Control Modules - Design and Function - 4 of 4: Overview Volvo S60 I

Reading Off The Control Module Identification

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

The codes contain information about the control module

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

Reading The Control Module Identification

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

The codes contain the following information about the control module

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

Reading Off Control Module Identification

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

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. software number, diagnostics
5. serial number, side impact sensor.

The following information can also be read off from the control module memory

1. hardware part number for occupant weight sensor (OWS) (certain markets and models only)
2. software part number for occupant weight sensor (OWS) (certain markets and models only)

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

The codes contain information about the control module's

1. hardware P/N (control modules without software)
2. hardware serial number (control modules without software)
3. side impact sensor serial number
4. software P/N
5. P/N diagnostic software.

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

The codes contain information about the control module

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

System Overview

See System Overview

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

The codes contains information about the RTI control module's

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

Overview

See: Overview

Scheme 300

M66 is a six gear manual transmission. All gears, including back-up (reverse), are synchronized. The transmission is intended to be part of a transverse drive line with front wheel or four wheel drive.

The transmission is built together with the final driven in a common aluminum housing. This unique construction makes the transmission very compact while enabling it to transmit high torque.

The engine and transmission have damped mountings, either on the side members with pendulum mounting or on a sub frame.

The transmission and final drive are extremely compact.

The oil is synthetic and does not normally need to be changed. The oil is heat resistant and tolerates high loads. The hole in the level plug is used to top up the oil and check its level. The oil is drained through the drain plug in the base of the transmission.

The gear wheels are located on four shafts. They are

1. input shaft (A)
2. intermediate shaft 1-2, 5-6 (B)
3. intermediate shaft 3-4 (C)
4. back-up (reverse) shaft (D).

The clutch gears are welded directly to the idler wheel to shorten the length of the shaft. To further shorten the length of the transmission, needle bearing with inner rings are used instead of snap rings.

The inner rings sit on the shaft inside the idler gears and extend lengthwise a little outside each idler gear. When the components on the shafts are pulled together the inner rings counterhold, so that the idler wheels have the clearance that they require to rotate.

The components of the input shafts are pulled together with a bolt located in the end of the shaft. Components of intermediate shaft 3-4 are held together with a press joint and a bolt located in the end of the shaft. The components of intermediate shaft 1-2, 5-6 are held together with the press joint of the 5th and 6th gear pinion.

Scheme 301

Scheme 302

The gear selector is in a single complete unit with the exception of the ball limiter for the gear position. This is threaded in the transmission housing. The gear selector is held in position by 4 screws. 2 guide pins in the control housing and a needle bearing in the bottom of the gear selector unit control the position in the transmission housing.

Back-up (reverse) gear in the gear selector assembly is furthest to the right and down. Neutral is between 3rd and 4th.

The back-up (reversing) lamp switch is in the control housing and is affected by the shaft for lateral movement. The back-up (reversing) lamp switch is directly connected to the central electronic module (CEM).

The gear selector unit must not be dismantled. In the event of a fault the whole gear selector unit must be replaced.

4 gear selector forks transfer the movement from the control to the relevant coupling sleeve.

Scheme 303

1. Locking the adjustable mechanical transmission cable for lateral travel
2. Solenoid
3. Gear selector assembly
4. Mechanical cables
5. Mechanical cables bracket.

The mechanical cables are in a cable assembly. In the event of a fault or damage with any of these the whole mechanical cable assembly must be replaced.

The cable sleeves are secured using quick connectors in the gearshift assembly and in the cable bracket on the transmission.

The mechanical transmission cable for lateral travel is adjustable lengthwise. The adjuster is positioned on the mounting towards the lever on the transmission (1).

The gear selector assembly is made of plastic. It has rubber feet (to reduce noise and vibration).

The gear selector assembly has a lever and a lever arm. There is a return spring on the lateral movement lever.

Back-Up (Reverse) Inhibitor

The shift lever assembly houses a solenoid that serves as an electronically controlled reverse inhibitor.

There is an electronic damping function on the solenoid which gives the solenoid a soft action. This reduces noise. The solenoid can be replaced.

See: Overview

Scheme 304

Scheme 305

The torque converter is between the engine and the automatic transmission. It consists of a round metal casing which contains three impellers. The torque converter is filled with oil. The first impeller, pump rotor, is secured in the torque converter casing, which is connected to the engine's crankshaft via a carrier plate. The pump rotor rotates with the crankshaft.

The second impeller, the turbine rotor, is connected to the transmission's input shaft and is driven by the oil that is circulated by the pump rotor.

The third impeller, the stator, is located between the pump rotor and the turbine rotor.

There is a hydraulically controlled lock-up clutch with a friction plate in the torque converter. The turbine rotor can connect with the torque converter housing via the lock-up clutch. This reduces fuel consumption.

The torque converter functions like a hydraulic automatic clutch. At idle, the pump action is too weak to drive the turbine rotor and thus the vehicle is stationary. When the engine speed is increased the turbine rotor starts to drive in a smooth way. Thanks to the stator rotor, the torque converter can also reinforce the engine's torque when starting and low driving speed.

The rotating impellers and the oil in the torque converter "slip" slightly. This gives a certain power loss, which slightly increases fuel consumption.

When the vehicle is moving the torque converter's reinforcement of the engine's torque is not needed. In this situation the lock-up function is activated and, at a certain speed, mechanically connects the transmission's input shaft with the engine. This is automatic and cannot be affected by the driver. The engine speed drops and, since the torque converter's slipping disappears, fuel consumption is also reduced.

Scheme 306

X = locked

Unique to the TF-80SC is a Ravigneaux planetary gear connected in series to a conventional planetary gear. The conventional planetary gear creates a reduction in RPM in the Ravigneaux planetary gear for 1st gear up to 5th gear and reverse.

The planetary gear's ratios are controlled by 3 clutches (C1, C2, C3) and 2 brakes (B1, B2).

The number of planetary gears depends on the engine's cylinder displacement and can therefore differ from what is shown here.

Planetary Train, Ravigneaux

Scheme 307

The characteristic of a Ravigneaux planetary train is that several gears can be used in comparison to a conventional planetary train. It is compact (takes up little room) in relation to the number of possible ratios. The Ravigneaux planetary train has two sun gears of different diameters and sets of two planetary gears, an inner and outer set. The inner planetary gears are constantly connected to the outer planetary gears and the small sun gear. The outer planetary gears are constantly connected to the ring gear and large sun gear.

The planetary train has a common planetary gear carrier for both sets of planetary gears.

Principles Of Function

Scheme 308

The ratios are obtained through different combinations of locked and/or connected components. The chart displays the principle for how the ratios are obtained from large ratio, 1, to small ratio, 6, and counter rotation (i.e. reverse with large ratio).

Scheme 309

The oil pump is of "non-crescent" type and is located after the torque converter. It is driven by the engine's crankshaft via the torque converter housing.

The oil pump supplies the hydraulics with oil and supplies the other components of the transmission with oil for lubrication and cooling. Excess oil is routed back to the oil sump.

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

The codes contain the following information about the control module

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

See: Design

See: System Overview

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

The codes contain information about the control module in accordance with the following

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

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

The codes contain information about the control module

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