2. menu selection for traffic information
3. volume control during a hands free call and menu selection for phone module (PHM) (16/60) and Bluetooth phone module (BPM) (16/147).

The signals from the steering wheel buttons are transmitted to the steering wheel module (SWM) with LIN communication. The steering wheel module (SWM) transmits the signals on to the Infotainment Control Module (ICM) (3/281) using LIN communication. The infotainment control module (ICM) in turn transmits the signals on to the affected control module on the MOST network.

Scheme 238

The function Security on MOST prevents unapproved control modules in the infotainment system from being installed in the vehicle. This is to prevent the theft of units.

The function is controlled by the infotainment control module (ICM). The infotainment control module (ICM) checks the serial numbers of all the control modules in the MOST network and compares these with a stored list. The infotainment control module (ICM) retrieves data about the serial number of the control modules via the MOST network. The infotainment control module (ICM) compares the information with the stored serial numbers.

If a control module is not in the stored list, it is disconnected from the MOST network and the functionality of this control module is blocked. This means that control modules in the MOST network cannot be moved from one vehicle to another.

A diagnostic trouble code (DTC) is stored in the infotainment control module (ICM) if a control module in the stored list gives the incorrect response.

INFOTAINMENT CONTROL MODULE (ICM)

The infotainment control module (ICM) acts as a gateway between the CAN and MOST networks. It also acts as the master control module in the MOST network and checks the other control modules.

The infotainment control module (ICM) consists of a display / printed circuit board. There is also a remote control for the infotainment control module (ICM).

The infotainment control module (ICM) controls functions run on the MOST network via its user interface. The command is transmitted from the infotainment control module (ICM) to the other control modules in the network. These implement the requested functions, for example sound playback, changing sound sources and radio settings.

The infotainment control module (ICM) also controls the Security function on MOST.

The infotainment control module (ICM) is in the center console. The control module is removed from the center console for replacement.

The infotainment control module (ICM) communicates with other control modules via

1. CAN communication
2. LIN communication and
3. MOST communication.

MOST communication is via a fiber optic communication link.

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the infotainment control module (ICM) detects a fault.

Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using VIDA via the data link connector (DLC) in the vehicle.

A simple way to ensure that the infotainment control module (ICM) is powered and grounded is to check that the display is lit when the ignition key is in positions I or II.

The table below summarizes the input signals to and output signals from the infotainment control module (ICM). The signal types are divided into infrared signals (IR), MOST communication, LIN communication and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 239

CONTROL MODULE

The infotainment control module (ICM) acts as a gateway between the CAN and MOST networks. It also acts as the master control module in the MOST network and checks the other control modules.

The infotainment control module (ICM) consists of a display / printed circuit board. There is also a remote control for the infotainment control module (ICM).

The infotainment control module (ICM) controls functions run on the MOST network via its user interface. The command is transmitted from the infotainment control module (ICM) to the other control modules in the network. These implement the requested functions, for example sound playback, changing sound sources and radio settings.

The infotainment control module (ICM) also controls the Security function on MOST.

The infotainment control module (ICM) is in the center console. The control module is removed from the center console for replacement.

The infotainment control module (ICM) communicates with other control modules via

1. CAN communication
2. LIN communication and
3. MOST communication.

MOST communication is via a fiber optic communication link.

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the infotainment control module (ICM) detects a fault.

Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using the diagnostic tool via the data link connector (DLC) in the vehicle.

A simple way to ensure that the infotainment control module (ICM) is powered and grounded is to check that the display is lit when the ignition key is in positions I or II.

The table below summarizes the input signals to and output signals from the infotainment control module (ICM). The signal types are divided into infrared signals (IR), MOST communication, LIN communication and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 240

The infotainment control module (ICM) acts as a gateway between the CAN and MOST networks. It also acts as the master control module in the MOST network and checks the other control modules.

The infotainment control module (ICM) consists of a display / printed circuit board. There is also a remote control for the infotainment control module (ICM).

The infotainment control module (ICM) controls functions run on the MOST network via its user interface. The command is transmitted from the infotainment control module (ICM) to the other control modules in the network. These implement the requested functions, for example sound playback, changing sound sources and radio settings.

The infotainment control module (ICM) also controls the Security function on MOST.

The infotainment control module (ICM) is in the center console. The control module is removed from the center console for replacement.

The infotainment control module (ICM) communicates with other control modules via

1. CAN communication
2. LIN communication and
3. MOST communication.

MOST communication is via a fiber optic communication link.

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the infotainment control module (ICM) detects a fault.

Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using the diagnostic tool via the data link connector (DLC) in the vehicle.

A simple way to ensure that the infotainment control module (ICM) is powered and grounded is to check that the display is lit when the ignition key is in positions I or II.

The table below summarizes the input signals to and output signals from the infotainment control module (ICM). The signal types are divided into infrared signals (IR), MOST communication, LIN communication and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 241

The infotainment control module (ICM) acts as a gateway between the CAN and MOST networks. It also acts as the master control module in the MOST network and checks the other control modules.

The infotainment control module (ICM) consists of a display / printed circuit board. There is also a remote control for the infotainment control module (ICM).

The infotainment control module (ICM) controls functions run on the MOST network via its user interface. The command is transmitted from the infotainment control module (ICM) to the other control modules in the network. These implement the requested functions, for example sound playback, changing sound sources and radio settings.

The infotainment control module (ICM) also controls the Security function on MOST.

The infotainment control module (ICM) is in the center console. The control module is removed from the center console for replacement.

The infotainment control module (ICM) communicates with other control modules via

1. CAN communication
2. LIN-communication
3. MOST communication.

MOST communication is via a fiber optic communication link.

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the infotainment control module (ICM) detects a fault.

Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using the diagnostic tool via the data link connector (DLC) in the vehicle.

A simple way to ensure that the infotainment control module (ICM) is powered and grounded is to check that the display is lit when the ignition key is in positions I or II.

The table below summarizes the input signals to and output signals from the infotainment control module (ICM). The signal types are divided into infrared signals (IR), MOST communication, LIN communication and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 242

Scheme 243

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

The infotainment control module (ICM) display shows the current status of the integrated audio module (IAM).

Scheme 244

The integrated audio module (IAM) is connected to an AM and FM antenna system. This consists of a main antenna, an FM sub-antenna and an AM antenna. The antennas are connected to an antenna amplifier. The antenna amplifier has two channels: one for the FM main antenna and the AM antenna and another for the FM sub-antenna.

Both channels are connected to the integrated audio module (IAM) via a coaxial cable.

Scheme 245

Remote control via a steering wheel keypad is available as either an option or as standard equipment depending on the market. The keypad is located on the right side of the steering wheel and is connected to the steering wheel module (SWM) via serial communication.

Scheme 246

The integrated audio module (IAM) for Performance has four speakers directly connected to the control module

1. a front pair of speakers
2. a rear pair of speakers.

Each speaker consists of an element for the entire frequency interval. There is no treble speaker for this version.

Front door speaker

165 mm broadband speaker. Impedance 4 ohms.

Rear door speaker

165 mm broadband speaker. Impedance 4 ohms.

For the two other versions with the integrated audio module, the speakers are connected to the audio module (AUD).

Scheme 247

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

The infotainment control module (ICM) display shows the current status of the integrated audio module (IAM).

Integrated audio module (IAM) has an integrated amplifier (only Performance) with a power output of 4x20 W.

The two other versions do not have an integrated amplifier, they use the Audio module (AUD) as an amplifier.

Scheme 248

The integrated audio module (IAM) is connected to an AM and FM antenna system. This consists of a main antenna, an FM sub-antenna and an AM antenna. The antennas are connected to an antenna amplifier. The antenna amplifier has two channels: one for the FM main antenna and the AM antenna and another for the FM sub-antenna.

Both channels are connected to the integrated audio module (IAM) via a coaxial cable.

The connection for the sub antenna is used to power the antenna amplifier.

Scheme 249

Remote control via a steering wheel keypad is available as either an option or as standard equipment depending on the market. The keypad is located on the right side of the steering wheel and is connected to the steering wheel module (SWM) via serial communication.

Scheme 250

The integrated audio module (IAM) for Performance has 4 speakers directly connected to the control module

1. one pair of front loudspeakers
2. one pair of rear loudspeakers.

Impedance for each speaker is 4 ohms.

For the two other versions with the integrated audio module(IAM), the speakers are connected to the audio module (AUD).

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

The infotainment control module (ICM) display shows the current status of the integrated audio module (IAM).

The Integrated Audio Module (IAM) has an integrated amplifier (only Performance) with an output of 4x20 W.

The two other versions do not have an integrated amplifier, they use the Audio module (AUD) as an amplifier.

ANTENNAS

Integrated Audio Module (IAM) is connected to an antenna system for AM and FM. This consists of two FM-antennas (FM1 and FM2) and an antenna for AM.

Antennas are connected to one or two antenna boosters depending on vehicle model.

Integrated Audio Module (IAM) has two channels, one for FM1 and AM as well as one for FM2.

Both channels are connected to the integrated audio module (IAM) via a coaxial cable.

Connection for the FM2-antenna (sub-antenna) is used for voltage feed of the antenna booster.

Remote control via a steering wheel keypad is available as either an option or as standard equipment depending on the market. The keypad is located on the right side of the steering wheel and is connected to the steering wheel module (SWM) via serial communication.

LOUDSPEAKERS

The integrated audio module (IAM) for Performance has 4 speakers directly connected to the control module

1. one pair of front loudspeakers
2. one pair of rear loudspeakers.

Impedance for each speaker is 4 ohms.

For the two other versions with the integrated audio module(IAM), the speakers are connected to the audio module (AUD).

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

The infotainment control module (ICM) display shows the current status of the integrated audio module (IAM).

The Integrated Audio Module (IAM) has an integrated amplifier (only Performance) with an output of 4x20 W.

There are two models with integrated amplifiers, one has an AUX input and the other a microphone input.

The two other models do not have an integrated amplifier, these use the Audio module (AUD) as an amplifier. The models without an integrated amplifier have an AUX import.

Integrated Audio Module (IAM) is connected to an antenna system for AM and FM. This consists of two FM-antennas (FM1 and FM2) and an antenna for AM.

Antennas are connected to one or two antenna boosters depending on vehicle model.

Integrated Audio Module (IAM) has two channels, one for FM1 and AM as well as one for FM2.

Both channels are connected to the integrated audio module (IAM) via a coaxial cable.

Connection for the FM2-antenna (sub-antenna) is used for voltage feed of the antenna booster.

Remote control via a steering wheel keypad is available as either an option or as standard equipment depending on the market. The keypad is located on the right side of the steering wheel and is connected to the steering wheel module (SWM) via serial communication.

The integrated audio module (IAM) for Performance has 4 speakers directly connected to the control module

1. one pair of front loudspeakers
2. one pair of rear loudspeakers.

Impedance for each speaker is 4 ohms.

On models of the Integrated Audio Module (IAM) without an integrated amplifier the speakers are connected to the Audio module (AUD).

Scheme 251

The microphone is directly connected to the Integrated Audio Module (IAM) for Performance, on other models it is connected to the Audio module (AUD). The microphone sends analog signals to the control module.

Telephone calls can be connected via the handsfree. The microphone and speaker are used for calls via the handsfree.

The microphone is phantom fed via the Integrated Audio Module (IAM).

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2005, 2006)

Software can be downloaded to the integrated audio module (IAM). When software is ordered, the vehicle' software and hardware is compared to Volvo's central database. If they are compatible, the software is downloaded to the system.

If the comparison between the car and Volvo's central database does not correspond, then the database is updated with the vehicle's configuration. When this is complete the software is downloaded.

If the integrated audio module (IAM) is replaced, its unique serial number is checked by the infotainment system (ICM). If the serial number is incorrect, the installed integrated audio module (IAM) does not work.

If a problem arises after software download and the control module does not work, try switching the ignition off and on.

Select the MOST network for a total download of software to the vehicle.

Software can be downloaded to the integrated audio module (IAM). When software is ordered, the vehicle' software and hardware is compared to Volvo's central database. If they are compatible, the software is downloaded to the system.

If the comparison between the car and Volvo's central database does not correspond, then the database is updated with the vehicle's configuration. When this is complete the software is downloaded.

If the integrated audio module (IAM) is replaced, its unique serial number is checked by the infotainment system (ICM). If the serial number is incorrect, the installed integrated audio module (IAM) does not work.

If a problem arises after software download and the control module does not work, try switching the ignition off and on.

Select the MOST network for a total download of software to the vehicle.

Software can be downloaded to the integrated audio module (IAM). When software is ordered, the vehicle' software and hardware is compared to Volvo's central database. If they are compatible, the software is downloaded to the system.

If the comparison between the car and Volvo's central database does not correspond, then the database is updated with the vehicle's configuration. When this is complete the software is downloaded.

If the integrated audio module (IAM) is replaced, its unique serial number is checked by the infotainment system (ICM). If the serial number is incorrect, the installed integrated audio module (IAM) does not work.

If a problem arises after software download and the control module does not work, try switching the ignition off/on.

Select the MOST network for a total download of software to the vehicle.

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2009-2011)

Software can be downloaded to the integrated audio module (IAM). When software is ordered, the vehicle' software and hardware is compared to Volvo's central database. If they are compatible, the software is downloaded to the system.

If the comparison between the car and Volvo's central database does not correspond, then the database is updated with the vehicle's configuration. When this is complete the software is downloaded.

If the integrated audio module (IAM) is replaced, its unique serial number is checked by the infotainment system (ICM). If the serial number is incorrect, the installed integrated audio module (IAM) does not work.

If a problem arises after software download and the control module does not work, try switching the ignition off/on.

Select the MOST network for a total download of software to the vehicle.

Scheme 252

The integrated audio module (IAM) functions as a stereo system in the vehicle and is connected to other control modules on the MOST network.

If the accessory electronic module (AEM) is installed, the sound from the integrated audio module (IAM) is muted during telephone calls if a handsfree set (accessory) is used. The sound is also muted when reverse gear is engaged if the vehicle is equipped with the parking assistance system (accessory).

If the vehicle is equipped with the RTI navigation system (option), voice information is heard from the existing speakers.

Scheme 253

The steering wheel remote control (standard/option) is directly connected to the steering wheel module (SWM) via serial communication. The remote control can be used to change volume (increase/decrease) and change the preset radio stations. During CD, cassette or MD playback, the buttons are used for track selection. The steering wheel module (SWM) uses the CAN network to communicate with the infotainment control module (ICM), which then sends the signals on to the integrated audio module (IAM) via the MOST network.

Scheme 254

A separate wireless remote control is available as an option. This can be used to change volume (increase/decrease) and switch between the preset radio stations. During CD, cassette or MD playback, the buttons are used for track selection and during CD playback via the CD changer, the remote control can also be used to switch discs. The remote control can also be used to seek a specific frequency, store radio stations in program positions (Presets), perform Autostore and select SOURCE.

Scheme 255

The integrated audio module (IAM) functions as a stereo system in the vehicle and is connected to other control modules on the MOST network.

Integrated audio module (IAM) controls settings for

1. Volume
2. Bass
3. Treble
4. Balance
5. Fader
6. equalizer

The Integrated Audio Module (IAM) compensates the sound amplitude depending on the vehicle speed and has automatic loudness.

If the accessory electronic module (AEM) is installed, the sound from the integrated audio module (IAM) is muted during telephone calls if a handsfree set (accessory) is used. The sound is also muted when reverse gear is engaged if the vehicle is equipped with the parking assistance system (option).

If the vehicle is equipped with the RTI navigation system (option), voice information is heard from the existing speakers.

The Integrated Audio Module (IAM) manages playback of compressed music formats from cd (does not apply to Performance).

Support available for following formats

1. mp3
2. wma

The Integrated Audio Module (IAM) can play music via the AUX input (does not apply to Performance). The AUX input is located in front of the center console.

Scheme 256

Remote control on the steering wheel (standard/option) is directly connected to the Steering wheel module (SWM) via serial communication. Volume (reduce-increase) and selection of pre-programmed radio stations can be operated via remote control. During CD playback, the buttons work as track selection.

The Steering wheel module (SWM) communicates via the CAN network with the Infotainment control module (ICM), which transmits the signals on to the Integrated Audio Module (IAM) via the MOST network.

Scheme 257

As an option, remote control can occur from a separate wireless remote control. Volume (increase-reduce) can be controlled and pre-programmed radio stations can be selected via remote control.

When playing a CD the buttons on the remote control work as track selection and during CD playback via the CD exchanger, the remote control can also be used to select CD. A certain frequency can also be searched for, radio stations stored in program locations (Presets), Autostore used and SOURCE selected.

Scheme 258

The integrated audio module (IAM) functions as a stereo system in the vehicle and is connected to other control modules on the MOST network.

Integrated audio module (IAM) controls settings for

1. Volume
2. Bass
3. Treble
4. Balance
5. Fader
6. Equalizer

The Integrated Audio Module (IAM) compensates the sound amplitude depending on the vehicle speed and has automatic loudness.

If the accessory electronic module (AEM) is installed, the sound from the integrated audio module (IAM) is muted during telephone calls if a handsfree set (accessory) is used. The sound is also muted when reverse gear is engaged if the vehicle is equipped with the parking assistance system (option).

If the vehicle is equipped with the RTI navigation system (option), voice information is heard from the existing speakers.

Integrated Audio Module (IAM) handles playing of compressed music format fr CD-disc (does not apply to Performance).

Support available for following formats

1. mp3
2. wma

Integrated Audio Module (IAM) makes it possible to play back music via the AUX-input. The AUX-input is located in the tunnel console.

Remote control on the steering wheel (standard/option) is directly connected to the Steering wheel module (SWM) via serial communication. Volume (reduce-increase) and selection of pre-programmed radio stations can be operated via remote control. During CD playback, the buttons work as track selection.

The Steering wheel module (SWM) communicates via the CAN network with the Infotainment control module (ICM), which transmits the signals on to the Integrated Audio Module (IAM) via the MOST network.

AUDIO REMOTE CONTROL (OPTION)

As an option, remote control can occur from a separate wireless remote control. Volume (increase-reduce) can be controlled and pre-programmed radio stations can be selected via remote control.

When playing a CD the buttons on the remote control work as track selection and during CD playback via the CD exchanger, the remote control can also be used to select CD. A certain frequency can also be searched for, radio stations stored in program locations (Presets), Autostore used and SOURCE selected.

Scheme 259

The integrated audio module (IAM) functions as a stereo system in the vehicle and is connected to other control modules on the MOST network.

Integrated audio module (IAM) controls settings for

1. Volume
2. Bass
3. Treble
4. Balance
5. Fader
6. Equalizer

The Integrated Audio Module (IAM) compensates the sound amplitude depending on the vehicle speed and has automatic loudness.

If the vehicle is equipped with a Parking assistance module (PAM) a request is sent to the Integrated audio module (IAM), when audio is to be sent from the speakers than an object is close to the vehicle.

If the vehicle is equipped with a Multimedia module (MMM) the voice guidance (navigation) will be played over the vehicle's speakers.

The analog microphone signals are sent with telephone calls via the handsfree to the Integrated audio module (IAM). The signals are then sent via the MOST network to the Bluetooth phone module (BPM).

Speaker sound is sent from the Bluetooth phone module (BPM) to the Integrated audio module (IAM) via the MOST network.

Integrated Audio Module (IAM) handles playing of compressed music format fr CD-disc (does not apply to Performance).

Support available for following formats

1. mp3
2. wma

From structure week 200846, there is support for playback of music via a USB/iPod-connection in the tunnel compartment (does not apply to Performance or CD-changers for 6 discs). Support available for the following formats

1. mp3
2. wav
3. wma

From structure week 200846, there is support for reception of digital HD-radio (does not apply to Performance or CD-changers for 6 discs).

HD radio is transmitted digitally on the AM respectively FM wavelength in USA. The Integrated Audio Module (IAM) automatically switches to digital HD radio reception if there is a current frequency and if the function for HD-radio is highlighted in the user menu.

When the Integrated Audio Module (IAM) receives digital HD radio, a symbol appears for HD radio in the Infotainment control module (ICM).

AUX-INPUT

The Integrated Audio Module (IAM) can play music from CD players, MP3 players, portable DVD players etc. via the AUX jack. The AUX jack is in the tunnel console and is compatible with 3.5 mm connectors.

Properties

Permitted voltage: 0-4 VRMS

AUX impedance: >10 kOhm

Scheme 260

Remote control on the steering wheel (standard/option) is directly connected to the Steering wheel module (SWM) via serial communication. Volume (reduce-increase) and selection of pre-programmed radio stations can be operated via remote control. During CD or USB/iPod playback, the buttons work as track selection.

The Steering wheel module (SWM) communicates via the CAN network with the Infotainment control module (ICM), which transmits the signals on to the Integrated Audio Module (IAM) via the MOST network.

Scheme 261

As an option, remote control can occur from a separate wireless remote control. Volume (increase-reduce) can be controlled and pre-programmed radio stations can be selected via remote control.

During CD or USB/iPod playback the buttons on the remote control work as track selection and during CD playback via the CD exchanger, the remote control can also be used to select CD. A certain frequency can also be searched for, radio stations stored in program locations (Presets), Autostore used and SOURCE selected.

SUPPORT FOR USB ACCESSORIES

General

The Integrated Audio Module (IAM) only supports USB accessories with the profile Mass Storage Device. Both USB 1.1 and USB 2.0 are supported.

Hard disks are not supported but can still work if the power consumption is less than 500 mA.

USB hubs are not supported.

The charging of USB accessories is not supported but can still function if the USB accessory supports 5 volt charging and if the power consumption is less than 500 mA.

USB memories

The Integrated Audio Module (IAM) supports FAT16 from and including 128 MB and upwards and FAT32 from and including 256 MB and upwards.

Permitted file size: 1 kB to 2 GB.

Maximum permitted number of files: 64000

Maximum permitted number of folders: 500

Maximum permitted folder depth: 8

SUPPORT FOR CELLPHONES AND OTHER ACCESSORIES

Support for cellphones and other accessories

The Integrated Audio Module (IAM) supports all cellphones with the profile Mass Storage Device with files in file format FAT32 and FAT16. The cellphone needs to be configured to Mass Storage Device before use.

For USB accessories with extra functions such as U3 (Sandisk) it is recommended that the extra functions are uninstalled before use.

iPod support

The Integrated Audio Module (IAM) supports playback from iPods with a maximum of 64000 files. No limit for number of folders.

SUPPORT FOR CDS

General

1. Diameter: 120 ±0.3 mm.
2. Thickness: 1.2 +0.3/-0.1 mm.
3. Distortion: ±0.5 mm.

Discs with a diameter of 8 cm are not supported and will be ejected if attempts are made to play them.

Disc types

CD Audio, CD-R Audio, CD-RW and CD-ROM.

Disc format

CD Audio

Maximum permitted number of tracks: 99

Maximum permitted number of sections: 99

CD-ROM

Maximum permitted number of files: 255

No limit to number of folders or folder depth

The integrated audio module (IAM) handles functions for

1. Radio reception (AM and FM)
2. CD playback
3. MD playback (option)
4. RDS reception

The integrated audio module (IAM) communicates with directly connected components as well as with other control modules and components via the MOST network, which is a fiber-optic communication network.

The integrated audio module (IAM) is a slave module on the MOST network. The infotainment control module (ICM) is the master module.

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

In order to function in the MOST network, the infotainment control module (ICM) checks that the integrated audio module (IAM) has a correct serial number. If the number is incorrect, the integrated audio module (IAM) does not work.

The integrated audio module (IAM) is available in three versions

1. Performance, with integrated radio, CD player and internal amplifier.
2. High Performance, with integrated radio and CD player. A 6-disc CD changer and a combined CD/MD player are available as options. High Performance requires an external amplifier and an audio module (AUD).
3. Premium Sound, with integrated radio and CD player. A 6-disc CD changer and a combined CD/MD player are available as options. Premium Sound requires an external amplifier and an audio module (AUD). A subwoofer with subwoofer module (SUB) is available as an option.

RDS reception (Radio Data System) is possible with FM broadcasts (market-dependent). The system is called RBDS (Radio Broadcast Data System) in USA.

The front and rear door speakers are connected to the control module or to the external amplifier's audio module (AUD), if fitted (regards High Performance and Premium Sound).

The integrated audio module (IAM) checks executed activations and input/output signals via its integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any diagnostic trouble codes are stored in the control module memory. The information can be read via the data link connector in the vehicle.

