Electrical Systems - System Overview: Other Volvo XC90 I

CHARGE REGULATOR (ALTERNATOR CONTROL MODULE (ACM))

General

Scheme 93

For B8444S

Scheme 94

The generator (GEN) has an inbuilt charge regulator at the rear (also known as the alternator control module (ACM)). The regulator can be replaced. The carbon brushes are integrated on the slip rings on the rotor on 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 central electronic module (CEM), regulates the output voltage so that the battery receives optimal charge.

If the charge regulator is connected to the engine control module (ECM), it will use the commands from the engine control module (ECM) and central electronic module (CEM) to regulate output voltage so that the battery is charged optimally.

Charge regulator control

Scheme 95

Scheme 96

The above illustrations depict the two different types of connections for the alternator's regulator.

Depending on the model year and type of engine management system, the charge regulator (also known as the alternator control module (ACM)) is connected to either the central electronic module (CEM) or the engine control module (ECM). It communicates via LIN communication.

If the charge regulator is connected to the engine control module (ECM), the engine control module (ECM) then communicates with the central electronic module (CEM) regarding alternator control via the controller area network (CAN).

The central electronic module (CEM) has built-in functions for regulating voltage level and current consumption in the vehicle. The central electronic module (CEM) controls the charge regulator either directly or via the engine control module (ECM). In this manner, it also controls the current/voltage produced by the alternator.

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 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 slightly 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.

Scheme 97

Some alternators are fitted with freewheels between the rotor shaft and the pulley. However, it is possible to, see that the pulley is fitted with freewheels from the cover fitted over the pulley's nut in the centre. The freewheels allow the alternator's rotor shaft to rotate freely in one direction. This keeps any jerking in the belt transmission to a minimum. For engine B8444S, the alternator is not fitted with freewheels.

FUNCTION

GENERAL

Scheme 98

The above illustrations depict the two different types of connections for the alternator's regulator.

Output voltage from the generator (GEN) is calculated from the calculated battery temperature in order to charge the battery fully. The central electronic module (CEM) calculates the battery temperature using the outside temperature. The outside temperature is obtained from the outside temperature sensor.

The Rear electronic module (REM) checks the voltage on the battery and transmits the value out on the CAN network. The value is used in the Central electronic module (CEM), among others, for diagnosing the charging function.

CHARGING

When the ignition key is in position II (or III), the central electronic module (CEM) sends information to the charge regulator (also known as the alternator control module (ACM)) either directly or 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 (desired value), based on factors such as calculated battery temperature, is sent from the central electronic module (CEM) to the charge regulator either directly or via the engine control module (ECM). The regulator then controls so that the desired voltage is obtained by 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).

GENERAL

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 mounted on the front edge of the engine.

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.

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

The alternator has a built-in charge regulator (also known as the alternator control module (ACM)).

Note. Depending on the model year and type of engine management system, the charge regulator is connected to either the central electronic module (CEM) or the engine control module (ECM). It communicates via LIN communication.

The auxiliaries belt transfers power from the crankshaft pulley to the auxiliaries such as the power steering pump, air conditioning (A/C) compressor, and the generator. An automatic belt tensioner is used to adjust the belt tension. The belt is a Poly-v-belt.

The alternator with charge regulator is diagnosed via the central electronic module (CEM) provided the charge regulator is connected to the central electronic module (CEM).

If the charge regulator is connected to the engine control module (ECM), it is diagnosed by both the central electronic module (CEM) and the engine control module (ECM).

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 99

The global positioning system module (GPS) has a built-in 12 channel GPS receiver. The receiver is optimized for a frequency of 1575.42 MHz.

The global positioning system module (GPS) transmits two signals

1. A signal to the infotainment control module (ICM) indicating that the control module is awake.
2. A combination signal to the Phone module (PHM). Current, received position is transmitted when it is available, otherwise a calculated position is transmitted, based on the last known received position.

If there is no, or poor communication, with the GPS satellites, for example when in a tunnel, the global positioning system module (GPS) uses the information from other control modules for dead reckoning (i. e. to calculate the position of the vehicle).

The global positioning system module (GPS) requires the following to calculate the actual position

1. the information from the wheel rotation counters stored in the brake control module (BCM)
2. information about back-up (reverse) gear from the transmission control module (TCM)
3. information about whether the parking brake is applied from the driver information module (DIM)
4. information about whether the brake pedal is pressed or not from the brake control module (BCM)
5. information about the extent to which the traction control system is activated from the brake control module (BCM)
6. information about wheel size from the central electronic module (CEM).

All information is transmitted via the infotainment control module (ICM).

The navigation system needs signals from at least three GPS satellites to calculate the position of the vehicle in two planes.

For three dimensional position reckoning, signals are required from at least four satellites.

The position is measured both vertically and horizontally. The antenna continuously transmits information about the position of the vehicle to the GPS receiver. The position is accurate to within a maximum of 25 meters from the position calculated by both the GPS signal and dead reckoning. The accuracy is somewhat reduced when only dead reckoning is used. The fault increases with distance driven since position lost.

If there is signal interference, when traveling in tunnels or high rise areas for example, the accuracy may be reduced slightly.

For the system to determine the position as exactly as possible, the system must differentiate between signals coming directly the GPS satellites or those reflected by a high rise building for example.

When the ignition is switched off the power consumption of the GPS receiver must not exceed 0.1 mA. The receiver stores important information, such as the last GPS signal received if the power is cut.

The system can endure temperatures between -40 °C and 85 °C.

The global positioning system module (GPS) checks the input and output signals through an integrated diagnostic system.