The table below summarizes the input signals to and output signals from the integrated audio module (IAM). Signal type is divided into directly connected signals and MOST communication. The illustration below depicts the same information plus Volvo's component designation.

Scheme 262

The integrated audio module (IAM) handles functions for

1. Radio reception (AM and FM)
2. CD playback
3. AUX playback (not Performance)
4. RDS reception

The integrated audio module (IAM) communicates with directly connected components as well as with other control modules and components via the MOST network, which is a fiber-optic communication network.

The integrated audio module (IAM) is a slave module on the MOST network. The infotainment control module (ICM) is the master module.

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

In order to function in the MOST network, the infotainment control module (ICM) checks that the integrated audio module (IAM) has a correct serial number. If the number is incorrect, the integrated audio module (IAM) does not work.

The integrated audio module (IAM) is available in three versions

1. Integrated amplifier (Performance), with integrated radio, cd player and internal amplifier.
2. Without integrated amplifier, with integrated radio and cd player. The version requires an external amplifier, Audio module (AUD). Subwoofer, Subwoofer module (SUB) available as accessory.
3. Without integrated amplifier, with integrated radio and cd changer. The version requires an external amplifier, Audio module (AUD). Subwoofer, Subwoofer module (SUB) available as accessory.

RDS reception (Radio Data System) is possible with FM broadcasts (market-dependent). The system is called RBDS (Radio Broadcast Data System) in USA.

The Integrated Audio Module (IAM) manages playback of compressed music formats from cd (does not apply to Performance).

Support available for following formats

1. mp3
2. wma

The speakers that are installed in the front and rear doors are connected to the control module (applies to Performance) or an external amplifier, Audio module (AUD).

The Integrated Audio Module (IAM) checks internal components, executed activations and input/output signals via its integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any diagnostic trouble codes are stored in the control module memory. The information can be read via the data link connector in the vehicle.

The table below summarizes the input signals to and output signals from the integrated audio module (IAM). Signal type is divided into directly connected signals and MOST communication. The illustration below depicts the same information plus Volvo's component designation.

Scheme 263

The integrated audio module (IAM) handles functions for

1. Radio reception (AM and FM)
2. CD playback
3. AUX playback
4. RDS reception

The integrated audio module (IAM) communicates with directly connected components as well as with other control modules and components via the MOST network, which is a fiber-optic communication network.

The integrated audio module (IAM) is a slave module on the MOST network. The infotainment control module (ICM) is the master module.

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

In order to function in the MOST network, the infotainment control module (ICM) checks that the integrated audio module (IAM) has a correct serial number. If the number is incorrect, the integrated audio module (IAM) does not work.

The integrated audio module (IAM) is available in three versions

1. Integrated amplifier (Performance), with built-in radio, CD-player, internal amplifier and AUX-input.
2. Without integrated amplifier, with integrated radio and cd player. The version requires an external amplifier, Audio module (AUD). Subwoofer, Subwoofer module (SUB) available as accessory.
3. Without integrated amplifier, with integrated radio and cd changer. The version requires an external amplifier, Audio module (AUD). Subwoofer, Subwoofer module (SUB) available as accessory.

RDS reception (Radio Data System) is possible with FM broadcasts (market-dependent). The system is called RBDS (Radio Broadcast Data System) in USA.

Integrated Audio Module (IAM) handles playing of compressed music format fr CD-disc (does not apply to Performance).

Support available for following formats

1. mp3
2. wma

The loudspeakers installed in the front doors and back doors are connected to the control module (applies to Performance) or an external amplifier, Audio module (AUD).

The Integrated Audio Module (IAM) checks internal components, executed activations and input/output signals via its integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any diagnostic trouble codes are stored in the control module memory. The information can be read via the data link connector in the vehicle.

The table below summarizes the input signals to and output signals from the integrated audio module (IAM). Signal type is divided into directly connected signals and MOST communication. The illustration below depicts the same information plus Volvo's component designation.

The integrated audio module (IAM) handles functions for

1. Radio reception (AM and FM)
2. CD playback
3. AUX playback
4. RDS reception

The integrated audio module (IAM) communicates with directly connected components as well as with other control modules and components via the MOST network, which is a fiber-optic communication network.

The integrated audio module (IAM) is a slave module on the MOST network. The infotainment control module (ICM) is the master module.

The integrated audio module (IAM) is mounted in the center console. It is integrated with the audio unit and they are replaced together.

In order to function in the MOST network, the infotainment control module (ICM) checks that the integrated audio module (IAM) has a correct serial number. If the number is incorrect, the integrated audio module (IAM) does not work.

The integrated audio module (IAM) is available in four versions

1. Integrated amplifier (Performance), with built-in radio, CD-player, internal amplifier and AUX-input.
2. Integrated amplifier (Performance), with built-in radio, CD-player, internal amplifier and microphone input.
3. Without integrated amplifier, with integrated radio and cd player. The version requires an external amplifier, Audio module (AUD). Subwoofer, Subwoofer module (SUB) available as accessory.
4. Without integrated amplifier, with integrated radio and cd changer. The version requires an external amplifier, Audio module (AUD). Subwoofer, Subwoofer module (SUB) available as accessory.

RDS reception (Radio Data System) is possible with FM broadcasts (market-dependent). The system is called RBDS (Radio Broadcast Data System) in USA.

From structure week 200846, versions with support for reception of digital HD-radio (does not apply to Performance or CD-changers for 6 discs) are available.

Integrated Audio Module (IAM) handles playing of compressed music format fr CD-disc (does not apply to Performance).

Support available for following formats

1. mp3
2. wma

From structure week 200846, there is support for playback of music via a USB/iPod-connection in the tunnel console (does not apply to Performance or CD-changers for 6 discs). Support available for the following formats

1. mp3
2. wav
3. wma

The loudspeakers installed in the front doors and back doors are connected to the control module (applies to Performance) or an external amplifier, Audio module (AUD).

The Integrated Audio Module (IAM) checks internal components, executed activations and input/output signals via its integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any diagnostic trouble codes are stored in the control module memory. The information can be read via the data link connector in the vehicle.

The table below summarizes the input signals to and output signals from the integrated audio module (IAM). Signal type is divided into directly connected signals and MOST communication. The illustration below depicts the same information plus Volvo's component designation.

Scheme 264

The keyless vehicle module (KVM) is under the front left-hand seat. The control module controls and monitors the keyless entry system. The keyless vehicle module (KVM) uses the external and internal antennas to communicate with the remote control and to control the quick locks in the doors.

The keyless vehicle module (KVM) activates the internal or external antennas depending on the input signals and commands it receives. The control module also checks the identity of the key.

The keyless vehicle module (KVM) is part of the immobilizer system. It works with the central electronic module (CEM) to check key identities.

The keyless vehicle module (KVM) must be programmed with various codes before it can function in the system. For further information, see: DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2005-2007)

The two control modules communicate over the LS-CAN.

The keyless vehicle module (KVM) contains 4 relays. The control module uses these relays to select the antennas to be activated. See the table below.

Keyless vehicle module (KVM) is 30-supplied via the Central electronic module (CEM) and grounded in the body. The Keyless vehicle module (KVM) is always supplied with power as long as the vehicle is powered.

Note. During locking, the keyless vehicle module (KVM) only checks the quick lock motors in the doors. The other lock motors and the other functions in the central locking system are checked by the central electronic module (CEM).

Scheme 265

There is a total of three internal antennas. The internal antennas are under the carpet between the front seats, under the carpet above the center console in front of the rear seat and in the cargo compartment. The antennas allow the keyless vehicle module (KVM) to communicate with the passive key. The keyless vehicle module (KVM) activates the internal antennas in the event of any of the following

1. a signal is received from the key-in switch when the starter button is pressed in
2. a signal is received indicating that the brake pedal (automatic transmissions) or clutch pedal (manual transmissions) is pressed
3. a lock command is received from the remote control
4. a lock button at one of the external door handles is pressed in
5. the first switch in one of the external door handles is closed
6. a request to check the key from the central electronic module (CEM).

The antennas are also activated when the vehicle is locked. This is to deactivate any keys which are still in the vehicle. This is so that the vehicle cannot be passively started by any keys still in the passenger compartment. A deactivated key is activated again when the vehicle is unlocked or when any of the lock buttons on the deactivated remote control are depressed.

The keyless vehicle module (KVM) checks the internal antennas every 5th operating cycle if the vehicle speed is in excess of 20 km/h.

The antennas are powered by the keyless vehicle module (KVM).

Scheme 266

The external antennas are installed in the four door handles and in the rear bumper. The antennas allow the keyless vehicle module (KVM) to communicate with a key outside the vehicle.

The keyless vehicle module (KVM) activates one or more antennas when

1. the system receives a wake up signal from one of the unlocking switches in the door handles
2. the system receives a wake-up signal from the switch on the tailgate
3. one of the outer lock buttons is pressed in.

The keyless vehicle module (KVM) checks the external antennas every 5th operating cycle if the vehicle speed is in excess of 20 km/h.

The antennas are powered by the keyless vehicle module (KVM).

Scheme 267

The external door handles have two inner switches and a lock button as well as an antenna. One switch is connected to the handle. It is acted on by a linkage system if the handle is pulled out. The other switch is acted on if the lock button is pressed in. There is also a control arm between the door handle and the quick lock. The control arm acts on a third switch inside the quick lock if the handle is pulled out fully.

The first switch is closed when the handle is pulled out by 2 - 4 mm. When a switch is closed, an input on the keyless vehicle module (KVM) is grounded. The keyless vehicle module (KVM) wakes and activates the external antennas to scans for a valid key. This switch is closed for as long as the handles is pulled out.

Just before the handle is pulled out to its limit position, the switch in the quick lock is closed by the control arm from the door handle. When the switch closes, one of the inputs in the keyless vehicle module (KVM) is grounded.

This mechanical affect on the switch in the quick lock is one of the conditions for the keyless vehicle module (KVM) to activate the quick lock.

The switch connected to the lock button is closed when the lock button is pressed in. The switch instructs the keyless vehicle module (KVM) that the vehicle should be locked.

KEY-IN SWITCH.

The key-in switch is inside the start control module (SCU). When the starter button is pressed in, it indicates to several systems in the vehicle that the engine is about to be started. A 12V signal is transmitted to the keyless vehicle module (KVM) and central electronic module (CEM).

When the keyless vehicle module (KVM) receives a key-in signal, it activates one of the internal antennas to check that there is a valid key in the passenger compartment. The vehicle cannot be started until the key has been validated.

The start control module (SCU) is powered via the fusebox in the engine compartment.

Scheme 268

This switch is only installed on vehicles with manual transmissions.

The switch is installed together with the clutch pedal. In resting position the switch is open. It closes when the clutch pedal is pressed down by more than 90% of its entire stroke length. This ground one of the inputs on the keyless vehicle module (KVM). The keyless vehicle module (KVM) that informs the central electronic module (CEM) that a passive start has been initiated. The central electronic module (CEM) instructs the keyless vehicle module (KVM) to scan for a valid key.

Scheme 269

The lock unit is installed in the rear of the doors. The lock unit has a quick lock function which is used to reduce the reaction time of the system. The lock unit has an integrated switch which is closed when the outer door handles are pulled out to their limit positions. The switch is mechanically connected to the exterior door handle by a control arm. This allows the keyless vehicle module (KVM) to activate the quick lock motors and open the door on which the handles was pulled out. The quick lock motor is activated after a key has been validated by the keyless vehicle module (KVM). The quick lock is mechanically connected to a catch in the standard lock mechanism at the striker plate on the car body. This means that when the handle is pulled out on a door, the door opens as soon as the keyless vehicle module (KVM) has validated the key. This reduces the reaction time of the system considerably.

The key unit is powered by the keyless vehicle module (KVM).

Scheme 270

The remote keyless entry (RKE) receiver is installed above the headlining to the left of the central lighting panel level with the sun visor. The receiver receives signals from the remote control or passive key and forwards them to the keyless vehicle module (KVM).

The remote keyless entry (RKE) receiver has a logic which enables it to check that a correct message is received. All communication is decrypted in the keyless vehicle module (KVM).

The remote keyless entry (RKE) receiver has two different modes

1. normal mode
2. passive mode.

In normal mode, the receiver waits for a signal from the remote control when a button is pressed.

If the keyless vehicle module (KVM) receives an indication from the door handle that someone is trying to open the vehicle using keyless entry, the keyless vehicle module (KVM) transmits a signal to the receiver to switch to passive mode for a short period of time. After this time, the receiver reverts to normal mode. The difference between these two modes is the way in which the receiver communicates with the key.

When a key has been approved and is used to start the vehicle, or if there is a key in the ignition switch, the keyless vehicle module (KVM) ignores all messages from the remote keyless entry (RKE) receiver. This prevents the status of the central locking system from changing if a button on the remote control is unintentionally pressed in.

The remote keyless entry (RKE) receiver is powered by the central electronic module (CEM) and grounded in the A-post.

Scheme 271

The remote control is identical in appearance in all markets. The differences are internal, depending on whether it has functionality for keyless entry or not. All remote controls also contain a key blade. The key blade is normally retracted inside the remote control. The blade is used as a standby option to open the vehicle should there be a fault in the system.

The buttons on the remote control are

1. Lock - to lock the vehicle
2. Unlock - to unlock the vehicle
3. A button to unlock the trunk lid/tailgate
4. A button to activate the vehicle lighting for 30 seconds
5. A button to manually trigger the alarm if an alarm is installed.

Internally, the remote control consists of three sections

1. Transponder
2. Circuit for remote control
3. Circuit for keyless functionality.

The transponder is used so that the immobilizer system can identify the key when it is inserted in the ignition switch. The transponder contains a unique code. The central electronic module (CEM) must be programmed with the transponder code before the vehicle can be started.

The circuit for remote control is used to lock and unlock the central locking and to activate the above functions. The circuits in the remote control which control the remote control functionality are coded. These codes must be programmed into the keyless vehicle module (KVM) for communication to work.

The circuit for keyless functionality is used for

1. Unlocking
2. Locking
3. Passive starting.

The circuits in the remote control which control the function for the keyless entry system are coded. The keyless vehicle module (KVM) must learn these codes for communication to function.

The remote control is powered by an internal button battery. The battery is used each time a key needs to communicate with the system via the remote control or keyless entry function. The battery is not used during communication with the key transponder when the key is in the ignition switch. The battery must be replaced at regular intervals depending on how often the remote control is used. The remote control contains an internal voltmeter that measures the voltage of the internal battery. If the battery voltage is low, this information is transmitted in the messages transmitted to the Remote Keyless Entry (RKE). The Keyless vehicle module (KVM) receives this information and transmits a message via the CAN network to the Driver information module (DIM), which, such cases, displays a message that the voltage for the remote control is low.

Note. There have been some cases of system malfunctions when communication between the Keyless Vehicle Module (KVM) and the ignition switch has experienced interference for various reasons. These malfunctions are not due to electrical faults and will not generate a diagnostic trouble code.

1. If the ignition key is held in the same hand that is used to turn the starter, the ignition key may not be identified correctly. This will display an error message in the Driver Information Module (DIM). The vehicle will not start either. The vehicle will start, however, if the starter is turned to 0 and a new starting attempt is made. The fault will not generate a diagnostic trouble code. This fault is rare.
2. If a button on the remote control is pressed when the Keyless Vehicle Module (KVM) attempts to read the identity of the ignition key, the reading will fail. This is because the ignition key cannot not transmit and receive data at the same time (pressing a button on the remote control will mean the ignition key is engaged in transmitting a "normal" remote control command). This fault could occur if the key is kept in a pocket or bag and a button is pressed by mistake.
3. Due to increased external radiation, for example from TV/radio transmitters and mobile telephones, the signal from the remote control can on rare occasions be jammed. This is a rare fault but it can occur, especially in particular places where different external signals can impair transmitting and reception conditions. This is not only associated with keyless systems but can also affect different types of wireless communication.

Scheme 272

The keyless vehicle module (KVM) is under the front left-hand seat. The control module controls and monitors the keyless entry system. The keyless vehicle module (KVM) uses the external and internal antennas to communicate with the remote control and to control the quick locks in the doors.

The keyless vehicle module (KVM) activates the internal or external antennas depending on the input signals and commands it receives. The control module also checks the identity of the key.

The keyless vehicle module (KVM) is part of the start inhibition system and works with the central electronic module (CEM) to check the key identity.

The keyless vehicle module (KVM) must be programmed with various codes before it can function in the system. For further information, see: DOWNLOADING SOFTWARE AND REPLACING CONTROL MODULE (2008-2011)

The two control modules communicate over the LS-CAN.

The keyless vehicle module (KVM) contains 4 relays. The control module uses these relays to select the antennas to be activated. See the table below

Keyless vehicle module (KVM) is 30-supplied via the Central electronic module (CEM) and grounded in the body. The Keyless vehicle module (KVM) is always supplied with power as long as the vehicle is powered.

Note. During locking, the keyless vehicle module (KVM) only checks the quick lock motors in the doors. The other lock motors and the other functions in the central locking system are checked by the central electronic module (CEM).

Scheme 273

There is a total of three internal antennas. The internal antennas are under the carpet between the front seats, under the carpet above the center console in front of the rear seat and in the luggage compartment. The antennas allow the keyless vehicle module (KVM) to communicate with the passive key. The keyless vehicle module (KVM) activates the internal antennas in the event of any of the following

1. a signal is received from the key-in switch when the starter switch is pressed in
2. a signal is received indicating that the brake pedal (automatic transmissions) or clutch pedal (manual gearboxes) is pressed
3. a lock command is received from the remote control
4. a lock button at one of the external door handles is pressed in
5. the first switch in one of the external door handles is closed
6. a request to check the key from the central electronic module (CEM).

The antennas are also activated when the vehicle is locked. This is to deactivate any keys which are still in the vehicle. This is so that the vehicle cannot be passively started by any keys still in the passenger compartment. A deactivated key is activated again when the vehicle is unlocked or when any of the lock buttons on the deactivated remote control are depressed.

The keyless vehicle module (KVM) checks the internal antennas every 5th operating cycle if the vehicle speed is in excess of 20 km/h.

The antennas are powered by the keyless vehicle module (KVM).

Scheme 274

The external antennas are mounted in the rear door handles and in the rear bumper. The antennas make it possible for Keyless vehicle module (KVM) to communicate with a key outside the vehicle.

The keyless vehicle module (KVM) activates one or more antennas when

1. the system receives a wake up signal from one of the unlocking switches in the door handles
2. the system receives a wake-up signal from the switch on the tailgate
3. one of the outer lock buttons is pressed in.

The keyless vehicle module (KVM) checks the external antennas every 5th operating cycle if the vehicle speed is in excess of 20 km/h.

The antennas are powered by the keyless vehicle module (KVM).

Scheme 275

In addition to antennas in rear doors, the external door handles have two internal switches and a lock button. One switch is connected to the handle and is acted on via a linkage system when the handle is pulled outward. The second switch is affected when the lock button is pressed in. From the door handle, there is also a link arm to the quick-lock, where the link arm acts on a third switch inside the quick-lock when the handle is fully pulled out.

The first switch is closed when the handle is pulled out by 2-4 mm. When a switch is closed, an input on the keyless vehicle module (KVM) is grounded. The keyless vehicle module (KVM) wakes and activates the external antennas to scans for a valid key. This switch is closed for as long as the handles is pulled out.

Just before the handle is pulled out to its limit position, the switch in the quick lock is closed by the control arm from the door handle. When the switch closes, one of the inputs in the keyless vehicle module (KVM) is grounded.

This mechanical affect on the switch in the quick lock is one of the conditions for the keyless vehicle module (KVM) to activate the quick lock.

The switch connected to the lock button is closed when the lock button is pressed in. The switch instructs the keyless vehicle module (KVM) that the vehicle should be locked.

Scheme 276

The key-in switch is inside the start control module (SCU). When the starter switch is pressed in, it indicates to several systems in the vehicle that the engine is about to be started. A 12V signal is transmitted to the keyless vehicle module (KVM) and central electronic module (CEM).

When the keyless vehicle module (KVM) receives a key-in signal, it activates one of the internal antennas to check that there is a valid key in the passenger compartment. The vehicle cannot be started until the key has been validated.

The start control module (SCU) is powered via the fusebox in the engine compartment.

Scheme 277

This switch is only installed on vehicles with manual gearboxes.

The switch is installed together with the clutch pedal. In resting position the switch is open. It closes when the clutch pedal is pressed down by more than 90% of its entire stroke length. This ground one of the inputs on the keyless vehicle module (KVM). The keyless vehicle module (KVM) that informs the central electronic module (CEM) that a passive start has been initiated. The central electronic module (CEM) instructs the keyless vehicle module (KVM) to scan for a valid key.

Scheme 278

The lock unit is installed in the rear of the doors. The lock unit has a quick lock function which is used to reduce the reaction time of the system. The lock unit has an integrated switch which is closed when the outer door handles are pulled out to their limit positions. The switch is mechanically connected to the exterior door handle by a control arm. This allows the keyless vehicle module (KVM) to activate the quick lock motors and open the door on which the handles was pulled out. The quick lock motor is activated after a key has been validated by the keyless vehicle module (KVM). The quick lock is mechanically connected to a catch in the standard lock mechanism at the striker plate on the car body. This means that when the handle is pulled out on a door, the door opens as soon as the keyless vehicle module (KVM) has validated the key. This reduces the reaction time of the system considerably.

The lock unit is powered by the keyless vehicle module (KVM).

Scheme 279

Remote Keyless Entry (TRX) is located up by the headlining to the left of the front lighting panel. The receiver receives the signal coming from the remote control or passive key and transmits it on to Keyless vehicle module (KVM) via serial communication (ISO).

The remote keyless entry (TRX) receiver has a logic which enables it to check that a correct message is received. All communication is decrypted in the keyless vehicle module (KVM).

The remote keyless entry (TRX) receiver has two different modes

1. normal mode
2. passive mode.

In normal mode, the receiver waits for a signal from the remote control when a button is pressed.

If the keyless vehicle module (KVM) receives an indication from the door handle that someone is trying to open the vehicle using keyless entry, the keyless vehicle module (KVM) transmits a signal to the receiver to switch to passive mode for a short period of time. After this time, the receiver reverts to normal mode. The difference between these two modes is the way in which the receiver communicates with the key.

When a key has been approved and is used to start the vehicle, or if there is a key in the ignition switch, the keyless vehicle module (KVM) ignores all messages from the remote keyless entry (TRX) receiver. This prevents the status of the central locking system from changing if a button on the remote control is unintentionally pressed in.

Remote Keyless Entry (TRX) is supplied with voltage directly via 30-feed and is grounded in the A-pillar.

Scheme 280

The remote control is identical in appearance in all markets. The differences are internal, depending on whether it has functionality for keyless entry or not. All remote controls also contain a key blade. The key blade is normally retracted inside the remote control. The blade is used as a standby option to open the vehicle should there be a fault in the system.

The buttons on the remote control are

1. Lock - to lock the vehicle
2. Unlock - to unlock the vehicle
3. A button to unlock the boot lid/luggage compartment lid
4. A button to activate the vehicle lighting for 30 seconds
5. A button to manually trigger the alarm if an alarm is installed.

Internally, the remote control consists of three sections

1. Transponder
2. Circuit for remote control
3. Circuit for keyless functionality.

The transponder is used so that the immobilizer system can identify the key when it is inserted in the ignition switch. The transponder contains a unique code. The central electronic module (CEM) must be programmed with the transponder code before the vehicle can be started.

The circuit for remote control is used to lock and unlock the central locking and to activate the above functions. The circuits in the remote control which control the remote control functionality are coded. These codes must be programmed into the keyless vehicle module (KVM) for communication to work.

The circuit for keyless functionality is used for

1. Unlocking
2. Locking
3. Passive starting

The circuits in the remote control which control the function for the keyless entry system are coded. The keyless vehicle module (KVM) must learn these codes for communication to function.

The remote control is powered by an internal button battery. The battery is used each time a key needs to communicate with the system via the remote control or keyless entry function. The battery is not used during communication with the key transponder when the key is in the ignition switch. The battery must be replaced at regular intervals depending on how often the remote control is used. The remote control contains an internal voltmeter that measures the voltage of the internal battery. If the battery voltage is low, this information is transmitted in the messages transmitted to the Remote Keyless Entry (TRX). The Keyless vehicle module (KVM) receives this information and transmits a message via the CAN network to the Driver information module (DIM), which, such cases, displays a message that the voltage for the remote control is low.

Note. In certain cases malfunctions may occur in the system when communication between the keyless vehicle module (KVM) and the ignition key is interrupted for different reasons. These malfunctions are not due to any electrical faults and do not generate any diagnostic trouble codes (DTCs).

1. If the ignition key is held in the hand that is used to turn the starter switch, the ignition key identification can fail. This results in a message being shown in the driver information module (DIM). The vehicle will not start either. However, the vehicle will start if the starter switch is turned to position 0 and another start attempt made. The fault does not generate any diagnostic trouble codes (DTCs). The fault is rare.
2. If a button on the remote control is pressed when the keyless vehicle module (KVM) attempts to read out the identity of the ignition key, reading off will fail. This means that the ignition key cannot transmit and receive data at the same time (when a button is pressed on the remote control, the ignition key is busy sending "normal" remote control commands). This fault may occur if the key is in a pocket or bag and a button has been pressed by mistake.
3. Due to increased ambient radiation, for example, from TV/radio transmitters and mobile phones, the signal from the remote control can, in some cases, be interrupted. This is rare but can happen. In many cases this occurs in certain locations, where different outside signals make transmission and reception conditions unfavorable. This affects not only keyless vehicle systems but all types of wireless communication.
4. If the remote control is stored together with a mobile phone in a pocket or purse, it can happen that the mobile phone's signal blocks the remote control's signal to the vehicle. If the remote control's signal to the vehicle is blocked and at the same time the customer tries to open the door by pulling the handle, the feature will not work. The same applies if the remote control's signal is blocked and at the same time the customer tries to unlock the vehicle by pressing the button on the door handle. If this symptom occurs, then no components are to be replaced. Instead, instruct the customer not to store the remote control together with a mobile phone. In order to achieve a flawless function, the remote control and mobile phone must be kept at least 10-15 cm apart.

This function can be used to continuously read off the values and status of the keyless vehicle module (KVM) input and output signals.

This function is used to read off the global parameters (frozen values). Frozen values are the global values which applied when the diagnostic trouble code (DTC) was stored. These values are stored at the same time as a diagnostic trouble code (DTC). They can be read off if necessary.

This function is used to read off the parameters programmed in the control module. A security code is required to read off these parameters.

INTERNAL PROGRAM

The keyless vehicle module (KVM) contains a number of internal programs. This facilitates the management of certain functions. These can be activated using VIDA. The internal programs are

1. Delete all passive keys. The program deletes all programmed keys. The keys that are to be used in the future by the keyless entry system must be added using the "Add passive key" procedure.
2. Add passive key. Adds a passive key to the system.

This function can be used to continuously read off the values and status of the keyless vehicle module (KVM) input and output signals.

This function is used to read off the global parameters (frozen values). Frozen values are the global values which applied when the diagnostic trouble code (DTC) was stored. These values are stored at the same time as a diagnostic trouble code (DTC). They can be read off if necessary.

This function is used to read off the parameters programmed in the control module. A security code is required to read off these parameters.

The keyless vehicle module (KVM) contains a number of internal programs. This facilitates the management of certain functions. These can be activated using VIDA. The internal programs are

1. Delete all passive keys. The program deletes all programmed keys. The keys that are to be used in the future by the keyless entry system must be added with the procedure "Add passive key".
2. Add passive key. Adds a passive key to the system.

DOWNLOADING SOFTWARE AND REPLACING CONTROL MODULE (2008-2011)

Note. It is possible to download new software to the control module keyless vehicle (KVM). All codes and settings performed in the control module are stored in Volvo's central database and are automatically downloaded to the control module when downloading software.

REPLACING CONTROL MODULE

When replacing a control module, the new control module must be given the same settings as the old control module in order to work in the system. When downloading software to the new control module, all codes in question are downloaded at the same time.

After downloading the software, the keys that are to be included in the system shall be programmed. This must be done with one key at a time. Use the function "Add passive key" in VIDA Program manager.

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2005-2007)

It is possible to download new software to the control module keyless vehicle (KVM). All codes and settings performed in the control module are stored in Volvo's central database and are automatically downloaded to the control module when downloading software.

REPLACING CONTROL MODULE

When replacing a control module, the new control module must be given the same settings as the old control module in order to work in the system. When downloading software to the new control module, all codes in question are downloaded at the same time.

After downloading the software the keys that are to be included in the system shall be programmed. This must be done with one key at a time.

Scheme 281

Locking takes place when one of the lock buttons on the door handles is pressed in. A ground signal is sent from the lock button to the keyless vehicle module (KVM). The keyless vehicle module (KVM) then activated the antennas in the door handles on the side of the vehicle that the lock button was pressed. A request for a key is transmitted via the antennas. The response from the key is received by the remote keyless entry (RKE) receiver. The keyless vehicle module (KVM) checks the identity of the key against the its programmed codes. If the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module (CEM) to lock the vehicle. The vehicle cannot be locked from the cargo compartment/tailgate.

During a key check outside the vehicle, the internal antennas in the passenger and cargo compartment are also activated. This is to scan for any keys remaining inside the vehicle. If there are keys inside, the keyless vehicle module (KVM) will register their identities. Any signals from these keys will be ignored. This applies until the next time the vehicle is unlocked. This is to prevent remaining keys from being used to unlock or start the vehicle from outside using the starter button. A deactivated key is reset when unlocking the vehicle, under the condition that they remain in the passenger compartment when unlocking, or if any of the locking buttons are depressed on the remote control that has been deactivated.

Note. A key which is deactivated and then somehow removed from the vehicle, cannot be used to unlock or start the vehicle. To activate the key, it must be placed inside the vehicle during an unlocking procedure.

If the vehicle is locked using the remote control, there is no communication between the keyless vehicle module (KVM) and the key. The keyless vehicle module (KVM) then only receives a message from the remote control if the key is approved. It then sends a lock command to the central electronic module (CEM). In this instances locking is fully controlled by the central electronic module (CEM). However if any keys are left inside the vehicle, they will be deactivated in the same way as above.

Scheme 282

Two micro-switches are closed if a door handles is pulled out. A switch in the handle closes first followed by a switch in the quick lock.

When the switch in the handles is closed, the keyless vehicle module (KVM) activates the antennas in the handles on the front and rear doors on the side on which the handles was pulled out. A request is transmitted via the antennas to the passive key. The key transmits an encrypted response which is received by the remote keyless entry (RKE) receiver. The remote keyless entry (RKE) receiver checks that the received signal is from a Volvo key. If it is, the message is forwarded to the keyless vehicle module (KVM). The keyless vehicle module (KVM) decrypts the signal and compares it with its own codes. If these correspond, the keyless vehicle module (KVM) transmits two signals. One signal is sent to the quick lock in the door, on which the handle was pulled out, to unlock and open the door. The other signal is transmitted to the central electronic module (CEM) which unlocks the other doors, depending on the system settings. The settings are

1. total unlocking
2. selective unlocking.

In order for the keyless vehicle module (KVM) to activate the quick lock function, the handles must be pulled out far enough to close the switch in the lock unit.

A similar procedure to the above is carried out if the handle on the trunk lid or tailgate is acted on. However only the antenna in the rear bumper is activated to check the key. If selective unlock is set, only the trunk lid/tailgate is unlocked and opened. If total unlocking is selected, the side doors will also be unlocked if the switch on the tailgate/trunk lid is activated.

PASSIVE STARTING

Passive start can be initiated in different ways. The system receives an indication that the vehicle is about to be started when one of the following occurs

1. the key-in switch in the ignition switch is closed
2. a signal is received from the central electronic module (CEM) indicating that the brake pedal has been pressed (automatic transmissions)
3. clutch switch (manual transmissions).

The switch at the clutch pedal or brake pedal is used as early as possible so that the passenger compartment can be scanned for keys. The driver naturally presses the clutch or brake pedal before starting. This means that the reaction time from initiation to start is reduced.

When a scan for a key begins, the internal antennas are activated and a request is transmitted. Keyless entry keys will reply in order, transmitting their identity number and codes. The keyless vehicle module (KVM) compares these codes with its own codes. As soon as a received code matches a programmed code, the key is validated and scanning will stop.

The keyless vehicle module (KVM) then sends an encrypted message to the central electronic module (CEM) that an approved key has been detected and validated. This validation takes a predetermined amount of time.

If the starter button is then turned from position 0 to I, II or III, the central electronic module (CEM) deactivates the immobilizer system, allowing the engine to start. If the starter button is not turned from 0 to 1 within a predefined time, the validation of the key will expire. If the key-in switch or a pedal switch is then reactivated, the system will scan for keys again.

PASSIVE KEY WARNING

Passive key warning alerts the driver that a validated key has been removed from the passenger compartment.

If a passive key has been validated and used to start the vehicle, the validation only applies until the engine is switched off using the starter button. If the engine is running and a door is opened, the system will scan the passenger compartment for keys as soon as all doors are closed. If the key that was used to start the vehicle is not detected, a warning message will be displayed in the driver information module (DIM). The system will scan for keys each time a door is opened and all doors are closed again or when the driver presses the READ button. The engine will not be switched off. However the immobilizer system will be activated. It will block any start attempts as soon as the starter button is turned to the 0 position.

REMINDER FOR THE STARTER BUTTON

So that starter button is not unintentionally left with the ignition on, a warning signal sounds if the driver's door is opened while the engine is not running. This prevents certain systems which could drain the car battery from remaining active.

Scheme 283

Locking takes place when one of the lock buttons on the door handles is pressed in. A ground signal is sent from the lock button to the keyless vehicle module (KVM). The keyless vehicle module (KVM) then activated the antennas in the door handles on the side of the vehicle that the lock button was pressed. A request for a key is transmitted via the antennas. The response from the key is received by the remote keyless entry (TRX) receiver. The keyless vehicle module (KVM) checks the identity of the key against the its programmed codes. If the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module (CEM) to lock the vehicle. The vehicle cannot be locked from the luggage compartment/tailgate.

During a key check outside the vehicle, the internal antennas in the passenger and luggage compartment are also activated. This is to scan for any keys remaining inside the vehicle. If there are keys inside, the keyless vehicle module (KVM) will register their identities. Any signals from these keys will be ignored. This applies until the next time the vehicle is unlocked. This is to prevent remaining keys from being used to unlock or start the vehicle from outside using the starter switch. A deactivated key is reset when unlocking the vehicle, under the condition that they remain in the passenger compartment when unlocking, or if any of the locking buttons are depressed on the remote control that has been deactivated.

Note. A key which is deactivated and then somehow removed from the vehicle, cannot be used to unlock or start the vehicle. To activate the key, it must be placed inside the vehicle during an unlocking procedure.

Locks the vehicle via command from the remote control, there is no communication between the keyless vehicle module (KVM) and the key. The keyless vehicle module (KVM) then only receives a message from the remote control, checks if the key is approved and then sends a lock command to the central electronic module (CEM). In this instances locking is fully controlled by the central electronic module (CEM). However, if any keys are left inside the vehicle, they will be deactivated in the same way as above.

Scheme 284

Two micro-switches are closed if a door handle is pulled out. A switch in the handle closes first followed by a switch in the quick lock.

When the contact breaker in the handle is closed, the keyless vehicle module (KVM) activates the antennas in the door handles on the front and rear doors on the side on which the handle was pulled out. A request is transmitted via the antennas to the passive key. The key transmits an encrypted response which is received by the remote keyless entry (TRX) receiver. The remote keyless entry (TRX) receiver checks that the received signal is from a Volvo key. If it is, the message is forwarded to the keyless vehicle module (KVM). The keyless vehicle module (KVM) decrypts the signal and compares it with its own codes. If these correspond, the keyless vehicle module (KVM) transmits two signals. One to the quick lock, in the door on which the handle was pulled out, to unlock and open the door. The other signal is transmitted to the central electronic module (CEM) which unlocks the other doors, depending on the system settings. The settings are

1. total unlocking
2. selective unlocking.

In order for the keyless vehicle module (KVM) to activate the quick lock function, the handles must be pulled out far enough to close the switch in the lock unit.

A similar procedure to the above is carried out if the handle on the boot lid or luggage compartment lid is acted on. However, only the antenna in the rear bumper is activated to check the key. If selective unlock is set, only the boot lid/luggage compartment lid is unlocked and opened. If total unlocking is selected, the side doors will also be unlocked if the switch on the luggage compartment lid/boot lid is activated.

Passive key warning alerts the driver that a validated key has been removed from the passenger compartment.

If a passive key has been validated and used to start the vehicle, the validation only applies until the vehicle is switched off by the start knob. If the engine is running and a door is opened, the system will scan the passenger compartment for keys as soon as all doors are closed. If the key that was used to start the vehicle is not detected, a warning message will be displayed in the driver information module (DIM) and an audible signal heard. The system will scan for keys each time a door is opened and all doors are closed again or when the driver presses the READ button. The engine will not be switched off. However, the immobilizer system activates and blocks new start attempts as soon as the starter switch is turned to position 0.

REMINDER FOR THE STARTER SWITCH

So that the starter switch is not unintentionally left with the ignition on, a warning signal sounds if the driver's door is opened while the engine is not running. This prevents certain systems which could drain the car battery from remaining active.

Passive start can be initiated in different ways. The system receives an indication that the vehicle is about to be started when one of the following occurs

1. the key-in switch in the ignition switch is closed
2. a signal is received from the central electronic module (CEM) indicating that the brake pedal has been pressed (automatic transmissions)
3. clutch switch (manual transmissions).

HINT: If the clutch pedal is not depressed (switch not affected) when a start is attempted a request for a text message is sent to the Driver information module (DIM) that the clutch pedal is not depressed.

HINT: On vehicles equipped with DSTC an automatic message that DSTC is engaged is displayed for 5 seconds at a start attempt. This message has higher priority than the message about the clutch pedal. The message that the clutch pedal is not pressed is therefore shown after 5 seconds.

The switch at the clutch pedal or brake pedal is used as early as possible so that the passenger compartment can be scanned for keys. The driver naturally presses the clutch or brake pedal before starting. This means that the reaction time from initiation to start is reduced.

When a scan for a key begins, the internal antennas are activated and a request is transmitted. Keyless entry keys will reply in order, transmitting their identity number and codes. The keyless vehicle module (KVM) compares these codes with its own codes. As soon as a received code matches a programmed code, the key is validated and scanning will stop.

The keyless vehicle module (KVM) then sends an encrypted message to the central electronic module (CEM) that an approved key has been detected and validated. This validation takes a predetermined amount of time.

If the starter button is then turned from position 0 to I, II or III, the central electronic module (CEM) deactivates the immobilizer system, allowing the engine to start. If the starter button is not turned from 0 to 1 within a predefined time, the validation of the key will expire. If the key-in switch or a pedal switch is then reactivated, the system will scan for keys again.

Scheme 285

The keyless entry system allows the vehicle to be opened without inserting a key in the lock or pressing a button on the remote control. The system also allows the engine to be started without the ignition key in the ignition switch. The function is checked by the keyless vehicle module (KVM). The control module is under the left front seat. In order to be able to fulfill its tasks, the keyless vehicle module (KVM) is connected to a number of other units such as

1. Antennas in the external door handles
2. Antennas in the passenger compartment and cargo compartment
3. An antenna in the rear bumper
4. Quick lock motors in the lock units in the side doors
5. The remote keyless entry (RKE) receiver receives a signal from the key
6. The switch in the clutch pedal (manual transmissions) or a signal from the brake pedal switch via the central electronic module (CEM) (automatic transmissions)
7. Key-in switch.
8. Switch in door handle and locking button on handle (2006-)

The keyless vehicle module (KVM) is part of the immobilizer system. It communicates with both the central electronic module (CEM) and driver information module (DIM) via the LS-CAN.

The external antennas are in the door handles and rear bumper. If a door handle is pulled out, a switch closes. This wakes the system and activates the antennas in the handles on the side on which the handles was pulled out. If there is a valid key within a radius of approximately 1.5 meters of the handles, that door will open and one or more doors will be unlocked. The doors which unlock depend on the system settings. The vehicle can also be unlocked if the trunk lid/tailgate handle is affected.

There are additional antennas inside the vehicle which are activated during start attempts. These allow the control module to check for a valid key in the vehicle. If there is, the vehicle can be started using the starter button on the dashboard.

There are quick locks in the lock units in the doors. These increase the response time of the system. The quick locks are mechanically connected to the standard lock mechanism. The quick locks can open the door themselves. The time taken from the handle being pulled out to the door opening is reduced. The keyless vehicle module (KVM) checks the key, and then opens the first door itself. This saves communication time over the controller area network (CAN) which is used otherwise by the central electronic module (CEM) to check the central locking.

The remote keyless entry (RKE) receives signals transmitted by the key. These are sent on to the keyless vehicle module (KVM).

A switch at the brake pedal (vehicles with automatic transmissions) or at the clutch pedal (vehicles with manual transmissions) informs the system that the vehicle is about to be started. When the switch closes, the keyless vehicle module (KVM) starts scanning for a valid key.

There are diagnostics for the system. Any diagnostic trouble codes (DTCs) can be read off using VIDA.

Note. There have been some cases of system malfunctions when communication between the Keyless Vehicle Module (KVM) and the ignition switch has experienced interference for various reasons. These malfunctions are not due to electrical faults and will not generate a diagnostic trouble code.

1. If the ignition key is held in the same hand that is used to turn the starter, the ignition key may not be identified correctly. This will display an error message in the Driver Information Module (DIM). The vehicle will not start either. The vehicle will start, however, if the starter is turned to 0 and a new starting attempt is made. The fault will not generate a diagnostic trouble code. This fault is rare.
2. If a button on the remote control is pressed when the Keyless Vehicle Module (KVM) attempts to read the identity of the ignition key, the reading will fail. This is because the ignition key cannot not transmit and receive data at the same time (pressing a button on the remote control will mean the ignition key is engaged in transmitting a "normal" remote control command). This fault could occur if the key is kept in a pocket or bag and a button is pressed by mistake.
3. Due to increased external radiation, for example from TV/radio transmitters and mobile telephones, the signal from the remote control can on rare occasions be jammed. This is a rare fault but it can occur, especially in particular places where different external signals can impair transmitting and reception conditions. This is not only associated with keyless systems but can also affect different types of wireless communication.

The table below summarizes the input signals to and output signals from the keyless vehicle module (KVM). The signal types are divided into directly connected signals, serial communication and controller area network (CAN) communication. The illustration below displays the same information with the Volvo component designations.

Scheme 286

Scheme 287

The keyless entry system allows the vehicle to be opened without inserting a key in the lock or pressing a button on the remote control. The system also allows the engine to be started without the ignition key in the ignition lock. The function is checked by the keyless vehicle module (KVM). The control module is located under the left-hand front seat. In order to be able to fulfill its tasks, the keyless vehicle module (KVM) is connected to a number of other units such as

1. Antennas in the external rear side door handles
2. Antennas in the passenger compartment and luggage compartment
3. Antenna in the rear bumper
4. Quick lock motors in the lock units in the side doors
5. The remote keyless entry (TRX) receiver receives a signal from the key
6. The switch in the clutch pedal (manual gearboxes) or a signal from the brake pedal switch via the central electronic module (CEM) (automatic transmissions)
7. Key-in switch.
8. Switch in door handle and lock button on handle

The keyless vehicle module (KVM) is part of the immobilizer system. It communicates with both the central electronic module (CEM) and driver information module (DIM) via the LS-CAN.

The external antennas are located in the rear door handles and in the rear bumper.

If a door handle is pulled out, a switch closes. This wakes the system and activates the antennas in the handles on the side on which the handle was pulled out. If there is a valid key within a radius of approximately 1.5 meters of the handles, that door will open and one or more doors will be unlocked. The doors which unlock depend on the system settings. The vehicle can also be unlocked if the boot lid/luggage compartment lid handle is affected.

There are additional antennas inside the vehicle which are activated during start attempts. These allow the control module to check for a valid key in the vehicle. If there is, the vehicle can be started using the starter switch on the dashboard.

There are quick locks in the lock units in the doors. These increase the response time of the system. The quick locks are mechanically connected to the standard lock mechanism. The quick locks can open the door themselves. The time taken from the handle being pulled out to the door opening is reduced. The keyless vehicle module (KVM) checks the key, and then opens the first door itself. This saves communication time over the controller area network (CAN) which is used otherwise by the central electronic module (CEM) to check the central locking.

The remote keyless entry (TRX) receives signals transmitted by the key. These are sent on to the keyless vehicle module (KVM).

A switch at the brake pedal (vehicles with automatic transmissions) or at the clutch pedal (vehicles with manual gearboxes) informs the system that the vehicle is about to be started. When the switch closes, the keyless vehicle module (KVM) starts scanning for a valid key.

There are diagnostics for the system. Any diagnostic trouble codes (DTCs) can be read off using VIDA.

Note. In certain cases malfunctions may occur in the system when communication between the keyless vehicle module (KVM) and the ignition key is interrupted for different reasons. These malfunctions are not due to any electrical faults and do not generate any diagnostic trouble codes (DTCs).

1. If the ignition key is held in the hand that is used to turn the starter switch, the ignition key identification can fail. This results in a message being shown in the driver information module (DIM). The vehicle will not start either. However, the vehicle will start if the starter switch is turned to position 0 and another start attempt made. The fault does not generate any diagnostic trouble codes (DTCs). The fault is rare.
2. If a button on the remote control is pressed when the keyless vehicle module (KVM) attempts to read out the identity of the ignition key, reading off will fail. This means that the ignition key cannot transmit and receive data at the same time (when a button is pressed on the remote control, the ignition key is busy sending "normal" remote control commands). This fault may occur if the key is in a pocket or bag and a button has been pressed by mistake.
3. Due to increased ambient radiation, for example, from TV/radio transmitters and mobile phones, the signal from the remote control can, in some cases, be interrupted. This is rare but can happen. In many cases this occurs in certain locations, where different outside signals make transmission and reception conditions unfavorable. This affects not only keyless vehicle systems but all types of wireless communication.
4. If the remote control is stored together with a mobile phone in a pocket or purse, it can happen that the mobile phone's signal blocks the remote control's signal to the vehicle. If the remote control's signal to the vehicle is blocked and at the same time the customer tries to open the door by pulling the handle, the feature will not work. The same applies if the remote control's signal is blocked and at the same time the customer tries to unlock the vehicle by pressing the button on the door handle. If this symptom occurs, then no components are to be replaced. Instead, instruct the customer not to store the remote control together with a mobile phone. In order to achieve a flawless function, the remote control and mobile phone must be kept at least 10-15 cm apart.

The table below summarises the input signals to and output signals from the keyless vehicle module (KVM). The signal types are divided into directly connected signals, serial communication and controller area network (CAN) communication. The illustration below displays the same information with the Volvo component designations.

Scheme 288

Scheme 289

Note. The illustration above and the table below is an example that shows model year 2007. All other information in the document is general and applies to all model years.

ELECTRICAL FAULTS

The communication circuits in the LIN control modules cannot detect electrical faults on the wire. However the master node continuously reads back the last message it sent itself to check that it has been sent correctly over the LIN bus.

Should the master node discover that the message last read back is incorrect, for example if the signal wire has been short-circuited to voltage or ground, the master node can set the diagnostic trouble code (DTC) denoting the message has not been sent correctly.

COMMUNICATION FAILURE

The master node on a LIN bus sends out messages at specific time intervals.

The master node on the LIN bus in question knows which type of response that a particular slave node shall send back for a specific message sent from the master node. If the master mode does not receive this response, it can set the diagnostic trouble code for failed communication with the slave node in question.

FAULTS DISCOVERED BY SLAVE NODES

Control modules that use LIN communication can have integrated diagnostics exactly as the control modules on CAN. However, it is the Master node to which the slave node is connected that stores the diagnostic trouble codes for faults that the slave node discovers.

Information about discovered faults in the slave nodes is sent in the messages to the master node.

Each slave node on a LIN bus can be seen as an extension of the master node's own connections. In most cases it is also the master node that makes evaluations whether the diagnostic trouble code (DTC) can be set or not.

SOFTWARE DOWNLOADING

The control modules used as slave nodes on Volvo's LIN buses are supplied preconfigured and with that programmed for a specific behavior.

Volvo does not use software downloading via LIN. However a new configuration file for a LIN bus can be downloaded to the master node that controls communication on a LIN bus, on condition that the master mode is connected to the vehicle's CAN network.

Accordingly, new slave nodes can be added to an existing LIN bus.

LIN (LOCAL INTERCONNECT NETWORK)

LIN (Local Interconnect Network) is a standardized protocol for serial communication on a single wire between a master and several slave nodes.

The LIN protocol supports Multiplex communication, which means several nodes can communicate on the same wire without disturbing each other.

LIN was developed, by a consortium of automotive manufacturers, at the end of the 90s in order to build a network for data exchange over short distances at a low cost. The development of the LIN standard is ongoing and Volvo plays an active part in this work.

LIN is adapted for one master and up to 16 slave nodes on each communication bus.

More nodes are possible, but several communication buses can in these instances be connected together via the master node. The master node can also make up an interface to other types of communication buses, for example, CAN or MOST.

LIN is bidirectional, (two way half duplex) which means information can be sent in both directions. However only one control module at a time can send information. The level on the bus wire is normally high (approx 13 V) via a pull-up resistance, but is taken down to a low level (approx 1 V) when one of the nodes on the bus transmits.

The LIN protocol is a supplement to CAN. LIN is a less expensive alternative to CAN and is used where the transfer rate and performance is not as critical.

Besides a reduction in the number of wires, LIN is adapted for more basic communications circuits, which means the internal clock circuit in a slave node can be an inexpensive oscillating circuit (a. k. a. RC circuits) instead of crystals or ceramic oscillators that are used in systems with greater sensitivity to time differences.

This means that control module costs for the LIN standard can be kept down.

A synchronization procedure is used in each message on LIN in order to make communications, which are still time-dependent, possible. A number of bits at the start of each message are used so that the clock circuit in each slave control module can adjust to the correct frequency so that the subsequent data in the message can be received error-free.

If the LIN bus is inactive for a specific period of time, the slave nodes switch to sleep mode to reduce power consumption.

The transfer rate on LIN can lie between 5 and 20 kbit/s, but Volvo uses 9.6 kbit/s. This can be compared to the transfer rate on the CAN network which is 125-500 kbit/s.

1 kbit/s = 1000 bits per second.

The reason why Volvo has selected a transfer rate of 9.6 kbit/s is the balance between performance and transfer quality. A higher transfer rate can be used in some applications.

On a LIN bus there is always one control module that is the main control module (a. k. a. master node). All other control modules on the same LIN bus are slave nodes.

The master node contains a list describing which slave nodes are connected on the LIN bus in question. The list in the master node also describes which messages can be sent on the LIN bus and in which order.

Messages are sent in order according to the list in the master node with a specific time delay between messages, so that any responses from the slave nodes can be received by the master node.

What the slave nodes shall do and/or which data is to be sent as a response when the slave node receives a message is in turn described in a list that is programmed into each slave node. If a slave node has not managed to respond before it is time for the next message to be sent from the master node, the master node will start to send nevertheless and the slave node will be interrupted during its transmission.

The maximum length of a bus wire is set to 35 m (114.83 ft). The high level on LIN means battery voltage, i. e. approx 9-18 V, yet all circuits connected to the bus must withstand up to approximately 25 V.

The LIN bus is terminated to the battery voltage with a pull-up resistance on all nodes, the master mode with 1 kohms and the slave nodes with 20-47 kohms, usually 30 kohms.

This means that in sleep mode the voltage on the LIN bus is approximately 13 V and the dominant level on the bus (that is to say when a "1" is transmitted and a node takes down the bus to a low level during the transmission) is approximately 1 V.

HINT: The voltage on the communication wire is dependent on the supply voltage. The guideline is that the average value during communication is approximately 2/3 of the supply voltage. With a normal supply voltage and normal communication, the average voltage on the LIN bus lies at approximately 7-8 V.

The residue voltage level depends on the internal protection diodes in the control module.

The slave nodes also have a diode in series with the pull-up resistance to prevent the connected components from loading the bus by leading current the back-way if they do not have a power supply.

LIN MESSAGE

Complete message

Scheme 290

A = Frame

B = Header

C = Message

A message on LIN is called a frame and consist of the following parts

1. Synchronization interrupt. Used to wake slave nodes that are in sleep mode.
2. Synchronization field. The synchronization field helps slave nodes to synchronize with their master node's clock frequency, in order for messages sent to be received correctly.
3. Identification field. Contains information about the contents of the message. All nodes can read and respond to a message, yet only one node has the right to send a response to the message. Which node has the right to answer the message (send response data) is evident from the identifier.
4. Data information. The data sent can be two to eight bytes long. The data information is sent with the least significant bit first.
5. Checksum. The checksum is a way for slave notes to check whether the received message has been transferred correctly, or if any disturbance can have occurred during the transmission which has corrupted the data. If an error has occurred in a message during transmission from the master node to the slave node, i. e. the checksum calculated by the slave node does not correspond, the slave node will erase the message and await the next message sent from the master node.

The slave nodes do not send an acknowledgment to a message that has been received correctly. The master node re-reads the message sent out on the LIN bus and compares the re-read message with the message that was sent.

If the sent and detected messages are the same, the master mode presupposes that the message has been received correctly by the slave nodes.

Example from an oscilloscope

Scheme 291

If you have access to an oscilloscope and measure on the LIN bus, a start-up procedure with subsequent communication can appear as illustrated.

The lower curve is a magnified section of the upper curve.

In the upper curve you first, see the LIN bus in sleep mode with the subsequent message. This is followed by several messages.

The numbers in the different fields correspond to the parts of the message described in the list above.

In the figure you can see, among others, that the sleep voltage on the LIN bus is approximately 13 V and that the voltage drops to approximately 1 V during communication.

Note. The figure above is only one example of how messages on the LIN network can appear.

NETWORK

Increasing demands on functionality have made the electrical system in vehicles increasingly complex. By using a network with serial communications between the different control modules several functions can be controlled and monitored using fewer cables.

Example of networks using serial communications are CAN and LIN.

LIN is an acronym for L ocal I nterconnect N etwork and has been jointly developed as a common standard by a number of different automotive manufacturers.

The concept involves the exchange of information, via serial communications with a single wire, between control modules where the same performance as provided by a CAN network is not needed.

LIN is usually used as a communications line between control modules on the CAN network and minor nodes, such as regulators and advanced sensors.

The number of control modules that communicate via LIN is dependent on the vehicle model and the level of equipment.

The difference between CAN and LIN is that the CAN network is routed throughout the entire vehicle. Whereas LIN is usually used in smaller separate networks where the transfer speed and performance is not so highly prioritized. See the wiring diagram for the vehicle model in question for topographical differences between LIN and CAN.

ADVANTAGES OF A NETWORK

Instead of using a single wire for each function, serial communications over a network make it possible for hundreds of signals and functions to be activated, controlled or read via the same wire.

Using a network it is even easier to adapt the system to customers and markets.

In relation to the number of functions and connected components the length of the wiring is short and the electrical system is more service friendly when based on a network instead of direct connection.

Scheme 292

A = Master node

B = Slave node

The network is made up of a number of control modules connected to each other via a communications wire. The control modules are voltage fed and ground individually and exchange information in an optional direction via the communication wiring.

In event of a failure on the communication wiring, the control modules will not be able to communicate with the other control modules located after the failure. However, the control modules located before the failure can still communicate.

On a LIN bus there is always one control module that is the main control module (a. k. a. master node). All other control modules on the same LIN bus are slave nodes.

Scheme 293

A = Master node

B = Slave node

C = Transmitter/receiver

LIN is terminated to the battery voltage on each node via a pull-up resistance

The master node is terminated with 1 kohms and the slave nodes with 30 kohms.

The termination resistance forms a parallel circuit and the resistance to the battery voltage depends on the number of connected nodes. The resistance to ground should be infinite or at least extremely large if no communications are in progress.

Scheme 294

There are three versions of the media player module (MPM)

1. CD player
2. CD changer
3. combined CD/MD player.

The magazine for the CD changer is integrated in the control module.

The media player module (MPM) is controlled using the buttons on the center console. The buttons for volume control and for selecting the CD track or radio station are also on the steering wheel.

The actual status is shown on the display for the infotainment control module (ICM).

All input and output signals from the control module are transmitted on the MOST network.

This function can be used to read parameters, status identifiers and counters stored at the same time as a diagnostic trouble code (DTC). These are called frozen values.

New software can be downloaded in to the media player module (MPM). When software is ordered, the software and hardware in the car is compared to the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and Volvo central database is not OK, the database is updated with the car configuration. When this is complete the software is downloaded.

After replacing the media player module (MPM), the unique serial numbers of the control module are checked by the infotainment control module (ICM). The installed control module will not work if the serial number is incorrect.

Try turning the ignition off and on if there are problems after the software is downloaded and the control module is not working.

The MOST network is used for a total software reload.

Scheme 295

The media player module (MPM) players play back MiniDiscs and CDs.

The media player module (MPM) (16/107) receives input signals from the infotainment control module (ICM) (16/1) via the MOST network. The signals indicate when the user has pressed the Play, Stop or Eject buttons for example.

The media player module (MPM) has functions for

1. next/previous track
2. fast search forwards and backwards
3. random play
4. scanning
5. ejecting the disc.

The CD changer also has a function for selecting the desired disc.

When playing back a disc, the media player module (MPM) transmits signals via the MOST network to the audio module (AUD) (16/105). The audio module (AUD) then transmits the signals on to the loudspeakers.

Any text information stored on the MD or CD is also transmitted via the MOST network and then shown on the display on the infotainment control module (ICM). This function does not however apply to CDs player in the CD player, only to discs played in the CD changer and MD player.

Scheme 296

The media player module (MPM) players play back MiniDiscs and CDs. There are three versions of the media player module (MPM)

1. CD player
2. CD changer
3. combined CD/MD player.

Only one media player module (MPM) can be installed in the car.

The media player module (MPM) is located in the center console.

The media player module (MPM) uses optical serial communication to communicate with other components on the MOST network. This means that all communication with the media player module (MPM) is via the infotainment control module (ICM). The media player module (MPM) communicates with the audio module (AUD) for access to the loudspeakers.

Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using VIDA via the data link connector (DLC) in the car.

The table below summarizes the input signals to and output signals from the media player (MPM). These signals type are only transmitted via MOST communication. The illustration below displays the same information with the Volvo component designations.

Scheme 297

Scheme 298

The MOST network is an optical network in which all control modules included are connected in a ring. All messages in the MOST network travel in one and the same direction from the infotainment control module (ICM) to the media player module (MPM) or integrated audio module (IAM).

In a fiber optic network, light pulses are transmitted instead of electrical signals. The light pulses are interpreted in the same way as the electrical signals on the CAN network.

The MOST network uses the master-slave concept. This means that a master control module, infotainment control module (ICM) has overall control of communication on the MOST network.

The fiber optic cable is made of plastic. Communication is using red light on a wavelength of 650 nm.

Scheme 299

Each control module in the MOST network has an optical connector which consists of two diodes, a sender diode and a receiver diode. These transmit and receive light pulses.

The actual communication between two control modules is as follows. A sender diode transmits the message as a light pulse. This is transmitted from the control module via the MOST network to a photo-optical receiver diode in the receiving control module.

The two optical terminals in the connector are numbered in the same way on all control modules in the MOST network. The size of the plastic housing for the two optical terminals varies. A connector with integrated power supply is integrated with the optical terminals and one connector with only the optical terminals.

MOST COMMUNICATION

All messages are transmitted as light pulses in the same direction on the MOST network. This means that if other control modules are connected between the two control modules which are communicating, the light pulses pass through these with no effect on the information. The control modules which are passed through amplify the light pulse so that it does not become too weak.

A control module with an internal fault can be set to bypass mode. In this mode, the light pulses are sent straight through the control module without the control module amplifying the light pulse. This means that the distance before the light pulse is amplified is longer and therefore the luminance is weaker. If the light pulse is too weak, it cannot be received by the receiving control module.

The infotainment control module (ICM) is the gateway between the MOST and CAN networks for communication to and from control modules connected on the CAN network.

The infotainment control module (ICM) monitors the communication on the MOST network. This involves allocating sound channels on the MOST network, so that sound data can be distributed from, for example, the media player module (MPM) to the audio module (AUD). The majority of activations on the MOST network are initiated by the infotainment control module (ICM).

The infotainment control module (ICM) also manages diagnostic trouble codes (DTCs) on the MOST network.

If a control module on the MOST network stops working and is unable to transmit light pulses onwards, or if there is an open-circuit in the fiber optic cable, the entire MOST network will stop working. This means that all the control modules on the MOST network will stop working. For further information about remedying this, see: FAULT MANAGEMENT ON THE MOST NETWORK (2004-2006)

The infotainment control module (ICM) must always be connected on the MOST network for communication on the MOST network to work.

The MOST network connections increase and the signal routing may change when control modules are added because adapter wiring is used to connect the new control module.

CONSTRUCTION OF THE NETWORK (2007)

S40/V50

The MOST network is an optical network in which all control modules included are connected in a ring. All messages in the MOST network travel in one and the same direction from the infotainment control module (ICM) to the integrated audio module (IAM).

In a fiber optic network, light pulses are transmitted instead of electrical signals. The light pulses are interpreted in the same way as the electrical signals on the CAN network.

The MOST network uses the master-slave concept. This means that a master control module, infotainment control module (ICM) has overall control of communication on the MOST network.

The fiber optic cable is made of plastic. Communication is using red light on a wavelength of 650 nm.

Scheme 300

Each control module in the MOST network has an optical connector which consists of two diodes, a sender diode and a receiver diode. These transmit and receive light pulses.

The actual communication between two control modules is as follows. A sender diode transmits the message as a light pulse. This is transmitted from the control module via the MOST network to a photo-optical receiver diode in the receiving control module.

The two optical terminals in the connector are numbered in the same way on all control modules in the MOST network. The size of the plastic housing for the two optical terminals varies. A connector with integrated power supply is integrated with the optical terminals and one connector with only the optical terminals.

All messages are transmitted as light pulses in the same direction on the MOST network. This means that if other control modules are connected between the two control modules which are communicating, the light pulses pass through these with no effect on the information. The control modules which are passed through amplify the light pulse so that it does not become too weak.

A control module with an internal fault can be set to bypass mode. In this mode, the light pulses are sent straight through the control module without the control module amplifying the light pulse. This means that the distance before the light pulse is amplified is longer and therefore the luminance is weaker. If the light pulse is too weak, it cannot be received by the receiving control module.

The infotainment control module (ICM) is the gateway between the MOST and CAN networks for communication to and from control modules connected on the CAN network.

The infotainment control module (ICM) monitors the communication on the MOST network. This involves distributing sound channels on the MOST network, so that sound data can be distributed from, for example, the Remote Digital Audio Receiver (RDAR) to the Integrated Audio Module (IAM). The majority of activations on the MOST network are initiated by the infotainment control module (ICM).

The infotainment control module (ICM) also manages diagnostic trouble codes (DTCs) on the MOST network.

If a control module on the MOST network stops working and is unable to transmit light pulses onwards, or if there is an open-circuit in the fiber optic cable, the entire MOST network will stop working. This means that all the control modules on the MOST network will stop working. For further information about remedying this, see: FAULT MANAGEMENT ON THE MOST NETWORK (2007)

The infotainment control module (ICM) must always be connected on the MOST network for communication on the MOST network to work.

The MOST network connections increase and the signal routing may change when control modules are added because adapter wiring is used to connect the new control module.

CONSTRUCTION OF THE NETWORK (2008)

The MOST network is an optical network in which all control modules included are connected in a ring. All messages in the MOST network travel in one and the same direction from the infotainment control module (ICM) to the integrated audio module (IAM).

In a fiber optic network, light pulses are transmitted instead of electrical signals. The light pulses are interpreted in the same way as the electrical signals on the CAN network.

The MOST network uses the master-slave concept. This means that a master control module, infotainment control module (ICM) has overall control of communication on the MOST network.

The fiber optic cable is made of plastic. Communication is using red light on a wavelength of 650 nm.

THE OPTICAL CONNECTOR

Each control module in the MOST network has an optical connector which consists of two diodes, a sender diode and a receiver diode. These transmit and receive light pulses.

The actual communication between two control modules is as follows. A sender diode transmits the message as a light pulse. This is transmitted from the control module via the MOST network to a photo-optical receiver diode in the receiving control module.

The two optical terminals in the connector are numbered in the same way on all control modules in the MOST network. The size of the plastic housing for the two optical terminals varies. A connector with integrated power supply is integrated with the optical terminals and one connector with only the optical terminals.

All messages are transmitted as light pulses in the same direction on the MOST network. This means that if other control modules are connected between the two control modules which are communicating, the light pulses pass through these with no effect on the information. The control modules which are passed through amplify the light pulse so that it does not become too weak.

A control module with an internal fault can be set to bypass mode. In this mode, the light pulses are sent straight through the control module without the control module amplifying the light pulse. This means that the distance before the light pulse is amplified is longer and therefore the luminance is weaker. If the light pulse is too weak, it cannot be received by the receiving control module.

The infotainment control module (ICM) is the gateway between the MOST and CAN networks for communication to and from control modules connected on the CAN network.

The infotainment control module (ICM) monitors the communication on the MOST network. This involves distributing sound channels on the MOST network, so that sound data can be distributed from, for example, the Remote Digital Audio Receiver (RDAR) to the Integrated Audio Module (IAM). The majority of activations on the MOST network are initiated by the infotainment control module (ICM).

The infotainment control module (ICM) also manages diagnostic trouble codes (DTCs) on the MOST network.

If a control module on the MOST network stops working and is unable to transmit light pulses onwards, or if there is an open-circuit in the fiber optic cable, the entire MOST network will stop working. This means that all the control modules on the MOST network will stop working. For further information about remedying this, see: FAULT MANAGEMENT ON THE MOST NETWORK (2008)

The infotainment control module (ICM) must always be connected on the MOST network for communication on the MOST network to work.

The MOST network connections increase and the signal routing may change when control modules are added because adapter wiring is used to connect the new control module.

FAULT MANAGEMENT ON THE MOST NETWORK (2004-2006)

The MOST network is monitored by the infotainment control module (ICM). If it detects a fault in the MOST network, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There are different types of diagnostic trouble codes (DTCs) depending on the type of fault. A general rule is that if the light pulse in the MOST network disappears, the entire network stops working.

Fault types which are processed are

1. no communication from a control module
2. faulty communication on the MOST network.

NO COMMUNICATION FROM A CONTROL MODULE

The infotainment control module (ICM) knows which control modules are connected to the MOST network. If any control module on the MOST network ceases to communicate, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There is a diagnostic trouble code (DTC) for every control module on the MOST network for this fault.

Missing communication may be due to an internal fault in the control module or because the function is incorrectly implemented in the control module.

FAULTY COMMUNICATION

Diagnostic trouble code (DTC) ICM-DC00 is stored in the event of an internal fault in the infotainment control module (ICM) preventing the transmitting and receiving diodes from sending sound pulses on the MOST network.

For faults when messages cannot be sent on the MOST network, diagnostic trouble code (DTC) ICM-DC02 is stored.

Causes of this fault may be that

1. a control module, except the infotainment control module (ICM), has a defective optical connector
2. a control module has an internal fault which means that the optical connection stops working
3. a control module on the MOST network is not powered. If there is no power supply, the optical connecter stops transmitting light
4. the optical cable is damaged or there is an open-circuit. This fault can occur if the bend radius of the cable is too small or if the cable is kinked or trapped
5. there is dirt or oil on the optical connectors which impedes the light
6. the connection to a control module has come loose
7. the fiber optic terminals in the connector are cross-connected
8. there is a loose connection because the fiber optical wiring is incorrectly installed or the fiber optic terminal pin has been pressed back in the connector
9. a bridging connector has come loose or is damaged.

Ring break diagnostics are used to remedy diagnostic trouble code (DTC) ICM-DC02. If a break is discovered in the MOST network after running a ring break diagnostic, diagnostic trouble code (DTC) ICM-DC01 will be stored in the infotainment control module (ICM). If this is the case, the position of the open-circuit and control module location, can be read off from the infotainment control module (ICM).

FAULT MANAGEMENT ON THE MOST NETWORK (2007)

The MOST network is monitored by the infotainment control module (ICM). If it detects a fault in the MOST network, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There are different types of diagnostic trouble codes (DTCs) depending on the type of fault. A general rule is that if the light pulse in the MOST network disappears, the entire network stops working.

Fault types which are processed are

1. no communication from a control module
2. faulty communication on the MOST network.

The infotainment control module (ICM) knows which control modules are connected to the MOST network. If any control module on the MOST network ceases to communicate, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There is a diagnostic trouble code (DTC) for every control module on the MOST network for this fault.

Missing communication may be due to an internal fault in the control module or because the function is incorrectly implemented in the control module.

Diagnostic trouble code (DTC) ICM-DC00 is stored in the event of an internal fault in the infotainment control module (ICM) preventing the transmitting and receiving diodes from sending sound pulses on the MOST network.

For faults when messages cannot be sent on the MOST network, diagnostic trouble code (DTC) ICM-DC02 is stored.

Causes of this fault may be that

1. a control module, except the infotainment control module (ICM), has a defective optical connector
2. a control module has an internal fault which means that the optical connection stops working
3. a control module on the MOST network is not powered. If there is no power supply, the optical connecter stops transmitting light
4. the optical cable is damaged or there is an open-circuit. This fault can occur if the bend radius of the cable is too small or if the cable is kinked or trapped
5. there is dirt or oil on the optical connectors which impedes the light
6. the connection to a control module has come loose
7. the fiber optic terminals in the connector are cross-connected
8. there is a loose connection because the fiber optical wiring is incorrectly installed or the fiber optic terminal pin has been pressed back in the connector
9. a bridging connector has come loose or is damaged.

Ring break diagnostics are used to remedy diagnostic trouble code (DTC) ICM-DC02. If a break is discovered in the MOST network after running a ring break diagnostic, diagnostic trouble code (DTC) ICM-DC01 will be stored in the infotainment control module (ICM). If this is the case, the position of the open-circuit and control module location, can be read off from the infotainment control module (ICM).

FAULT MANAGEMENT ON THE MOST NETWORK (2008)

The MOST network is monitored by the infotainment control module (ICM). If it detects a fault in the MOST network, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There are different types of diagnostic trouble codes (DTCs) depending on the type of fault. A general rule is that if the light pulse in the MOST network disappears, the entire network stops working.

Fault types which are processed are

1. no communication from a control module
2. faulty communication on the MOST network.

The infotainment control module (ICM) knows which control modules are connected to the MOST network. If any control module on the MOST network ceases to communicate, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There is a diagnostic trouble code (DTC) for every control module on the MOST network for this fault.

Missing communication may be due to an internal fault in the control module or because the function is incorrectly implemented in the control module.

Diagnostic trouble code (DTC) ICM-DC00 is stored in the event of an internal fault in the infotainment control module (ICM) preventing the transmitting and receiving diodes from sending sound pulses on the MOST network.

For faults when messages cannot be sent on the MOST network, diagnostic trouble code (DTC) ICM-DC02 is stored.

Causes of this fault may be that

1. a control module, except the infotainment control module (ICM), has a defective optical connector
2. a control module has an internal fault which means that the optical connection stops working
3. a control module on the MOST network is not powered. If there is no power supply, the optical connecter stops transmitting light
4. the optical cable is damaged or there is an open-circuit. This fault can occur if the bend radius of the cable is too small or if the cable is kinked or trapped
5. there is dirt or oil on the optical connectors which impedes the light
6. the connection to a control module has come loose
7. the fiber optic terminals in the connector are cross-connected
8. there is a loose connection because the fiber optical wiring is incorrectly installed or the fiber optic terminal pin has been pressed back in the connector
9. a bridging connector has come loose or is damaged.

Ring break diagnostics are used to remedy diagnostic trouble code (DTC) ICM-DC02. If a break is discovered in the MOST network after running a ring break diagnostic, diagnostic trouble code (DTC) ICM-DC01 will be stored in the infotainment control module (ICM). If this is the case, the position of the open-circuit and control module location, can be read off from the infotainment control module (ICM).

FAULT MANAGEMENT ON THE MOST NETWORK (2009-2011)

The MOST network is monitored by the infotainment control module (ICM). If it detects a fault in the MOST network, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There are different types of diagnostic trouble codes (DTCs) depending on the type of fault. A general rule is that if the light pulse in the MOST network disappears, the entire network stops working.

Fault types which are processed are

1. no communication from a control module
2. faulty communication on the MOST network.

The infotainment control module (ICM) knows which control modules are connected to the MOST network. If any control module on the MOST network ceases to communicate, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There is a diagnostic trouble code (DTC) for every control module on the MOST network for this fault.

Missing communication may be due to an internal fault in the control module or because the function is incorrectly implemented in the control module.

Diagnostic trouble code (DTC) ICM-DC00 is stored in the event of an internal fault in the infotainment control module (ICM) preventing the transmitting and receiving diodes from sending sound pulses on the MOST network.

For faults when messages cannot be sent on the MOST network, diagnostic trouble code (DTC) ICM-DC02 is stored.

Causes of this fault may be that

1. a control module, except the infotainment control module (ICM), has a defective optical connector
2. a control module has an internal fault which means that the optical connection stops working
3. a control module on the MOST network is not powered. If there is no power supply, the optical connecter stops transmitting light
4. the optical cable is damaged or there is an open-circuit. This fault can occur if the bend radius of the cable is too small or if the cable is kinked or trapped
5. there is dirt or oil on the optical connectors which impedes the light
6. the connection to a control module has come loose
7. the fiber optic terminals in the connector are cross-connected
8. there is a loose connection because the fiber optical wiring is incorrectly installed or the fiber optic terminal pin has been pressed back in the connector
9. a bridging connector has come loose or is damaged.

Ring break diagnostics are used to remedy diagnostic trouble code (DTC) ICM-DC02. If a break is discovered in the MOST network after running a ring break diagnostic, diagnostic trouble code (DTC) ICM-DC01 will be stored in the infotainment control module (ICM). If this is the case, the position of the open-circuit and control module location, can be read off from the infotainment control module (ICM).

MOST NETWORK (2004-2006)

MOST (Media Oriented Systems Transport) is a standardized network communication system for multimedia applications. The MOST protocol is optimized for fiber optic communication. This means that signals are sent as light pulses.

MOST DATA

The MOST protocol determines how light pulses or their absence should be interpreted. Each pulse or absent pulse is called a "bit". The number of "bits" transmitted on the MOST network is 24.8 million per second (24.8 Mbit/s).

A bit can be

1. binary 0, i. e. no light pulse
2. binary 1, i. e. light pulse.

The light pulses are transmitted in data frames. A data frame consists of different types of data. The size of a data frame is 64 bytes, which is 64 x 8 = 512 bits.

The data frame has a frequency of 48 kHz. This means that 48000 data frames are sent per second on the MOST network.

The data types which are included in a data frame sent on the MOST network are

1. control data
2. synchronous data
3. asynchronous data
4. administrative data.

Control data

Control data is used to check and to allocate the functions to the control modules and the functions in the MOST network.

The control data message is transmitted from, for example, the infotainment control module (ICM) to another specific control module.

The control data message automatically checks if the receiver has received the signal and that the entire message has been correctly transmitted between the transmitting and receiving control modules.

The size of the control data is 2 bytes per data frame. A block, which consists of 16 data frames, is required for a control message to be sent. This means that the total size of the control message is 32 bytes. A control message is the minimum size of a message to activate or deactivate functions on the MOST network.

Examples of MOST messages are track changes or stop commands on the CD player.

Up to 1000 control data messages can be sent per second.

Synchronous data

Synchronous data is used to transmit data which requires considerable quantities of data in real time, for example to play back sound from the media player module (MPM).

The length of the synchronous data message which can be sent may be up to 60 bytes per data frame, although never less than 24 bytes. This gives a transfer rate of up to 23 Mbits per second for data transmitted as synchronous data.

Synchronous data shares the data frame with asynchronous data. The infotainment control module (ICM) controls which control modules transmit synchronous data and which are receivers.

Asynchronous data

Asynchronous data is used to send large quantities of data, such as TCP/IP and digital images, but not in real time.

The length of the message can be up to 36 bytes (synchronous data minimum 24 bytes + asynchronous data 36 bytes = 60 bytes). This gives a maximum transfer rate of 14 Mbits per second. When the message has been sent, a check is run to ensure that is has been correctly received.

Asynchronous data shares the data frame with synchronous data. The infotainment control module (ICM) controls which control modules transmit asynchronous data and which are receivers.

Administrative data

Administrative data consists of two parts.

The first part is at the start of the data frame. This describes how much of the transmitted data is synchronous and how much is asynchronous.

The second part is at the end of the data frame. This part checks that the control modules on the MOST network are working correctly.

The size of administrative data is 2 bytes.

Scheme 301

A data frame consists of different parts. This contains for example

1. control data
2. asynchronous data
3. synchronous data
4. administrative data.

A data frame on the MOST network is 64 bytes. The data frame consists of the following

1. synchronization of the clock on the MOST network. This means the frequency of the data transmitted so that the information is sent at the correct times
2. administrative data, indicates the size of the asynchronous and synchronous data
3. synchronous data
4. asynchronous data
5. control data
6. administrative data.

16 data frames are required to form a block. One block is the minimum size of a MOST message.

MOST PROTOCOL

All activations on the MOST network are control messages or MOST messages. The majority of the MOST messages are initiated by the infotainment control module (ICM). The infotainment control module (ICM) informs certain control modules if a function in the control module must be activated. The infotainment control module (ICM) then allocates space to transmit data on the MOST network for those activations which have been initiated in the control modules. This is either synchronous or asynchronous data. The structure of a message is as follows

1. DeviceID. FblockID. InstID. FktID. OPType

This means

1. DeviceID - The ID number of one of more control modules in the network
2. FblockID -ID number of a function unit, for example the CD function in the media player module (MPM)
3. InstID - ID number to differentiate two identical function units, to two media player modules (MPM) for example
4. FktID - The ID number of the function to be activated, for example play or stop
5. OPType - Specifies how the function is to be used, because a function can be used in different ways.

The message may appear as follows

1. MPM. CD.01. Track, Length. Set(10)

This means: play song number 10 on the CD player in the media player module (MPM).

The infotainment control module (ICM) knows which control modules are in the MOST network. It can then assign specific ID numbers to all control modules and the included functions. If control modules are removed or added, the ID numbers for the control modules are re-assigned.

CALCULATING THE TRANSFER RATE

The number of "ones" and "zeros" transmitted per second determines the transfer rate.

The number of data frames multiplied by the clock frequency of a frame gives the transfer rate.

Example

The maximum transfer rate of asynchronous data

Bit = a binary 1 or 0

Byte = 8 bit

Maximum asynchronous data = 36 byte

This gives: 36 x 8 = 288 bit

The clock frequency for a data frame = 48 kHz

The maximum number of bits of asynchronous data x clock frequency for a frame: 288 x 48000 = 14 Mbit/s.

SOFTWARE DOWNLOADS ON THE MOST NETWORK

The concept for downloading software is the same as for the CAN network. The CAN uses a PBL (primary boot loader) which is permanently installed in the control module, and a secondary program loading file (SBL - secondary boot loader) which is downloaded into a RAM while the control module is being programmed.

When downloading software for the MOST control modules, a third type of download module is used, GBL (Gateway boot loader). For downloads to the MOST control modules to work, the GBL must be loaded into the infotainment control module (ICM). SBL is used to program the infotainment control module (ICM), in the same way for all other CAN control modules.

GBL downloading

A PROG command is transmitted on the CAN network to all control modules including the infotainment control module (ICM). This command sets all the control modules to reset mode. Before the infotainment control module (ICM) switches to reset mode, it switches off the light to all MOST control modules.

The PROG command sets all CAN control modules to programming mode. The MOST network is inactive during this phase.

The GBL is then downloaded to a RAM memory in the infotainment control module (ICM). The GBL is then activated and the infotainment control module (ICM) transmits light pulses on the MOST network. The GBL now functions as a connection between the CAN and MOST networks. The GBL sets the MOST control modules to programming mode. All the control modules on the MOST and CAN networks can then be addressed in the same way to download software.

In the event of a total software reload for the control modules on the MOST network, select the MOST network option. Select CAN network for control modules on the controller area network (CAN).

SECURITY ON MOST

This function is used to ensure that all control modules on the MOST network can be used. When the MOST network starts up (ignition position I, II or III), the infotainment control module (ICM) checks that all control modules on the MOST network have approved serial numbers. If the infotainment control module (ICM) detects that one or more control modules do not have approved serial numbers, these modules will be set to "disable mode". This means that the control module functions cannot be used in the MOST network. The control module only acts as a conduit for the light pulses.

It takes 30 seconds for the infotainment control module (ICM) to check the control modules. This means that non-approved control modules will be disabled after 30 seconds.

MOST NETWORK (2007)

MOST (Media Oriented Systems Transport) is a standardized network communication system for multimedia applications. The MOST protocol is optimized for fiber optic communication. This means that signals are sent as light pulses.

The MOST protocol determines how light pulses or their absence should be interpreted. Each pulse or absent pulse is called a "bit". The number of "bits" transmitted on the MOST network is 24.8 million per second (24.8 Mbit/s).

A bit can be

1. binary 0, i. e. no light pulse
2. binary 1, i. e. light pulse.

The light pulses are transmitted in data frames. A data frame consists of different types of data. The size of a data frame is 64 bytes, which is 64 x 8 = 512 bits.

The data frame has a frequency of 48 kHz. This means that 48000 data frames are sent per second on the MOST network.

The data types which are included in a data frame sent on the MOST network are

1. control data
2. synchronous data
3. asynchronous data
4. administrative data.

Control data

Control data is used to check and to allocate the functions to the control modules and the functions in the MOST network.

The control data message is transmitted from, for example, the infotainment control module (ICM) to another specific control module.

The control data message automatically checks if the receiver has received the signal and that the entire message has been correctly transmitted between the transmitting and receiving control modules.

The size of the control data is 2 bytes per data frame. A block, which consists of 16 data frames, is required for a control message to be sent. This means that the total size of the control message is 32 bytes. A control message is the minimum size of a message to activate or deactivate functions on the MOST network.

Examples of MOST messages are track changes or stop commands on the CD player.

Up to 1000 control data messages can be sent per second.

Synchronous data

Synchronous data is used to transmit data which requires considerable quantities of data in real time, for example to play back sound from the Audio Module (AUD).

The length of the synchronous data message which can be sent may be up to 60 bytes per data frame, although never less than 24 bytes. This gives a transfer rate of up to 23 Mbits per second for data transmitted as synchronous data.

Synchronous data shares the data frame with asynchronous data. The infotainment control module (ICM) controls which control modules transmit synchronous data and which are receivers.

Asynchronous data

Asynchronous data is used to send large quantities of data, such as TCP/IP and digital images, but not in real time.

The length of the message can be up to 36 bytes (synchronous data minimum 24 bytes + asynchronous data 36 bytes = 60 bytes). This gives a maximum transfer rate of 14 Mbits per second. When the message has been sent, a check is run to ensure that is has been correctly received.

Asynchronous data shares the data frame with synchronous data. The infotainment control module (ICM) controls which control modules transmit asynchronous data and which are receivers.

Administrative data

Administrative data consists of two parts.

The first part is at the start of the data frame. This describes how much of the transmitted data is synchronous and how much is asynchronous.

The second part is at the end of the data frame. This part checks that the control modules on the MOST network are working correctly.

The size of administrative data is 2 bytes.

Scheme 302

A data frame consists of different parts. This contains for example

1. control data
2. asynchronous data
3. synchronous data and
4. administrative data.

A data frame on the MOST network is 64 bytes. The data frame consists of the following

1. synchronization of the clock on the MOST network, i. e. the frequency at which data is transmitted so that the data is sent at the correct intervals
2. administrative data, indicates the size of the asynchronous and synchronous data
3. synchronous data
4. asynchronous data
5. control data
6. administrative data.

16 data frames are required to form a block. One block is the minimum size of a MOST message.

All activations on the MOST network are control messages or MOST messages. The majority of the MOST messages are initiated by the infotainment control module (ICM). The infotainment control module (ICM) informs certain control modules if a function in the control module must be activated. The infotainment control module (ICM) then allocates space to transmit data on the MOST network for those activations which have been initiated in the control modules. This is either synchronous or asynchronous data. The structure of a message is as follows

1. DeviceID. FBlockID. InstID. FktID. OPType

This means

1. DeviceID - The ID number of one of more control modules in the network
2. FblockID - the ID number of a function unit, for example the CD function in the Integrated Audio Module (IAM)
3. InstID - ID number to differentiate two identical function units
4. FktID - The ID number of the function to be activated, for example play or stop
5. OPType - Specifies how the function is to be used, because a function can be used in different ways.

The message may appear as follows

1. IAM. CD.01. Track, Length. Set(10)

This means: play song number 10 on the CD player in the Integrated Audio Module (IAM).

The infotainment control module (ICM) knows which control modules are in the MOST network. It can then assign specific ID numbers to all control modules and the included functions. If control modules are removed or added, the ID numbers for the control modules are re-assigned.

The number of "ones" and "zeros" transmitted per second determines the transfer rate.

The number of data frames multiplied by the clock frequency of a frame gives the transfer rate.

Example

The maximum transfer rate of asynchronous data

Bit = a binary 1 or 0

Byte = 8 bit

Maximum asynchronous data = 36 byte

This gives: 36 x 8 = 288 bit

The clock frequency for a data frame = 48 kHz

The maximum number of bits of asynchronous data x clock frequency for a frame: 288 x 48000 = 14 Mbit/s.

The concept for downloading software is the same as for the CAN network. The CAN uses a PBL (-primary boot loader) which is permanently installed in the control module, and a secondary program loading file (SBL - secondary boot loader) which is downloaded into a RAM while the control module is being programmed.

When downloading software for the MOST control modules, a third type of download module is used, GBL (Gateway boot loader). For downloads to the MOST control modules to work, the GBL must be loaded into the infotainment control module (ICM). SBL is used to program the infotainment control module (ICM), in the same way for all other CAN control modules.

GBL downloading

A PROG command is transmitted on the CAN network to all control modules including the infotainment control module (ICM). This command sets all the control modules to reset mode. Before the infotainment control module (ICM) switches to reset mode, it switches off the light to all MOST control modules.

The GBL is then downloaded to a RAM memory in the infotainment control module (ICM). The GBL is then activated and the infotainment control module (ICM) transmits light pulses on the MOST network. The GBL now functions as a connection between the CAN and MOST networks. The GBL sets the MOST control modules to programming mode. All the control modules on the MOST and CAN networks can then be addressed in the same way to download software.

In the event of a total software reload for the control modules on the MOST network, select the MOST network option. Select CAN network for control modules on the controller area network (CAN).

This function is used to ensure that all control modules on the MOST network can be used. When the MOST network starts up (ignition position I, II or III), the infotainment control module (ICM) checks that all control modules on the MOST network have approved serial numbers. If the infotainment control module (ICM) detects that one or more control modules do not have approved serial numbers, these modules will be set to "disable mode". This means that the control module functions cannot be used in the MOST network. The control module only acts as a conduit for the light pulses.

It takes 30 seconds for the infotainment control module (ICM) to check the control modules. This means that non-approved control modules will be disabled after 30 seconds.

MOST NETWORK (2008)

MOST (Media Oriented Systems Transport) is a standardized network communication system for multimedia applications. The MOST protocol is optimized for fiber optic communication. This means that signals are sent as light pulses.

The MOST protocol determines how light pulses or their absence should be interpreted. Each pulse or absent pulse is called a "bit". The number of "bits" transmitted on the MOST network is 24.8 million per second (24.8 Mbit/s).

A bit can be

1. binary 0, i. e. no light pulse
2. binary 1, i. e. light pulse.

The light pulses are transmitted in data frames. A data frame consists of different types of data. The size of a data frame is 64 bytes, which is 64 x 8 = 512 bits.

The data frame has a frequency of 48 kHz. This means that 48000 data frames are sent per second on the MOST network.

The data types which are included in a data frame sent on the MOST network are

1. control data
2. synchronous data
3. asynchronous data
4. administrative data.

Control data

Control data is used to check and to allocate the functions to the control modules and the functions in the MOST network.

The control data message is transmitted from, for example, the infotainment control module (ICM) to another specific control module.

The control data message automatically checks if the receiver has received the signal and that the entire message has been correctly transmitted between the transmitting and receiving control modules.

The size of the control data is 2 bytes per data frame. A block, which consists of 16 data frames, is required for a control message to be sent. This means that the total size of the control message is 32 bytes. A control message is the minimum size of a message to activate or deactivate functions on the MOST network.

Examples of MOST messages are track changes or stop commands on the CD player.

Up to 1000 control data messages can be sent per second.

Synchronous data

Synchronous data is used to transmit data which requires considerable quantities of data in real time, for example to play back sound from the Audio Module (AUD).

The length of the synchronous data message which can be sent may be up to 60 bytes per data frame, although never less than 24 bytes. This gives a transfer rate of up to 23 Mbits per second for data transmitted as synchronous data.

Synchronous data shares the data frame with asynchronous data. The infotainment control module (ICM) controls which control modules transmit synchronous data and which are receivers.

Asynchronous data

Asynchronous data is used to send large quantities of data, such as TCP/IP and digital images, but not in real time.

The length of the message can be up to 36 bytes (synchronous data minimum 24 bytes + asynchronous data 36 bytes = 60 bytes). This gives a maximum transfer rate of 14 Mbits per second. When the message has been sent, a check is run to ensure that is has been correctly received.

Asynchronous data shares the data frame with synchronous data. The infotainment control module (ICM) controls which control modules transmit asynchronous data and which are receivers.

Administrative data

Administrative data consists of two parts.

The first part is at the start of the data frame. This describes how much of the transmitted data is synchronous and how much is asynchronous.

The second part is at the end of the data frame. This part checks that the control modules on the MOST network are working correctly.

The size of administrative data is 2 bytes.

MOST DATA FRAME

A data frame consists of different parts. This contains for example

1. control data
2. asynchronous data
3. synchronous data and
4. administrative data.

A data frame on the MOST network is 64 bytes. The data frame consists of the following

1. synchronization of the clock on the MOST network, i. e. the frequency at which data is transmitted so that the data is sent at the correct intervals
2. administrative data, indicates the size of the asynchronous and synchronous data
3. synchronous data
4. asynchronous data
5. control data
6. administrative data.

16 data frames are required to form a block. One block is the minimum size of a MOST message.

All activations on the MOST network are control messages or MOST messages. The majority of the MOST messages are initiated by the infotainment control module (ICM). The infotainment control module (ICM) informs certain control modules if a function in the control module must be activated. The infotainment control module (ICM) then allocates space to transmit data on the MOST network for those activations which have been initiated in the control modules. This is either synchronous or asynchronous data. The structure of a message is as follows

1. DeviceID. FBlockID. InstID. FktID. OPType

This means

1. DeviceID - The ID number of one of more control modules in the network
2. FBlockID - the ID number of a function unit, for example the CD function in the Integrated Audio Module (IAM)
3. InstID - ID number to differentiate two identical function units
4. FktID - The ID number of the function to be activated, for example play or stop
5. OPType - Specifies how the function is to be used, because a function can be used in different ways.

The message may appear as follows

1. IAM. CD.01. Track, Length. Set(10)

This means: play song number 10 on the CD player in the Integrated Audio Module (IAM).

The infotainment control module (ICM) knows which control modules are in the MOST network. It can then assign specific ID numbers to all control modules and the included functions. If control modules are removed or added, the ID numbers for the control modules are re-assigned.

The number of "ones" and "zeros" transmitted per second determines the transfer rate.

The number of data frames multiplied by the clock frequency of a frame gives the transfer rate.

Example

The maximum transfer rate of asynchronous data

Bit = a binary 1 or 0

Byte = 8 bit

Maximum asynchronous data = 36 byte

This gives: 36 x 8 = 288 bit

The clock frequency for a data frame = 48 kHz

The maximum number of bits of asynchronous data x clock frequency for a frame: 288 x 48000 = 14 Mbit/s.

The concept for downloading software is the same as for the CAN network. The CAN uses a PBL (primary boot loader) which is permanently installed in the control module, and a secondary program loading file (SBL - secondary boot loader) which is downloaded into a RAM while the control module is being programmed.

When downloading software for the MOST control modules, a third type of download module is used, GBL (Gateway boot loader). For downloads to the MOST control modules to work, the GBL must be loaded into the infotainment control module (ICM). SBL is used to program the infotainment control module (ICM), in the same way for all other CAN control modules.

GBL downloading

A PROG command is transmitted on the CAN network to all control modules including the infotainment control module (ICM). This command sets all the control modules to reset mode. Before the infotainment control module (ICM) switches to reset mode, it switches off the light to all MOST control modules.

The GBL is then downloaded to a RAM memory in the infotainment control module (ICM). The GBL is then activated and the infotainment control module (ICM) transmits light pulses on the MOST network. The GBL now functions as a connection between the CAN and MOST networks. The GBL sets the MOST control modules to programming mode. All the control modules on the MOST and CAN networks can then be addressed in the same way to download software.

In the event of a total software reload for the control modules on the MOST network, select the MOST network option. Select CAN network for control modules on the controller area network (CAN).

This function is used to make sure that all control modules on the MOST network can be used. When the MOST network starts up, ignition position I, II or III, the infotainment control module (ICM) checks that all control modules on the MOST network have approved serial numbers. If the infotainment control module (ICM) detects that one or more control modules do not have approved serial numbers, these modules will be set to "disable mode". This means that the control module functions cannot be used in the MOST network. The control module only acts as a conduit for the light pulses.

It takes 30 seconds for the infotainment control module (ICM) to check the control modules. This means that non-approved control modules will be disabled after 30 seconds.

MOST NETWORK (2009-2011)

MOST (Media Oriented Systems Transport) is a standardized network communication system for multimedia applications. The MOST protocol is optimized for fiber optic communication. This means that signals are sent as light pulses.

The MOST protocol determines how light pulses or their absence should be interpreted. Each pulse or absent pulse is called a "bit". The number of "bits" transmitted on the MOST network is 24.8 million per second (24.8 Mbit/s).

A bit can be

1. binary 0, i. e. no light pulse
2. binary 1, i. e. light pulse.

The light pulses are transmitted in data frames. A data frame consists of different types of data. The size of a data frame is 64 bytes, which is 64 x 8 = 512 bits.

The data frame has a frequency of 48 kHz. This means that 48000 data frames are sent per second on the MOST network.

The data types which are included in a data frame sent on the MOST network are

1. control data
2. synchronous data
3. asynchronous data
4. administrative data.

Control data

Control data is used to check and to allocate the functions to the control modules and the functions in the MOST network.

The control data message is transmitted from, for example, the infotainment control module (ICM) to another specific control module.

The control data message automatically checks if the receiver has received the signal and that the entire message has been correctly transmitted between the transmitting and receiving control modules.

The size of the control data is 2 bytes per data frame. A block, which consists of 16 data frames, is required for a control message to be sent. This means that the total size of the control message is 32 bytes. A control message is the minimum size of a message to activate or deactivate functions on the MOST network.

Examples of MOST messages are track changes or stop commands on the CD player.

Up to 1000 control data messages can be sent per second.

Synchronous data

Synchronous data is used to transmit data which requires considerable quantities of data in real time, for example to play back sound from the Audio Module (AUD).

The length of the synchronous data message which can be sent may be up to 60 bytes per data frame, although never less than 24 bytes. This gives a transfer rate of up to 23 Mbits per second for data transmitted as synchronous data.

Synchronous data shares the data frame with asynchronous data. The infotainment control module (ICM) controls which control modules transmit synchronous data and which are receivers.

Asynchronous data

Asynchronous data is used to send large quantities of data, such as TCP/IP and digital images, but not in real time.

The length of the message can be up to 36 bytes (synchronous data minimum 24 bytes + asynchronous data 36 bytes = 60 bytes). This gives a maximum transfer rate of 14 Mbits per second. When the message has been sent, a check is run to ensure that is has been correctly received.

Asynchronous data shares the data frame with synchronous data. The infotainment control module (ICM) controls which control modules transmit asynchronous data and which are receivers.

Administrative data

Administrative data consists of two parts.

The first part is at the start of the data frame. This describes how much of the transmitted data is synchronous and how much is asynchronous.

The second part is at the end of the data frame. This part checks that the control modules on the MOST network are working correctly.

The size of administrative data is 2 bytes.

A data frame consists of different parts. This contains for example

1. control data
2. asynchronous data
3. synchronous data
4. administrative data.

A data frame on the MOST network is 64 bytes. The data frame consists of the following

1. synchronization of the clock on the MOST network, i. e. the frequency at which data is transmitted so that the data is sent at the correct intervals
2. administrative data, indicates the size of the asynchronous and synchronous data
3. synchronous data
4. asynchronous data
5. control data
6. administrative data.

16 data frames are required to form a block. One block is the minimum size of a MOST message.

All activations on the MOST network are control messages or MOST messages. The majority of the MOST messages are initiated by the infotainment control module (ICM). The infotainment control module (ICM) informs certain control modules if a function in the control module must be activated. The infotainment control module (ICM) then allocates space to transmit data on the MOST network for those activations which have been initiated in the control modules. This is either synchronous or asynchronous data. The structure of a message is as follows

1. DeviceID. FBlockID. InstID. FktID. OPType

This means

1. DeviceID - ID-number of one or several control modules in the network
2. FBlockID - ID-number of a function unit, for example, the CD-function in the integrated audio module (IAM)
3. InstID - ID number to differentiate two identical function units
4. FktID - The ID number of the function to be activated, for example play or stop
5. OPType - Specifies how function is to be used, since a function can be used in different ways.

The message may appear as follows

1. IAM. CD.01. Track, Length. Set(10)

This means: play song number 10 on the CD player in the Integrated Audio Module (IAM).

The infotainment control module (ICM) knows which control modules are in the MOST network. It can then assign specific ID numbers to all control modules and the included functions. If control modules are removed or added, the ID numbers for the control modules are re-assigned.

The number of "ones" and "zeros" transmitted per second determines the transfer rate.

The number of data frames multiplied by the clock frequency of a frame gives the transfer rate.

Example

The maximum transfer rate of asynchronous data

Bit = a binary 1 or 0

Byte = 8 bit

Maximum asynchronous data = 36 byte

This gives: 36 x 8 = 288 bit

The clock frequency for a data frame = 48 kHz

The maximum number of bits of asynchronous data x clock frequency for a frame: 288 x 48000 = 14 Mbit/s.

The concept for downloading software is the same as for the CAN network. The CAN uses a PBL (primary boot loader) which is permanently installed in the control module, and a secondary program loading file (SBL - secondary boot loader) which is downloaded into a RAM while the control module is being programmed.

When downloading software for the MOST control modules, a third type of download module is used, GBL (Gateway boot loader). For downloads to the MOST control modules to work, the GBL must be loaded into the infotainment control module (ICM). SBL is used to program the infotainment control module (ICM), in the same way for all other CAN control modules.

GBL downloading

A PROG command is transmitted on the CAN network to all control modules including the infotainment control module (ICM). This command sets all the control modules to reset mode. Before the infotainment control module (ICM) switches to reset mode, it switches off the light to all MOST control modules.

The GBL is then downloaded to a RAM memory in the infotainment control module (ICM). The GBL is then activated and the infotainment control module (ICM) transmits light pulses on the MOST network. The GBL now functions as a connection between the CAN and MOST networks. The GBL sets the MOST control modules to programming mode. All the control modules on the MOST and CAN networks can then be addressed in the same way to download software.

In the event of a total software reload for the control modules on the MOST network, select the MOST network option. Select CAN network for control modules on the controller area network (CAN).

This function is used to ensure that all control modules on the MOST network can be used. When the MOST network starts up, ignition position I, II or III, the infotainment control module (ICM) checks that all control modules on the MOST network have approved serial numbers. If the infotainment control module (ICM) detects that one or more control modules do not have approved serial numbers, these modules will be set to disable mode. This means that the control module functions cannot be used in the MOST network. The control module only acts as a conduit for the light pulses.

It takes 30 seconds for the infotainment control module (ICM) to check the control modules. This means that non-approved control modules will be disabled after 30 seconds.

NETWORK (2009-2011)

The increasing requirements of extended functionality in vehicles has underpinned the development of systems with better performance and more functions. The MOST network is a result of this development.

The MOST network is a fiber optic network which allows a high number of different commands and messages to be sent and received on the same cable and in the same direction.

By using a fiber optic network, functionality is extended without increasing the amount of wiring.

The number of commands and messages which can be handled on the network depends on factors such as the network speed and the length of the message or command. The MOST network which is used in Volvo cars has the capacity to transmit over 300 message types and approximately 1000 messages per second. The transfer rate on the MOST network is approximately 25 Mbit/s.

ADVANTAGES OF AN OPTICAL NETWORK

1. electrical short-circuits are not possible on the MOST network. This reduces the risk of damage to control modules connected to the network
2. As an optical network, the MOST network does not have problems with EMC (Electro Magnetic Compatibility)
3. the wiring is not sensitive to electrical cross-induction from other wiring
4. The transfer speed of the MOST network is much higher than the CAN network
5. it is easy to add further functions and to install accessories, known as plug and play units.

The control modules in the network are connected to each other and are constructed so that more functionality can be easily added. All that is required to increase functionality is

1. to connect the sensors to the nearest control module
2. to connect the controlled component to the nearest control module
3. to download software to change the configuration and programming of the network.

NETWORK DESIGN (2009-2011)

The MOST network is an optical network in which all control modules included are connected in a ring. All messages in the MOST network travel in one and the same direction from the infotainment control module (ICM) to the Accessory USB unit (AUU).

In a fiber optic network, light pulses are transmitted instead of electrical signals. The light pulses are interpreted in the same way as the electrical signals on the CAN network.

The MOST network uses the master-slave concept. This means that a master control module, infotainment control module (ICM) has overall control of communication on the MOST network.

The fiber optic cable is made of plastic. Communication is using red light on a wavelength of 650 nm.

Each control module in the MOST network has an optical connector which consists of two diodes, a sender diode and a receiver diode. These transmit and receive light pulses.

The actual communication between two control modules is as follows. A sender diode transmits the message as a light pulse. This is transmitted from the control module via the MOST network to a photo-optical receiver diode in the receiving control module.

The two optical terminals in the connector are numbered in the same way on all control modules in the MOST network. The size of the plastic housing for the two optical terminals varies. A connector with integrated power supply is integrated with the optical terminals and one connector with only the optical terminals.

All messages are transmitted as light pulses in the same direction on the MOST network. This means that if other control modules are connected between the two control modules which are communicating, the light pulses pass through these with no effect on the information. The control modules which are passed through amplify the light pulse so that it does not become too weak.

A control module with an internal fault can be set to bypass mode. In this mode, the light pulses are sent straight through the control module without the control module amplifying the light pulse. This means that the distance before the light pulse is amplified is longer and therefore the luminance is weaker. If the light pulse is too weak, it cannot be received by the receiving control module.

The infotainment control module (ICM) is the gateway between the MOST and CAN networks for communication to and from control modules connected on the CAN network.

The infotainment control module (ICM) monitors the communication on the MOST network. This involves distributing sound channels on the MOST network, so that sound data can be distributed from, for example, the Remote Digital Audio Receiver (RDAR) to the Integrated Audio Module (IAM). The majority of activations on the MOST network are initiated by the infotainment control module (ICM).

The infotainment control module (ICM) also manages diagnostic trouble codes (DTCs) on the MOST network.

If a control module on the MOST network stops working and is unable to transmit light pulses onwards, or if there is an open-circuit in the fiber optic cable, the entire MOST network will stop working. This means that all the control modules on the MOST network will stop working. For further information about remedying this, see: FAULT MANAGEMENT ON THE MOST NETWORK (2009-2011)

The infotainment control module (ICM) must always be connected on the MOST network for communication on the MOST network to work.

The MOST network connections increase and the signal routing may change when control modules are added because adapter wiring is used to connect the new control module.

THE NETWORK (2004-2006)

The increasing requirements of extended functionality in cars has underpinned the development of systems with better performance and more functions. The MOST network is a result of this development.

The MOST network is a fiber optic network which allows a high number of different commands and messages to be sent and received on the same cable and in the same direction.

By using a fiber optic network, functionality is extended without increasing the amount of wiring.

The number of commands and messages which can be handled on the network depends on factors such as the network speed and the length of the message or command. The MOST network which is used in Volvo cars has the capacity to transmit over 300 message types and approximately 1000 messages per second. The transfer rate on the MOST network is approximately 25 Mbit/s.

1. electrical short-circuits are not possible on the MOST network. This reduces the risk of damage to control modules connected to the network
2. As an optical network, the MOST network does not have problems with EMC (Electro Magnetic Compatibility)
3. The wiring is not sensitive to electrical cross-induction from other wiring
4. The transfer speed of the MOST network is much higher than the CAN network
5. it is easy to add further functions and to install accessories, known as plug and play units.

The control modules in the network are connected to each other and are constructed so that more functionality can be easily added. All that is required to increase functionality is to

1. connect the sensor to the closest control module
2. connect the controlled component to the nearest control module
3. download software to change the configuration and programming of the network.

THE NETWORK (2007)

The increasing requirements of extended functionality in vehicles has underpinned the development of systems with better performance and more functions. The MOST network is a result of this development.

The MOST network is a fiber optic network which allows a high number of different commands and messages to be sent and received on the same cable and in the same direction.

By using a fiber optic network, functionality is extended without increasing the amount of wiring.

The number of commands and messages which can be handled on the network depends on factors such as the network speed and the length of the message or command. The MOST network which is used in Volvo cars has the capacity to transmit over 300 message types and approximately 1000 messages per second. The transfer rate on the MOST network is approximately 25 Mbit/s.

1. electrical short-circuits are not possible on the MOST network. This reduces the risk of damage to control modules connected to the network
2. As an optical network, the MOST network does not have problems with EMC (Electro Magnetic Compatibility)
3. the wiring is not sensitive to electrical cross-induction from other wiring
4. The transfer speed of the MOST network is much higher than the CAN network
5. it is easy to add further functions and to install accessories, known as plug and play units.

The control modules in the network are connected to each other and are constructed so that more functionality can be easily added. All that is required to increase functionality is

1. to connect the sensors to the nearest control module
2. to connect the controlled component to the nearest control module
3. to download software to change the configuration and programming of the network.

THE NETWORK (2008)

The increasing requirements of extended functionality in vehicles has underpinned the development of systems with better performance and more functions. The MOST network is a result of this development.

The MOST network is a fiber optic network which allows a high number of different commands and messages to be sent and received on the same cable and in the same direction.

By using a fiber optic network, functionality is extended without increasing the amount of wiring.

The number of commands and messages which can be handled on the network depends on factors such as the network speed and the length of the message or command. The MOST network which is used in Volvo cars has the capacity to transmit over 300 message types and approximately 1000 messages per second. The transfer rate on the MOST network is approximately 25 Mbit/s.

1. electrical short-circuits are not possible on the MOST network. This reduces the risk of damage to control modules connected to the network
2. As an optical network, the MOST network does not have problems with EMC (Electro Magnetic Compatibility)
3. the wiring is not sensitive to electrical cross-induction from other wiring
4. The transfer speed of the MOST network is much higher than the CAN network
5. it is easy to add further functions and to install accessories, known as plug and play units.

The control modules in the network are connected to each other and are constructed so that more functionality can be easily added. All that is required to increase functionality is

1. to connect the sensors to the nearest control module
2. to connect the controlled component to the nearest control module
3. to download software to change the configuration and programming of the network.

Scheme 303

A DVD player is integrated in the multimedia module (MMM). The DVD player is used to read DVDs with road maps. The control module has various user functions such as

1. the start menu
2. navigation
3. system settings.

The start menu displays all the functions available to the user on the screen.

The multimedia module (MMM) also has an integrated three dimensional piezo-electrical gyro. This supplies information about the movements of the vehicle, such as any turns taken.

Information used from other nodes for navigation are

1. the wheel rotation counter from the brake control module (BCM)
2. the back-up gear position from the transmission control module (TCM) and central electronic module (CEM)
3. the vehicle speed signal from the central electronic module (CEM).

Information from these control modules is transmitted to the infotainment control module (ICM) which then transmits the information onwards to the multimedia module (MMM).

The map displayed on the screen indicates the position of the car. This position is calculated using information from

1. the wheel rotation counter
2. the vehicle speed signal
3. the gyro in the multimedia module (MMM)
4. the back-up gear position
5. the global positioning system module (GPS)
6. the map matching function.

Information from the gyro and wheel rotation counter can be used for dead reckoning (i. e. to calculate the position). This happens for example when communication with the GPS satellites is lost such as when traveling through a tunnel.

The multimedia module (MMM) receives traffic information messages (TMC) from the traffic message channel module (TMC) via the MOST network. This information is displayed on the directly connected display screen. TMC (Traffic Message Channel) is a standardized code system for traffic messages giving information about road repairs, traffic queues etc. The Japanese equivalent of TMC is called FM multiplex. There is no corresponding system in the U. S. A.

The navigation function of the multimedia module (MMM) also includes voice guiding which instructs the driver how to reach the set destination.

The user can configure certain functions in the system settings. These functions are

1. date and time
2. user settings, such as password.

The following functions are displayed on the directly connected display screen

1. navigation.

The control module transmits all the signals required to control the display screen.

Multimedia module (MMM) uses the Windows CE operating system.

Scheme 304

Functions such as system settings and navigation are presented on a 6.5" display screen in the center of the dashboard. The display screen is directly connected to the multimedia module (MMM). The control module transmits all the signals required to control the display screen.

If there is an internal fault in the screen or faults in communication with the control module, the quality of the display on the screen will deteriorate or the screen will stop working completely. A simple way to detect a fault in the screen, or communication problems between the screen and the control module, is to check the appearance of the image on screen.

The menu system on the display screen can be controlled either using the navigation buttons on the reverse of the steering wheel or using the screen remote control. The infra-red receiver for the remote control is in the loudspeaker grille on the dashboard.

Scheme 305

The Multimedia module (MMM) has a hard disk and a DVD player integrated in the control module. The DVD player is used to upgrade the software in the Multimedia module (MMM) and transfer map information from the DVD to the hard disk. Using the hard disk obtains the map information quicker and makes storing more data possible. The map information is used for navigation.

The Multimedia module (MMM) has an integrated gyro that manages information about the vehicle's direction of travel.

The multimedia module (MMM) as inputs and outputs for

1. power supply
2. ground
3. GPS
4. TMC
5. RGB output to the screen
6. MOST network

GPS

Information to the GPS unit consists of signals received from GPS satellites via the GPS antenna.

The navigation system requires at least three satellites to be able to calculate the vehicle's position.

Power is supplied to the GPS unit from the multimedia module (MMM). The GPS unit is integrated in the multimedia module (MMM).

Note. If the GPS signal is diagnosed as missing, the signal should be checked outdoors in an open area as the signal could be blocked if the vehicle is indoors and surrounding buildings could interfere with reception of GPS signals. It can take up to 12 minutes until the GPS signal has been captured and the position has been determined.

TMC

The TMC signal is transmitted from the antenna amplifier and received by the TMC receiver. The TMC signal is managed in the Multimedia module (MMM) and the information is then presented on the display screen.

The TMC receiver is integrated in the multimedia module (MMM).

TMC is a standardized code system for traffic bulletins, such as information on road construction. TMC is only available on certain markets.

Scheme 306

Functions such as system settings and navigation are presented on the display screen in the center of the dashboard. The Multimedia module (MMM) transmits RGB signals to the display screen.

If there is an internal fault in the screen or faults in communication with the control module, the quality of the display on the screen will deteriorate or the screen will stop working completely. A simple way to detect a fault in the screen, or communication problems between the screen and the control module, is to check the appearance of the image on screen.

The screen's menu system can be controlled with the navigation keys on the back of the steering wheel or with the remote control for the screen.

The receiver for the remote control, the IR-eye, is installed in the speaker grill on the instrument panel.

The Multimedia module (MMM) has a hard disk and a DVD player integrated in the control module. The DVD player is used to upgrade the software in the Multimedia module (MMM) and transfer map information from the DVD to the hard disk. Using the hard disk obtains the map information quicker and makes storing more data possible. The map information is used for navigation.

The Multimedia module (MMM) has an integrated gyro that manages information about the vehicle's direction of travel.

The multimedia module (MMM) as inputs and outputs for

1. power supply
2. ground
3. GPS
4. TMC
5. RGB output to the screen
6. MOST network

GPS

Information to the GPS unit consists of signals received from GPS satellites via the GPS antenna.

The navigation system requires at least three satellites to be able to calculate the vehicle's position.

Power is supplied to the GPS unit from the multimedia module (MMM). The GPS unit is integrated in the multimedia module (MMM).

Note. If the GPS signal is diagnosed as missing, the signal should be checked outdoors in an open area as the signal could be blocked if the vehicle is indoors and surrounding buildings could interfere with reception of GPS signals. It can take up to 12 minutes until the GPS signal has been captured and the position has been determined.

TMC

The TMC signal is transmitted from the antenna amplifier and received by the TMC receiver. The TMC signal is managed in the Multimedia module (MMM) and the information is then presented on the display screen.

The TMC receiver is integrated in the multimedia module (MMM).

TMC is a standardized code system for traffic bulletins, such as information on road construction. TMC is only available on certain markets.

SCREEN

Functions such as system settings and navigation are presented on the display screen in the center of the dashboard. The Multimedia module (MMM) transmits RGB signals to the display screen.

If there is an internal fault in the screen or faults in communication with the control module, the quality of the display on the screen will deteriorate or the screen will stop working completely. A simple way to detect a fault in the screen, or communication problems between the screen and the control module, is to check the appearance of the image on screen.

The screen's menu system can be controlled with the navigation keys on the back of the steering wheel or with the remote control for the screen.

The receiver for the remote control, the IR-eye, is installed in the speaker grill on the instrument panel.

This function can be used to read parameters, status identifiers and counters stored at the same time as a diagnostic trouble code (DTC). These are called frozen values.

This function is used to read the status or value of parameters. The status or value can be presented digitally.

This function can be used to activate components and functions that affect the multimedia module (MMM).

This function can be used to read out parameters, identify status and counts stored at the same time as a diagnostic trouble code (known as frozen values).

This function is used to read the status or value of parameters. The status or value can be presented digitally.

This function can be used to activate components and functions that affect the multimedia module (MMM).

This function can be used to read out parameters, identify status and counts stored at the same time as a diagnostic trouble code (known as frozen values).

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2004-2007)

New software can be downloaded into the multimedia module (MMM). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and Volvo central database is not OK, the database is updated with the car configuration. When this is complete the software is downloaded.

All the software required for the traffic information system to work in the control module is on the DVDs.

The control module is located in the glove compartment.

After replacing the control module, the unique serial numbers of the control module are checked by the infotainment control module (ICM). The installed control module will not work if the serial number is incorrect.

Try turning the ignition off and on if there are problems after the software is downloaded and the control module is not working.

The MOST network is used for a total software reload.

The DVD is used to upgrade the application software in the multimedia module (MMM).

MAP UPDATING

Map information is updated by inserting a new DVD with updated map information in the DVD player. The map information is transferred onto the hard disk in the Multimedia module (MMM).

When the map information has been updated, the DVD must be in the DVD player in order for the map information to be displayed.

REPLACING THE CONTROL MODULE

The multimedia module (MMM) is mounted in the glove compartment.

The Multimedia module (MMM) is preloaded with application software and map information.

When replacing the Multimedia module (MMM), software must also be downloaded via Volvo's central database to be able to write the new serial number to the Central electronic module (CEM).

After replacement of the multimedia module (MMM), the infotainment control module (ICM) checks its unique serial number. If the serial number is incorrect, the multimedia module (MMM) will not work. If the problem remains after software download, try switching the ignition off/on.

The DVD is used to upgrade the application software in the multimedia module (MMM).

Map information is updated by inserting a new DVD with updated map information in the DVD player. The map information is transferred onto the hard disk in the Multimedia module (MMM).

When the map information has been updated, the DVD must be in the DVD player in order for the map information to be displayed.

The multimedia module (MMM) is mounted in the glove compartment.

The Multimedia module (MMM) is preloaded with application software and map information.

When replacing the Multimedia module (MMM), software must also be downloaded via Volvo's central database to be able to write the new serial number to the Central electronic module (CEM).

After replacement of the multimedia module (MMM), the infotainment control module (ICM) checks its unique serial number. If the serial number is incorrect, the multimedia module (MMM) will not work. If the problem remains after software download, try switching the ignition off/on.

Scheme 307

The on-screen menu can be controlled using the buttons on the reverse of the steering wheel.

The buttons consists of

1. a Back button
2. an Enter button
3. a navigation button which is used to move the cursor up, down, left and right on the screen.

The steering wheel module (SWM) (3/254) transmits a signal to the infotainment control module (ICM) (16/1) via the controller area network (CAN).

The infotainment control module (ICM) converts the electrical signal to an optical signal and sends it onwards to the multimedia module (MMM) (16/108) via the MOST network.

The remote control for the multimedia module (MMM) has the same functions as the steering wheel buttons. The remote control can be used to control the menus on the display screen. The IR signal is transmitted from the remote control to an IR receiver which is mounted in the loudspeaker grille on the dashboard. The receiver transmits the signal to the multimedia module (MMM) via the infotainment control module (ICM).

Scheme 308

The navigation function displays the location of the car and directions to the entered destination.

The navigation buttons on the steering wheel module (SWM) (3/254) are used to control the on-screen menu for navigation.

The multimedia module (MMM) (16/108) receives GPS signals on the MOST-network from the global positioning system module (GPS) (16/139).

Two signals are transmitted to the central electronic module (CEM) (4/56) on the high speed section of the control area network (CAN)

1. information about the wheel rotation counter is transmitted from the brake control module (BCM) (4/16)
2. information about the back-up gear position is transmitted from the transmission control module (TCM) (4/28).

The central electronic module (CEM) transmits both signals to the infotainment control module (ICM) (16/94) via the low speed side of the Controller area network (CAN). The vehicle speed signal is transmitted from the central electronic module (CEM) to the infotainment control module (ICM). The infotainment control module (ICM) transmits in turn the signals to the multimedia module (MMM) on the MOST network.

Information for voice guiding for the selected destination is transmitted on the MOST network between the multimedia module (MMM) and the audio module (AUD) (16/105).

A DVD with the required road network must be inserted in the DVD player in order for the multimedia module (MMM) to select a route and display the position of the car. The control module is then able to calculate the position and display it on the directly connected screen (16/46).

The DVD player is used to transfer map information to the hard disk. The map information on the hard disk is used to navigate. The Multimedia module (MMM) has several user functions, such as

1. route guidance, i. e. guidance to a specific target (address, a specific hotel etc.)
2. show map
3. find a hotel, a car park, a shopping mall, in the surroundings or in the vicinity of a specific place
4. show TMC information, i. e. traffic information (traffic jams, closed roads etc.)
5. show remaining mileage and estimated journey time to selected destination.
6. system settings for navigation

The start menu allows the user to choose whether the system is to start in a Beginner or Advanced user setting. In the Beginner user setting, only the most important functions are available and are intended for beginners. All functions are available in the advanced user setting

The navigation menu and quick menu display, on the monitor, all the functions that are available for the user to use.

Certain functions can be configured by the user in system settings. These functions are

1. type of route guidance (fastest route, shortest route or easiest route)
2. avoid ferries, toll roads etc or not
3. volume voice guidance
4. language.

Scheme 309

The on-screen menu can be controlled using the navigation buttons on the reverse of the steering wheel (16/46).

The buttons consist of

1. an enter button
2. a back button
3. a control button that can move the marker on the screen up, down, left and right.

The commands are transmitted from the Steering wheel module (SWM) (3/254) via CAN to the Central electronic module (CEM) (4/56) and on to the Infotainment control module (ICM) (3/281) on the CAN network. The Steering wheel module (SWM) converts the electrical signal to an optical signal and sends it on to the multimedia module (MMM) (16/108) via the MOST network.

The remote control for the Multimedia module (MMM) has the same functions as the steering wheel buttons.

Scheme 310

The navigation section in the Multimedia module (MMM) (16/108) calculates the vehicle's position from the information from

1. GPS antenna (16/47)
2. wheel rotation counter
3. the gyro in the multimedia module (MMM)
4. reverse gear status
5. map matching function.

Information from other nodes that is used for navigation

1. wheel rotation counter from the brake control module (BCM) (4/16)
2. reverse gear status from the transmission control module (TCM) (4/28) and central electronic module (CEM) (4/56).

Information from these control modules is sent to the infotainment control module (ICM) (3/281), which then distributes the information to the multimedia module (MMM).

Information from the gyro and the wheel rotation counter is used to achieve better precision than the GPS position from the GPS antenna can give, and is used for dead reckoning, i. e. to calculate the position when communication is lost with the GPs satellites. This occurs when in a tunnel, for example.

The navigation function indicates current position and how to get to the specified destination. There is also voice guidance, which tells the driver which way to drive to get to the specified destination.

The navigation buttons on the steering wheel module (SWM) (3/254) are used to control the on-screen menu for navigation.

Two signals are sent via the high speed side of the CAN network to the central electronic module (CEM)

1. information from the wheel rotation counter is sent from the brake control module (BCM)
2. information on reverse gear status is sent from the transmission control module (TCM)

The central electronic module (CEM) transmits both signals to the infotainment control module (ICM) via the low speed side of the Controller area network (CAN). In turn, it sends the signals on the MOST network to the Multimedia module (MMM).

Information for voice guidance to the selected destination is sent between the multimedia module (MMM) and integrated audio module (IAM) (16/1) via the MOST network.

In order for the Multimedia module (MMM) to select a route and display the position of the car, the map information must be on the hard disk. The Multimedia module (MMM) calculates the position and displays it on the directly connected screen. If the map information has been updated, the DVD must be left in the DVD player, otherwise the map information will not be displayed.

Scheme 311

The multimedia module (MMM) (16/108) receives GPS signals from the GPS antenna (16/47) to the integrated GPS unit for position determination.

The information about the vehicle's position is continuously transmitted from the Multimedia module (MMM) via the MOST network to the Phone module (PHM) (16/60) for the Volvo On Call function.

A telephone number can also be sent from the Multimedia module (MMM) via the MOST network to the Phone module (PHM), to make a call to a hotel for example.

Scheme 312

The multimedia module (MMM) (16/108) receives traffic information messages (TMC) via the TMC receiver. The signal is transmitted via the antenna amplifier (16/16). Traffic information messages (TMC) are displayed on the display screen (16/46).

TMC is a standardized code system for traffic messages, e. g., information about road construction. The information is shown on the screen and is also used by the navigation function for guiding and if possible avoid closed roads and navigate around back-up traffic (dynamic route guiding).

The DVD player is used to transfer map information to the hard disk. The map information on the hard disk is used to navigate. The Multimedia module (MMM) has several user functions, such as

1. route guidance, i. e. guidance to a specific target (address, a specific hotel etc.)
2. show map
3. find a hotel, a car park, a shopping mall, in the surroundings or in the vicinity of a specific place
4. show TMC information, i. e. traffic information (traffic jams, closed roads etc.)
5. show remaining mileage and estimated journey time to selected destination.
6. system settings for navigation

The start menu allows the user to choose whether the system is to start in a Beginner or Advanced user setting. In the Beginner user setting, only the most important functions are available and are intended for beginners. All functions are available in the advanced user setting

The navigation menu and quick menu display, on the monitor, all the functions that are available for the user to use.

Certain functions can be configured by the user in system settings. These functions are

1. type of route guidance (fastest route, shortest route or easiest route)
2. avoid ferries, toll roads etc or not
3. volume voice guidance
4. language.

Scheme 313

The on-screen menu can be controlled using the navigation buttons on the reverse of the steering wheel (16/46).

The buttons consist of

1. an enter button
2. a back button
3. a control button that can move the marker on the screen up, down, left and right.

The commands are transmitted from the Steering wheel module (SWM) (3/254) via CAN to the Central electronic module (CEM) (4/56) and on to the Infotainment control module (ICM) (16/1.2) on the CAN network. The Steering wheel module (SWM) converts the electrical signal to an optical signal and sends it on to the multimedia module (MMM) (16/108) via the MOST network.

The remote control for the Multimedia module (MMM) has the same functions as the steering wheel buttons.

Scheme 314

The navigation section in the Multimedia module (MMM) (16/108) calculates the vehicle's position from the information from

1. GPS antenna (16/47)
2. wheel rotation counter
3. the gyro in the multimedia module (MMM)
4. reverse gear status
5. map matching function.

Information from other nodes that is used for navigation

1. wheel rotation counter from the brake control module (BCM) (4/16)
2. reverse gear status from the transmission control module (TCM) (4/28) and central electronic module (CEM) (4/56).

Information from these control modules is sent to the infotainment control module (ICM) (16/1.2) which then distributes the information to the multimedia module (MMM).

Information from the gyro and the wheel rotation counter is used to achieve better precision than the GPS position from the GPS antenna can give, and is used for dead reckoning, i. e. to calculate the position when communication is lost with the GPs satellites. This occurs when in a tunnel, for example.

The navigation function indicates current position and how to get to the specified destination. There is also voice guidance, which tells the driver which way to drive to get to the specified destination.

The navigation buttons on the steering wheel module (SWM) (3/254) are used to control the on-screen menu for navigation.

Two signals are sent via the high speed side of the CAN network to the central electronic module (CEM)

1. information from the wheel rotation counter is sent from the brake control module (BCM)
2. information on reverse gear status is sent from the transmission control module (TCM)

The central electronic module (CEM) transmits both signals to the infotainment control module (ICM) via the low speed side of the Controller area network (CAN). In turn, it sends the signals on the MOST network to the Multimedia module (MMM).

Information for voice guidance to the selected destination is sent between the multimedia module (MMM) and integrated audio module (IAM) (16/1) via the MOST network.

In order for the Multimedia module (MMM) to select a route and display the position of the car, the map information must be on the hard disk. The Multimedia module (MMM) calculates the position and displays it on the directly connected screen. If the map information has been updated, the DVD must be left in the DVD player, otherwise the map information will not be displayed.

Scheme 315

The multimedia module (MMM) (16/108) receives GPS signals from the GPS antenna (16/47) to the integrated GPS unit for position determination.

The information about the vehicle's position is continuously transmitted from the Multimedia module (MMM) via the MOST network to the Phone module (PHM) (16/60) for the Volvo On Call function.

A telephone number can also be sent from the Multimedia module (MMM) via the MOST network to the Phone module (PHM), to make a call to a hotel for example.

Scheme 316

The multimedia module (MMM) (16/108) receives traffic information messages (TMC) via the TMC receiver. The signal is transmitted via the antenna amplifier (16/16). Traffic information messages (TMC) are displayed on the display screen (16/46).

TMC is a standardized code system for traffic bulletins, such as information on road construction.

The information is displayed on the monitor and is also used by the navigation function during guidance, to avoid closed roads and navigate around queues if possible (dynamic route guidance).

The multimedia module (MMM) is an option and has the primary task of the managing the functions for

1. navigation
2. Traffic message channel (TMC)
3. FM multiplex (Japan only)
4. display screen
5. DVD player.

Only the display screen is directly connected to the multimedia module (MMM). The DVD player is integrated in the multimedia module (MMM). The functions from other control modules are via the MOST network, but are managed using the multimedia module (MMM). The system is not compatible with music or film CD or DVDs.

The multimedia Module (MMM) uses the MOST network to communicate with other control modules.

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the control module detects a fault. Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using VIDA via the data link connector (DLC) in the vehicle.

In order to work correctly on the MOST network, the infotainment control module (ICM) checks that the serial number in the multimedia module (MMM) is correct. The multimedia module (MMM) will not function if the serial number is incorrect. Try switching the ignition off and on if there are problems when replacing the multimedia module (MMM).

A simple way to ensure that the multimedia module (MMM) is powered is to insert and then remove a DVD. If this does not work, check that the control module is powered and grounded.

The multimedia module (MMM) is located in the glove compartment.

The table below summarizes the input signals to and output signals from the multimedia module (MMM). The signal types are divided into directly connected signals and MOST communication. The illustration below displays the same information with the Volvo component designations.

Scheme 317

The multimedia module (MMM) is an optional module. Its most important task is handling the functions for

1. navigation
2. TMC
3. GPS
4. RGB output for the screen
5. The DVD-player for updating map information and software.

The GPS-unit and TMC-receiver are integrated in the Multimedia module (MMM).

The screen is directly connected to the Multimedia module (MMM).

Multimedia module (MMM) has a hard drive where the map information is stored.

The DVD-player is integrated in Multimedia module (MMM) and is used to update map information and software.

Other functions come from the control modules on the MOST network, but are managed using the Multimedia module (MMM). The system cannot handle CDs or DVDs containing music or films.

The multimedia module (MMM) communicates with other control modules via the MOST network.

The control module checks internal components, executed activations and input/output signals via its integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any diagnostic trouble codes are stored in the control module memory. The information can be read via the data link connector in the vehicle.

In order to work in the MOST network, the infotainment control module (ICM) checks that the central electronic module (CEM) has the correct serial number for the multimedia module (MMM). If the number is incorrect, the multimedia module (MMM) will not be operable. If a problem arises upon control module replacement, try switching the ignition off/on.

A simple way to check that the Multimedia module (MMM) is supplied with power is to insert and eject a DVD. The check requires the ignition to be in ignition position II. If this does not work, first check that the unit is powered and grounded.

The multimedia module (MMM) is located in the glove compartment.

The table below summarizes the input signals to and output signals from the multimedia module (MMM). The signal types are divided into directly connected signals and MOST communication. The illustration below depicts the same information with the Volvo component designations.

Scheme 318

The multimedia module (MMM) is an optional module. Its most important task is handling the functions for

1. navigation
2. TMC
3. GPS
4. RGB output for the screen
5. The DVD-player for updating map information and software.

The GPS-unit and TMC-receiver are integrated in the Multimedia module (MMM).

The screen is directly connected to the Multimedia module (MMM).

Multimedia module (MMM) has a hard drive where the map information is stored.

The DVD-player is integrated in Multimedia module (MMM) and is used to update map information and software.

Other functions come from the control modules on the MOST network, but are managed using the Multimedia module (MMM). The system cannot handle CDs or DVDs containing music or films.

The multimedia module (MMM) communicates with other control modules via the MOST network.

The control module checks internal components, executed activations and input/output signals via its integrated diagnostics. If the control module detects a fault, a diagnostic trouble code is generated. Any diagnostic trouble codes are stored in the control module memory. The information can be read via the data link connector in the vehicle.

In order to work in the MOST network, the infotainment control module (ICM) checks that the central electronic module (CEM) has the correct serial number for the multimedia module (MMM). If the number is incorrect, the multimedia module (MMM) will not be operable. If a problem arises upon control module replacement, try switching the ignition off/on.

A simple way to check that the Multimedia module (MMM) is supplied with power is to insert and eject a DVD. The check requires the ignition to be in ignition position II. If this does not work, first check that the unit is powered and grounded.

The multimedia module (MMM) is located in the glove compartment.

The table below summarizes the input signals to and output signals from the multimedia module (MMM). The signal types are divided into directly connected signals and MOST communication. The illustration below depicts the same information with the Volvo component designations.

Scheme 319

Scheme 320

The parking assistance module (PAM) assists the driver when parking. Information from a number of sensors allows the control module to warn of objects close to the vehicle. A sound is transmitted through the loudspeaker which is connected to the integrated audio module (IAM).

A text message is displayed in the infotainment control module (ICM) when the parking assistance system is active. The parking assistance system can be temporarily deactivated at lower speeds. This is done manually using the control on the panel for the infotainment control module (ICM).

The components which are directly connected to the parking assistance module (PAM) are

1. rear sensors
2. front sensors (option).

The parking assistance module (PAM) communicates on the controller area network (CAN) with

1. central electronic module (CEM)
2. driver information module (DIM)
3. transmission control module (TCM)
4. infotainment control module (ICM)
5. trailer module (TRM) (option).

Scheme 321

There are 4 rear sensors in the rear bumper. The sensors are able to detect objects at a distance of 1.5 meters.

The smallest objects which can be detected are

1. tube-shaped objects with a length of at least 850 mm (33.5 in.) and a diameter of at least 85 mm (3.3 in.) (ISO standard).

The rear sensors are active when the ignition is on in position II if there is no trailer and back-up (R) gear is selected. The sensors are deactivated automatically when the gear selector lever is moved from back-up gear (R) or a trailer is electrically connected to the vehicle.

Scheme 322

There are 4 front sensors in the front bumper. The sensors detect objects within a distance of 0.8 meters.

The smallest objects which can be detected are

1. tube-shaped objects with a length of at least 850 mm (33.5 in.) and a diameter of at least 85 mm (3.3 in.) (ISO standard).

The front sensors are active when the ignition is on in position II and gear R is selected, or when the ignition is on in position II and the car is driven forwards at speeds below 10 km/h. The sensors are automatically deactivated when the car is driven forwards at above 15 km/h. On cars with automatic transmissions, the sensors are deactivated if P is selected, irrespective of speed.

Scheme 323

The control module has a built-in diagnostic system, Volvo Diagnostic, which continuously monitors internal functions as well as input and output signals. The control module stores any diagnostic trouble codes (DTCs). The diagnostic trouble codes (DTCs) can then be read using VIDA. Information is presented in VIDA in the same way as with other diagnostic systems.

FAULT INDICATION

If a fault occurs in the parking assistance system the driver is warned via the driver information module (DIM) when the information lamp lights and a warning message is displayed.

A VIDA station must be connected to the data link connector (DLC) in order to identify the source of the fault.

Data can be read off from the parking assistance module (PAM) using this function.

Battery voltage

Reads off the level of the power supply to the control module.

Distance behind

Reads off the distance to the detected object behind.

Distance in front

Reads off the distance to the detected object in front.

A new parking assistance module (PAM) is not preprogrammed. New software must always be downloaded.

New software can be downloaded into previously installed control modules.

Scheme 324

The parking assistance module (PAM) (4/86) helps the driver when parking. Information from a number of sensors allows the control module to warn of objects close to the vehicle. A sound is transmitted through the loudspeaker which is connected to the integrated audio module (IAM).

The rear sensors (7/131, 7/132, 7/133 and 7/134) are active when the ignition is on in position II and back-up gear (R) is selected and no trailer is electrically connected to the vehicle. The sensors are deactivated automatically when the gear selector lever is moved from back-up gear (R) or a trailer is electrically connected to the vehicle. The sensors detect objects at a distance of 1.5 meters. A beeping sound is heard from one of the rear loudspeakers. If the vehicle is left-hand drive, the sound comes from the rear right-hand loudspeaker (16/5). If the vehicle is right-hand drive, the sound comes from the rear left-hand loudspeaker (16/6). The sound signal becomes more frequent as the distance to the object reduces. The sound is constant at distances below approximately 30 cm.

The front sensors (7/204, 7/205, 7/206 and 7/207) (option) are active when the ignition is on in position II and gear R is selected, or when the ignition is on in position II and the car is driven forwards at speeds below 10 km/h. The sensors are automatically deactivated when the car is driven forwards at above 15 km/h. On cars with automatic transmissions, the sensors are deactivated if P is selected, irrespective of speed. The sensors detect objects at a distance of 0.8 meters. A beeping sound is heard from one of the front loudspeaker on the driver's side (16/4). The sound signal becomes more frequent as the distance to the object reduces. The sound is constant at distances below approximately 30 cm.

The Parking Assistance Module (PAM) transmits information to the Infotainment control module (ICM) (16/1.2) on the controller area network (CAN) if parking assistance is active or not.

A text message is displayed in the infotainment control module (ICM) when the parking assistance system is active. The infotainment control module (ICM) transmits a signal to the audio module (AUD)/Integrated Audio Module (IAM) requesting sound from the loudspeaker.

The central electronic module (CEM) (4/56) transmits information about vehicle speed to the parking assistance module (PAM) on the controller area network (CAN).

The central electronic module (CEM) transmits information to the parking assistance module (PAM) on the controller area network (CAN). The information indicates the position of the gear selector lever (vehicles with manual transmissions).

The transmission control module (TCM) (4/28) transmits information to the parking assistance module (PAM) on the controller area network (CAN). The information indicates the position of the gear selector lever (cars with automatic transmissions).

The trailer module (4/110) (option) transmits information on the controller area network (CAN) to the parking assistance module PAM). This information indicates whether or not there is a trailer electrically connected to the tow hitch connector.

If there is a fault in the parking assistance system, the parking assistance module (PAM) transmits a message on the controller area network (CAN) to the driver information module (DIM) (5/1). The information lamp lights in the driver information module (DIM) and a text message is displayed.

There is a parking assistance system to assist parking. The parking assistance module (PAM) manages components in the system and communication with other control modules.

The control module is located in the cargo compartment, behind the right wheel arch.

The parking assistance module (PAM) communicates with directly connected components and with other control modules via the controller area network (CAN).

The control module checks the input and output signals through an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the control module detects a fault. Any diagnostic trouble codes (DTCs) are stored in the control module memory. The data can be read off using VIDA.

The table below summarizes the input signals to and output signals from the parking assistance module (PAM). The signal types are divided into directly connected signals and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 325

Scheme 326

The carphone has an antenna. This antenna contains a GPS antenna and a carphone antenna. The carphone antenna is directly connected to the phone module (PHM). The antenna is on the roof.

There are diagnostics for the carphone antenna.

Phone modules (PHM) with Volvo On Call function also have an integrated reserve antenna. This is in the control module. The reserve antenna is only used when a Volvo On Call service is activated and if the standard antenna is not functioning. The reserve antenna ensures that the vehicle data can be transmitted and that a voice call can be connected the Volvo On Call Customer Service Center. The reserve antenna cannot be used for the customer's private subscription if the standard antenna is not working.

Scheme 327

The handset is directly connected to the phone module (PHM). The handset is in the center console.

The phone module (PHM) determines whether to connect the call using hands free or the handset, depending on the signal from the cradle. When the handset is in the cradle, all voice calls are hands free. The handset is activated when it is removed from the cradle. The cradle signal to the phone module (PHM) is controlled by a magnetic switch in the handset. The switch is closed by a magnet in the cradle. When the handset is in the cradle, the cradle signal to the phone module (PHM) is 0 V. When the handset is in use the signal is 5 V.

There are diagnostics for the handset.

Scheme 328

The holder for the customer's private SIM card is inside the glove compartment at the top left-hand side. The SIM card holder is connected in series to the phone module (PHM).

There are diagnostics for the SIM card holder.

Scheme 329

The switches for ON CALL and SOS are on the dashboard under the switch for the hazard warning flashers. The switches are only for phone modules (PHM) with Volvo On Call functionality.

The switches are directly connected to the phone module (PHM).

The switches are powered and grounded via the phone module (PHM). The luminance is regulated by a pulse width modulated signal.

There are diagnostics for the switches.

Scheme 330

A separate antenna belongs to the telephone. This antenna contains a telephone antenna and, for vehicles prepared for Volvo On Call, a GPS-antenna as well.

The phone antenna is directly connected to the phone module (PHM).

For vehicles equipped with Volvo On Call-functionality, the GPS-antenna is directly connected to Phone Module (PHM). This is due to the GPS-position not being available from other control modules in the vehicle.

The antenna is installed on the roof.

Telephone and GPS-antennas can be diagnosed.

Scheme 331

The handset is directly connected to the phone module (PHM). The handset is in the center console.

Phone module (PHM) decides if the call is to be connected via handsfree or handset based on the set's hook signal. When the set is located in its holder, then all voice calls are connected via handsfree.

The set is activated when it is removed from the holder. Note that the voice call does not pass via the handset if it is lifted when an incoming call arrives or outgoing call is started with the ENTER button. Then you have to put down the set and lift it again to take the call via the handset. The cause of this is to avoid lost sound when the handset is lifted off by mistake.

The hook signal to the phone module (PHM) is controlled by a magnet switch located in the set. The switch is closed by a magnet located in the holder.

There are diagnostics for the handset.

Scheme 332

The holder for the customer's private SIM card is inside the glove compartment at the top left-hand side. The SIM card holder is directly connected to the phone module (PHM).

There are diagnostics for the SIM card holder.

Scheme 333

The switches for ON CALL and SOS are located in the instrument panel under the switch for the hazard flashers. The switches are only for the phone module (PHM) with the Volvo On Call functionality.

The switches are directly connected to the phone module (PHM).

The switches also contain an emergency microphone.

Switch illumination receives is power supply and ground via the phone module (PHM).

There are diagnostics for the switches.

READING OFF THE PARAMETER VALUES

Using this function, the status or value of parameters can be read off. The status/value is presented digitally.

CHECKING THE VOLVO ON CALL SERVICE

This test can be used to check the status of the reserve battery for Volvo On Call.

READING OFF PARAMETER VALUES

Using this function the status or value of parameters can be read out. The status/value is presented digitally.

RESTORING SPARE BATTERY (VOLVO ON CALL)

This service is used when the reserve battery has been replaced to reset the value to 100%. The algorithm of the battery must be reset if the reserve battery in a phone module (PHM) with Volvo On Call is replaced.

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE (2004-2008)

New software can be downloaded into the phone module (PHM). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.

If the comparison between the car and the Volvo central database does not match, the database is updated with the vehicle configuration. When this is complete the software and any PINs are downloaded.

The phone module (PHM) is above the glove compartment inside the dashboard.

REPLACING PHONE MODULES (PHM) WITH VOLVO ON CALL

For phone modules (PHM) with Volvo On Call functionality, the unique PIN code is supplied with the software during the download. When replacing the phone module (PHM), the PIN code is retrieved from the Volvo Central Database. A new phone module (PHM) has a generally known PIN code. This PIN code is used to unlock the control module so that functions can be programmed and parameters can be read out. VIDA automatically unlocks the control module.

After software is downloaded, the parameters are sent to the Volvo central database. Information about changes to the customer data for Volvo On Call is then sent from the Volvo central database to the web portal which manages data for Volvo On Call. The data is also sent to the Volvo On Call Service Center via ftp (File Transfer Protocol).

The unique PIN is programmed into the phone module (PHM) during a software download.

The following parameters are read off and transmitted to the Volvo central database

1. GSM number for Volvo On Call
2. The unique PIN code
3. The PUK code for the internal SIM card for Volvo On Call
4. IMEI (International Mobile Equipment Identity), serial number for the GSM unit
5. The version number of the software for the GSM unit
6. The type of unit.

Note. After replacing the phone module (PHM), the Volvo On Call functionality must be activated if the customer has an active subscription. This does not happen automatically during the order process.

Volvo On Call is activated either via software orders or via the keypad on the climate control module (CCM). After the Volvo On Call functionality is activated, the phone module (PHM) will wait for information about the position of the vehicle for 20 minutes. The position is transmitted from the global positioning system module (GPS) via the MOST network. During this time, the car must be parked outdoors with no large obstacles which could prevent the global positioning system module (GPS) from establishing contact with the GPS satellites obscuring it. If the phone module (PHM) is unable to receive a position within this time, the activation sequence will be cancelled. Volvo On Call functionality switches to deactivated. After the phone module (PHM) has obtained the position of the car, the ON CALL button must be held in for at least two seconds to connect a voice call the Volvo On Call Service Center. This call is made to confirm the new vehicle data and to check that Volvo On Call is functioning correctly.

Because of the unique PIN code and the internal SIM card, phone modules (PHM) with Volvo On Call functionality cannot be moved between cars.

ACTIVATING AND DEACTIVATING VOLVO ON CALL

Software can also be downloaded to activate or deactivate the Volvo On Call function. This requires a PIN code to be retrieved from the Volvo central database. The menu can also be used to activate and deactivate the functionality. Instructions and the PIN code for this are on the Volvo On Call website. If necessary, for example if Volvo On Call is being misused, the network operator is also able to cancel the subscription for the internal SIM card for Volvo On Call. After Volvo On Call functionality is activated, the same information applies in terms of searching for GPS satellites and the connection of a voice call to the Volvo On Call Service Center.

If the Volvo On Call function is activated, a text message will indicate this to the user. The text message is displayed in the driver information module (DIM) at the start of each operating cycle (key position I).

New software can be downloaded to the phone module (PHM). When ordering software the vehicle software and hardware are compared to Volvo's central database. If the comparison corresponds the new software is downloaded to the control module.

If the comparison between the vehicle and the Volvo central database does not correspond, the database is updated with the vehicle configuration, and then the software and any security codes (Security access code) is downloaded.

The phone module (PHM) is located above the glove compartment inside the dashboard.

REPLACING PHONE MODULE (PHM) WITH VOLVO ON CALL

In addition to the software for the phone module (PHM) with Volvo On Call functionality, a unique security code is also downloaded with the software. When replacing the phone module (PHM) the security code is retrieved from the Volvo central database. A new phone module (PHM) has a generally known security code. The code is used to unlock the control module, and to program functions and to read off parameters. Unlocking is carried out automatically in the ordering version accessible in VIDA.

After software download the read off parameters are transmitted to the Volvo central database. Information about modification to the customer data for Volvo On Call are then transmitted further from the Volvo central database to the web portal that handles customer data for Volvo On Call. The information is also transmitted to the Volvo On Call Service Center via ftp (File Transfer Protocol).

The unique security code is programmed into the phone module (PHM) during software download.

The following parameters are read off and transmitted to the Volvo central database

1. GSM number for the subscription
2. The security code for the unit (Security access code)
3. The PUK code for the internal SIM card for Volvo On Call
4. IMEI (International Mobile Equipment Identity), GSM unit serial number
5. Version number on the GSM unit software
6. Unit type.

Note. After replacing the phone module (PHM), the Volvo On Call functionality must be activated if the customer has an active subscription. This does not happen automatically in the order process. Phone Module (PHM) with Volvo On Call-functionality must also have the correct internal telematic service status for it to be possible to activate the service.

Instructions and activation code for activating and deactivating Volvo On Call are available on Volvo On Call ' s web site.

After activation of Volvo On Call-functionality, the phone module (PHM) will wait for information about the vehicle's position for 0.5-20 minutes.

The position is either received from multimedia module (MMM) via the MOST-net or from the GPS-antenna which is directly connected to phone module (PHM).

During this time the vehicle must be parked outside, without shielding objects, for either multimedia module (MMM) or phone module (PHM) to establish contact with GPS-satellites.

If phone module (PHM) cannot receive a position within this time frame the activation sequence will be interrupted. Volvo On Call-functionality transfers to being deactivated. After phone module (PHM) has obtained the vehicle's position the ON CALL-button shall be pressed and held in for at least two seconds to connect a voice call to Volvo On Call Service Center. This call is placed to confirm changed vehicle data and to check that Volvo On Call functions correctly.

Because of the unique security code and the internal SIM card a phone module (PHM) with Volvo On Call functionality cannot be swapped from one vehicle to another.

Instructions and activation code for activating and deactivating Volvo On Call are available on Volvo On Call ' s web site.

If needed (e. g., abuse of Volvo On Call) the network operator can terminate the subscription for the internal SIM-card for Volvo On Call. After an activation of Volvo On Call-functionality, the same applies as for a change of control module with regards to searching for GPS-satellites as well as connecting voice calls to Volvo On Call Service Center.

If the Volvo On Call functionality is deactivated, the user will be informed by text message. The text message will be displayed in the driver information module (DIM) at the start of every driving cycle (ignition switch position ON).

Scheme 334

Phone module (PHM) (16/60) does not have its own keypad for menu management. It is controlled either from the keypad on the climate control module (CCM) (3/112) or using the buttons on the steering wheel. The climate control module (CCM) transmits signals for menu management to the infotainment control module (ICM) (16/1.2) via the controller area network (CAN). The infotainment control module (ICM) then sends the signals on to the phone module (PHM) via the MOST network.

When controlling the menus via the steering wheel buttons (3/131), the information is transmitted from the steering wheel module (SWM) (3/254) to the infotainment control module (ICM) via the CAN network. The information is then sent on to the phone module (PHM) via the MOST network.

Menu information is shown on the display on the infotainment control module (ICM). The information is transmitted from the phone module (PHM) to the infotainment control module (ICM) via the MOST network.

When the phone module (PHM) is started, when there are incoming calls or when the carphone is in use, a request is transmitted to the infotainment control module (ICM) to use the display.

Telephone calls can be made either hands free or using the handset.

During handsfree calls, the microphone and speaker are used, which are connected to the audio module (AUD) (16/105) or Integrated Audio Module (IAM) (16/1) if there is no Audio module (AUD).

The phone module (PHM) transmits a request to the infotainment control module (ICM) to access the speaker and microphone. The infotainment control module (ICM) transmits the request onwards to the audio module (AUD) or Integrated Audio Module (IAM).

Communication between the phone module (PHM), infotainment control module (ICM) and audio module (AUD)/Integrated Audio Module (IAM) is via the MOST network.

Scheme 335

Volvo On Call is a system developed by Volvo which gives the owner access to various safety and service features. The system has been developed to give the driver and passengers rapid connection to the Volvo On Call Service Center using the carphone. The staff at the service center determine the action required depending on the circumstances. Using the data provided by the Volvo On Call system, the Service Center is able to identify the exact position of the car so that emergency and/or breakdown services can be directed quickly to the car. The different services provided by the Service Center can be divided into two categories, safety and service.

A Volvo On Call service can be activated in any of the following ways

1. by the customer using the switches for Volvo On Call (3/267)
2. by the Volvo On Call Service Center
3. by the vehicle system.

The strength of the lighting in the switches for Volvo On Call is controlled via the rheostat in the light switch module (LSM) (3/111).

The phone module (PHM) (16/60) receives the rheostat signal from the central electronic module (CEM) (4/56) via the infotainment control module (ICM) (16/1.2) on the MOST network.

When activating a Volvo On Call service, the phone module (PHM) transmits information to the infotainment control module (ICM). The infotainment control module (ICM) transmits this data onwards to the driver information module (DIM) (5/1) so that a text message is displayed indicating that a Volvo On Call service has been activated and its status.

Each time a Volvo On Call service is started, the relevant vehicle data is transmitted to the Volvo On Call Service Center. The vehicle data contains information about

1. Call type. SOS or On Call service.
2. The time the message was sent. Phone module (PHM) receives information on time from the central electronic module (CEM) via the CAN network.
3. The Vehicle VIN number. Phone Module (PHM) receives information from the central electronic module (CEM) via the controller area network (CAN).
4. Alarm status (deactivated, activated, deployed). The phone module (PHM) receives information about the status of the alarm from the central electronic module (CEM) via the controller area network (CAN).
5. Position of the ignition key. The Phone module (PHM) receives information about the position of the ignition key (in/out, position I, II or III) from the central electronic module (CEM) via the controller area network (CAN).
6. The vehicle's position. Phone module (PHM) receives the vehicle position from the global positioning system module (GPS) (16/139) via the MOST network (-2007). From 2008- the Phone module (PHM) receives the signal from the Multimedia module (MMM) (16/108).
7. Voltage source. What voltage source is used by the phone module (PHM). Main or back-up battery.
8. Engine running or not. The phone module (PHM) receives a signal from the central electronic module (CEM) via the controller area network (CAN).
9. Fuel volume. The phone module (PHM) receives the information about the remaining fuel volume from the central electronic module (CEM) via the controller area network (CAN).
10. Status of main battery. The phone module (PHM) receives information about the voltage over the main battery from the central electronic module (CEM) via the controller area network (CAN).
11. Ambient and internal temperature. The phone module (PHM) receive information about the ambient temperature from the central electronic control module (CEM) and the internal temperature from the climate control module (CCM) (3/112) via the controller area network (CAN).
12. Locked/unlocked. The phone module (PHM) receives information about whether the vehicle is locked from the inside or from the outside, from the Central electronic module (CEM) via the controller area network (CAN).
13. Front side window open/closed. The phone module (PHM) receives information about the status of the front side windows from the driver door module (DDM) (3/126) and the passenger door module (PDM) (3/127) via the controller area network (CAN).
14. SRS (supplemental restraint system) activated or not. The phone module (PHM) receives data if the car has been involved in a collision indicating whether the SRS system has been activated. The data comes from the supplemental restraint system (SRS) module (4/9). The data is transmitted via the CAN network and on a directly connected collision cable. The collision cable runs from the supplemental restraint system module (SRS) to the phone module (PHM) and the central electronic module (CEM). The collision cable is a back-up in case there is no CAN communication.

Safety

An SOS service can be started in two different ways

1. automatically, in the event of a collision in which an SRS component has been activated
2. manually, by the customer pressing the SOS button or selecting the service from the carphone menu.

In a collision in which an SRS component has been activated, a signal is transmitted from the supplemental restraint system module (SRS) to the phone module (PHM). The phone module (PHM) transmits vehicle data to the Volvo On Call Service Center which then connects a voice call to the car. The voice call is connected to determine the action required, e. g. ambulance, breakdown services etc.

When a Volvo On Call service is first activated, the phone module (PHM) will always use the reserve battery while it checks that there is sufficient voltage from the main battery. The main battery is then used if it has sufficient power.

Service

Using the ON CALL button, the customer has access to different services such as

1. roadside assistance, for example in the event of a puncture or running out of fuel
2. remote unlocking of the vehicle
3. car tracking, can be activated at the request of the customer if the car is stolen
4. notification to the owner when the alarm is activated.

The service to which the customer has access may vary between different markets.

The car is unlocked remotely after the owner has contacted the Volvo On Call Service Center, identified themselves with a password and requested the required service. The owner and the Volvo On Call Service Center then decide the time at which the car will be unlocked. The Service Center will then send a command to the phone module (PHM) to unlock the car.

The central electronic module (CEM) will then transmit a signal via the CAN network to the phone module (PHM) when the handle on the tailgate is closed. If the signal from the central electronic module (CEM) is within the time interval agreed by the customer and the Volvo On Call Service Center, the phone module (PHM) then transmits a request to unlock the car to the central electronic module (CEM) via the CAN network. The phone module (PHM) then transmits an acknowledgment to the Volvo On Call Service Center that the car has been unlocked. When one of the doors or tailgate is opened, the alarm is triggered. The alarm is then active until it is correctly deactivated.

If the alarm is activated, for example during an attempted theft, data about the status of the alarm is transmitted from the central electronic module (CEM) to the phone module (PHM) via the CAN network. If the alarm is active for more than 15 seconds, the phone module (PHM) transmits vehicle data to the Volvo On Call Service Center. The Center then contacts the owner to tell them what has happened.

If the car has been stolen, the owner can ask the Service Center to trace the car. The Service Center then transmits a request to the phone module (PHM) to continuously transmit vehicle data. The Volvo On Call Service Center determines the interval at which vehicle data is transmitted.

Scheme 336

The phone module (PHM) (16/60) does not have its own menu keypad. It is controlled via the keypad of the climate control module (CCM) (3/112) or via the steering wheel buttons.

The climate control module (CCM) transmits menu navigation signals to the infotainment control module (ICM) (3/281) via the CAN network. The infotainment control module (ICM) then forwards the signals to the phone module (PHM) via the MOST network.

When using the menu via the steering wheel buttons information is transmitted from the steering wheel module (SWM) (3/254) to the infotainment control module (ICM) via LIN communication. The information is then transmitted to the phone module (PHM) via the MOST network.

Menu information is shown on the display on the infotainment control module (ICM). The information is transmitted from the phone module (PHM) to the infotainment control module (ICM) via the MOST network.

When the phone module (PHM) is started, when there are incoming calls or when the carphone is in use, a request is transmitted to the infotainment control module (ICM) to use the display.

Phone calls can be connected either via handsfree or via handset.

For calls via handsfree the microphone and speakers connected to audio module (AUD) (16/105) are used.

Phone module (PHM) sends a request to infotainment module (ICM) to obtain access to speakers and microphone. Infotainment module (ICM) sends a request on to audio module (AUD).

Communication between phone module (PHM), infotainment module (ICM) and audio module (AUD) takes place via MOST-net.

Scheme 337

Volvo On Call is a system developed by Volvo which gives the owner access to various safety and service features. The system has been developed to give the driver and passengers rapid connection to the Volvo On Call Service Center using the carphone. The staff at the service center determine the action required depending on the circumstances. Using the data provided by the Volvo On Call system, the Service Center is able to identify the exact position of the car so that emergency and/or breakdown services can be directed quickly to the car. The different services provided by the Service Center can be divided into two categories, safety and service.

A Volvo On Call service can be activated in any of the following ways

1. by the customer using the switches for Volvo On Call (3/267)
2. by the Volvo On Call Service Center
3. by the vehicle system.

The strength of the lighting in the switches for Volvo On Call is controlled via the rheostat in the light switch module (LSM) (3/111).

Phone Module (PHM) (16/60) receives the rheostat signal directly from Central electronic module (CEM) (4/56) on the MOST-net.

When activating a Volvo On Call service, the phone module (PHM) transmits information to the infotainment control module (ICM). The infotainment control module (ICM) transmits this data onwards to the driver information module (DIM) (5/1) so that a text message is displayed indicating that a Volvo On Call service has been activated and its status.

Each time a Volvo On Call service is started, the relevant vehicle data is transmitted to the Volvo On Call Service Center. The vehicle data contains information about

1. Call type. SOS or On Call service.
2. The time the message was sent. Phone module (PHM) receives information on time from the central electronic module (CEM) via the CAN network.
3. The Vehicle VIN number. Phone Module (PHM) receives information from the central electronic module (CEM) via the controller area network (CAN).
4. Alarm status (deactivated, activated, deployed). The phone module (PHM) receives information about the status of the alarm from the central electronic module (CEM) via the controller area network (CAN).
5. Position of the ignition key. The Phone module (PHM) receives information about the position of the ignition key (in/out, position I, II or III) from the central electronic module (CEM) via the controller area network (CAN).
6. Vehicle's position. Phone module (PHM) receives the vehicle's position from multimedia module (MMM) (16/108) via the MOST-net or via the direct-connected GPS-antenna).
7. Voltage source. The voltage source that is used by the phone module (PHM), main or back-up battery.
8. Engine running or not. The phone module (PHM) receives a signal from the central electronic module (CEM) via the controller area network (CAN).
9. Fuel volume. The phone module (PHM) receives the information about the remaining fuel volume from the central electronic module (CEM) via the controller area network (CAN).
10. Status of main battery. The phone module (PHM) receives information about the voltage over the main battery from the central electronic module (CEM) via the controller area network (CAN).
11. Ambient and internal temperature. The phone module (PHM) receive information about the ambient temperature from the central electronic control module (CEM) and the internal temperature from the climate control module (CCM) (3/112) via the controller area network (CAN).
12. Locked/unlocked. The phone module (PHM) receives information about whether the vehicle is locked from the inside or from the outside, from the Central electronic module (CEM) via the controller area network (CAN).
13. Front and rear side window open/closed. Phone module (PHM) receives information about status of front and rear side windows from driver door module (DDM) (3/126) and passenger door module (PDM) (3/127) via the CAN-net.
14. SRS activated or not. The phone module (PHM) receives information about whether the vehicle has been in a collision and the SRS system has been activated. The information is received from the Supplemental restraint system module (SRS) (4/9), both via the controller area network (CAN) and the collision cable. The collision cable runs from the Supplemental restraint system module (SRS) to the phone module (PHM) and the central electronic module (CEM). The collision cable is a backup solution in the event of the controller area network (CAN) communication disappearing.

Safety

An SOS service can be started in two different ways

1. automatically, in the event of a collision when a component in the SRS system has been activated
2. manually, by the customer pressing the SOS button or selecting the service from the carphone menu.

In a collision where an SRS component is activated the signal is transmitted from the supplemental restraint system module (SRS) to the phone module (PHM). The phone module (PHM) transmits the vehicle data to Volvo On Call Service Center which connects a call to the vehicle. The call is made in order to establish what action is necessary, for example, whether an ambulance or recovery vehicle is required.

When a Volvo On Call service has been activated the reserve battery is used if there is not sufficient voltage in the main battery.

Service

The Volvo On Call Service Center gives the customer access to various services, such as

1. road assistance
2. remote unlocking of the vehicle
3. theft message
4. localization of stolen vehicle
5. remote start of parking heater
6. remote-controlled immobilization.

The services that the customer can access vary between different markets.

Road assistance

Help in case of, e. g., a flat tire or if you run out of fuel.

Remote unlocking of the vehicle

Unlocking of the vehicle if the driver happens to lock the keys in the vehicle. Remote unlocking of the vehicle occurs after the owner has contacted the Volvo On Call Service Center, identified themselves using a password and given the required service. The owner and Volvo On Call Service Center then decide at what time the vehicle should be unlocked. The Service center can then transmit a command to the phone module (PHM) that the vehicle must be unlocked.

The central electronic module (CEM) will then transmit a signal via the CAN network to the phone module (PHM) when the handle on the tailgate is closed. If the signal from the central electronic module (CEM) is within the time interval agreed by the customer and the Volvo On Call Service Center, the phone module (PHM) then transmits a request to unlock the car to the central electronic module (CEM) via the CAN network. Then Central electronic module (CEM) sends a signal to driver door module (DDM), passenger door module (PDM) and Rear electronic module (REM) which unlocks all doors. The phone module (PHM) then transmits an acknowledgment to the Volvo On Call Service Center that the car has been unlocked. When one of the doors or tailgate is opened, the alarm is triggered. The alarm is then active until it is correctly deactivated.

Theft message

If the vehicle alarm is activated, for example by theft, information about the alarm status is transmitted from the central electronic module (CEM) to the phone module (PHM) via controller area network (CAN). If the alarm is active for more than 15 seconds the phone module (PHM) transmits the vehicle data to the Volvo On Call Service Center, which contacts the owner and informs what has happened. In the first instance Volvo On Call Service Center calls the vehicle, if the person answering cannot give the password the owner is called on other numbers that the owner has supplied to the Service center.

Localization of stolen vehicle

If the vehicle has been stolen the owner can request that the service center localizes the vehicle. The Service center transmits a request to the phone module (PHM) to continuously send vehicle data. The interval of the vehicle data that is sent is determined by the Volvo On Call Service Center.

Remote start of parking heater

Applies from and incl. structure week 201020.

With remote start of the parking heater it is possible to set timers for the parking heater as well as start the parking heater directly via a computer with internet connection or via mobile telephone.

Remote-controlled immobilization

Applies for the English, Dutch, and Belgian market. A special version with stricter requirements is available for the Brazilian market. Applies from and incl. structure week 201020.

On certain markets there is a function for remote-controlled immobilization and mobilization. The purpose of the function is to nullify the vehicle's programmed keys in case the vehicle is stolen, for example. The vehicle can be immobilized and mobilized either using Volvo On Call service center or via diagnostic commands in VIDA. For certain markets vehicles can only be mobilized by Volvo On Call service center.

If the vehicle is running when immobilization is requested, the vehicle is immobilized at the next start attempt. Central electronic module (CEM) can, in certain markets, request immobilization if the module detects that Phone module (PHM) does not answer to communication. The function remote-controlled immobilization is diagnosed by Central electronic module (CEM). Immobilization and mobilization of vehicles via diagnostic commands takes place via Phone module (PHM).

Mobile applications (only applies to MY 2011-)

Mobile applications use Volvo On Call to communicate with the vehicle.

Scheme 338

There are two versions of the phone module (PHM), with or without Volvo On Call functionality (market dependent).

The main task of the phone module (PHM) is to manage the following functions

1. voice calls
2. automatic connection to the Service Center in the event of a collision or alarm (Volvo On Call)
3. connection to the Service Center for other services when the SOS or ON CALL button is pressed (Volvo On Call).

The control module is above the glove compartment inside the dashboard.

A phone module (PHM) with Volvo On Call functionality cannot be installed as an aftermarket option.

The phone module (PHM) communicates partly with directly connected components and partly with other control modules via the CAN and MOST networks. All diagnostic communication between VIDA and the phone module (PHM) occurs via the CAN network.

The phone module (PHM) does not have its own keypad. It uses the menus in the keypad on the climate control module (CCM) and the display on the infotainment control module (ICM).

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the control module detects an error. In certain cases the control module replaces the faulty signal with a substitute value.

For phone modules (PHM) with Volvo On Call functionality, the driver will also be notified via a message in the driver information module (DIM) if a diagnostic trouble code (DTC) is stored.

Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using VIDA via the data link connector in the vehicle.

If the phone module (PHM) is not powered, there will be no MOST network communication and the system is switched off.

The phone module (PHM) has a SIM card reader for the customer's own private phone subscription. For phone modules (PHM) with Volvo On Call function, there is also an internally installed SIM card. This subscription is only connected to the Service Center which handles Volvo On Call services.

The following applies only to carphones with Volvo On Call

An initiated Volvo On Call service is always assigned higher priority than a standard private call. It will not be possible to make normal calls, and ongoing calls will be interrupted, while the Volvo On Call function is active.

The phone module (PHM) with Volvo On Call function has an integrated reserve battery. The reserve battery must ensure that the control module is supplied with voltage when a Volvo On Call service is activated if normal battery voltage is not available. The residual capacity of the reserve battery is calculated by the control module. When the battery is replaced the level of the capacity must be restored to full value. This is carried out using VIDA. When the calculated capacity has fallen to 30% of full capacity a diagnostic trouble code is stored.

The phone module (PHM) with Volvo On Call function has a reserve microphone and speaker. The loudspeaker is inside the control module. The microphone is by the switches for Volvo On Call. The reserve microphone and speaker are only used when a Volvo On Call service is activated and the standard speaker and microphone for handsfree are not available.

Phone modules (PHM) with Volvo On Call function have an integrated reserve antenna. This is in the control module. The reserve antenna is only used when a Volvo On Call service is activated and if the standard antenna is not functioning. The reserve antenna ensures that the vehicle data can be transmitted and that a voice call can be connected the Volvo On Call Customer Service Center. The reserve antenna cannot be used for the customer's private subscription if the standard antenna is not working.

The following table summarizes the input signals to and output signals from the phone module (PHM). The signal types are divided into directly connected signals, MOST and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 339

Scheme 340

There are two versions of the phone module (PHM), with or without Volvo On Call functionality (market dependent).

The main task of the phone module (PHM) is to manage the following functions

1. voice calls
2. automatic connection to the Service Center in the event of a collision or alarm (Volvo On Call)
3. connecting to service center for other services when pressing SOS- or ON CALL-button (Volvo On Call) or via menu selection in the display on Infotainment Control Module (ICM).

The control module is above the glove compartment inside the dashboard.

A phone module (PHM) with Volvo On Call functionality cannot be installed as an aftermarket option.

The phone module (PHM) communicates partly with directly connected components and partly with other control modules via the CAN and MOST networks. All diagnostic communication between VIDA and the phone module (PHM) occurs via the CAN network.

The phone module (PHM) does not have its own keypad. It uses the menus in the keypad on the climate control module (CCM) and the display on the infotainment control module (ICM).

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the control module detects an error. In certain cases the control module replaces the faulty signal with a substitute value.

For phone modules (PHM) with Volvo On Call functionality, the driver will also be notified via a message in the driver information module (DIM) if a diagnostic trouble code (DTC) is stored.

Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using VIDA via the data link connector (DLC) in the vehicle.

If the phone module (PHM) is not powered, there will be no MOST network communication and the system is switched off.

Phone module (PHM) has a SIM-card reader for the customer's private telephone subscription.

For phone module (PHM) with Volvo On Call-function there is also an internal SIM-card. This subscription is only connected to the service center that provides Volvo On Call-services.

The following applies only to carphones with Volvo On Call

An initiated Volvo On Call service is always assigned higher priority than a standard private call. It will not be possible to make normal calls, and ongoing calls will be interrupted, while the Volvo On Call function is active.

The phone module (PHM) with Volvo On Call function has an integrated backup battery.

The spare battery must ensure that the control module is supplied with voltage when a Volvo On Call service is activated if normal battery voltage is not available. This means that the main battery should be disconnected as short time as possible to save the spare battery. The residual capacity of the spare battery is calculated by the control module.

At battery change the level of the capacity must be reset to full value. This is done using VIDA. When the calculated capacity has gone down to 15% of full capacity, a diagnostic trouble code is generated.

Calculated life of the spare battery is 10 years.

The phone module (PHM) with Volvo On Call function has a reserve microphone and speaker. The loudspeaker is inside the control module. The microphone is by the switches for Volvo On Call. The reserve microphone and speaker are only used when a Volvo On Call service is activated and the standard speaker and microphone for handsfree are not available.

The phone module (PHM) with the Volvo On Call function has an integrated reserve antenna. This is located internally in the control module. The reserve antenna is only used when a Volvo On Call service is activated and when the normal antenna does not function.

The following table summarizes the input signals to and output signals from the phone module (PHM). The signal types are divided into directly connected signals, MOST and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 341

Scheme 342

There are two different types of control panel

1. for power seats without memory
2. for power seats with memory.

Power seats without memory

In cars with power seats without memory, the control panel is directly connected to the motors and does not have a power seat module (PSM).

Power seats with memory

In vehicle with power seats with memory, the control panel is integrated in the power seat module (PSM).

An easy way of differentiating between power seats with memory and power seats without memory is to look at the control panel. Seats without memory do not have memory buttons (1-3) or a programming button (MEM).

This information refers to seats with memory (power seat module (PSM)) unless otherwise stated.

The controls are used to transmit input signals to the control module from the user

1. Runs each of the four motors in the direction required
2. Memory buttons. Input signal indicating the position of the buttons (Memory 1, 2 and 3 and the programming button).

The control panel cannot be replaced separately. The entire control module must be replaced if there is a fault.

There are diagnostics for the control panel.

New software can be downloaded into the engine power seat module (PSM). When ordering software, the hardware and the software in the car is compared to the information in the Volvo central database. If the comparison is OK the software is downloaded to the control module.