Note. If the diagnostic information indicates a lost GPS signal, the signal should be checked outdoors. This is because the signal may be blocked if the vehicle is indoors.

Scheme 100

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

The GPS receiver supplies the antenna power at 0 - 4.75 ±0.5 V via a coaxial cable.

The antenna is located in front of the inner rear view mirror.

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.

The following 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 satellites, two-dimensional position fixing.
4. 3D Fix- contact with satellites, 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.

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

Software can be downloaded to the global positioning system module (GPS). 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.

After replacing the control module the module's unique ID number must be programmed in the Central electronic module (CEM).

Scheme 101

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

1. Phone module (PHM) (16/60)
2. Infotainment control module (ICM) (16/94).

The signal to the Phone module (PHM) is used by Volvo on Call/ Volvo on Call Plus to locate the vehicle in an emergency situation.

The signal 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 hot 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 hot 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 102

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 located under the left-hand seat.

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 input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if the control module detects an error. Any diagnostic trouble codes (DTCs) are stored in the control module memory.

The information can be read off using the diagnostic tool.

SIGNALS

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 103

Scheme 104

1. Washing off
2. Washing on
3. Spray pattern
4. Washer nozzle.

The XC90 has a system to clean the headlamp lenses. This is telescopic with double nozzles installed in the bumper under each headlamp.

Function

1. Each telescopic arm consists of a hollow piston which runs inside a cylinder
2. When washing, the pressure of the washer fluid presses the piston out
3. When the piston is in the deployed position, a relief valve opens and the fluid can move into the nozzle
4. When the pressure drops again, a return spring returns the piston into the cylinder
5. The washer nozzle has a unique spray pattern
6. The telescopic arm has a stroke of 120 mm
7. Color coordinated covers lie over the bumper in the resting position.

Note. Each washer nozzle is specially adapted for either the right or left-hand headlamp. Color coded: Right =gray, Left = black.

Scheme 105

1. Windshield washer reservoir
2. Pump
3. Relay
4. Central electronic module (CEM)
5. Steering wheel module (SWM)
6. Telescopic arm
7. Washer nozzle
8. Cover.

Pump

An electrical centrifugal pump increases the pressure of the fluid in the system. The windshield washer fluid presses the pistons out and then flows out through the nozzles and cleans the headlamps.

1. The pump is on the windshield washer reservoir at the pumps for the front and rear windshields
2. The motor is activated for 1 second for each wash
3. Maximum pump pressure = 4 bar
4. Output: 180 W.

Washing

Approximately 1 dl of washer fluid is used for each wash.

The capacity of the windshield washer reservoir is 6.5 liters.

Scheme 106

The left headlight control unit (LHCU) / right headlight control unit (RHCU) are located within the headlights.

The left headlight control unit (LHCU) / right headlight control unit (RHCU) handle the active regulation of the light beam. Active regulation means that the light beam is turned out to the left or right. The light beam is turned out at different amounts and different rates depending on vehicle speed and steering wheel angle.

Information is transferred between the left headlight control unit (LHCU), right headlight control unit (RHCU) and headlight control module (HCM) via LIN 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 headlight control module (HCM) or a fault arises in the left headlight control unit and/or the right headlight control unit (RHCU), active regulation ceases. If this is the case, the headlights are aimed straight ahead.

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

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.

Scheme 107

Active headlights are an intelligent headlight system that optimizes illumination of the road surface at night by turning out the light beam. The motorized headlights are controlled by the headlight control module (HCM), which retrieves signals from the CAN network.

In order to activate the active headlight function, the headlight control module (HCM) (4/118) needs information on the following: vehicle speed, current gear, light conditions.

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) for information from the twilight sensor (7/12)

The headlight control module (HCM) is activated automatically when the ignition switch is turned to position II. In order to turn out the light beam, the following conditions must be fulfilled

1. The vehicle must be in motion, that is to say travelling at a speed greater than 3.6 km/h (2.2 mph).
2. Reverse gear must not be engaged.
3. No daylight light conditions.

The switch for active headlights on the climate control module (CCM) (3/112) can be used to disable/enable the function.

When the function is active, the headlight control module (HCM) receives continual information on vehicle speed and steering angle. Vehicle speed is obtained from the brake control module (BCM) while steering angle information comes from the steering wheel angle sensor module (SAS) (3/254). This information enables the headlight control module (HCM) to calculate the current turn-out of the light beam.

Scheme 108

Note. Changing light pattern and limiting active control is only permitted on certain markets. The function is controlled by the software in Headlamp Control Module (HCM).

If the vehicle is designed for right-hand traffic and is used in a country where traffic drives on the left, the light beam must be shifted and active control limited so as not to blind oncoming traffic. This also applies if the vehicle is designed for left-hand traffic and is used in a country where traffic drives on the right.

In order to change the setting, hold the active headlight switch on the climate control module (CCM) depressed for at least five seconds.

When the setting has been changed, a message appears in the driver information module to indicate the current setting (for right-hand or left-hand traffic) of the vehicle.

When the setting has been changed and the vehicle is in "tourist mode"

1. When driving straight ahead, the light beam is turned in a suitable direction so as not to blind oncoming traffic.
2. As before, the light beam will also be turned out in the suitable direction when cornering, just not as much.
3. The light beam is also aimed down slightly (shorter beam length) so as not to blind oncoming traffic.

The vehicle must be stationary when the setting is changed.

Note. The light beam must under no circumstances be adjusted with the adjuster screws when in "tourist mode". If the light beam is adjusted with the adjuster screws when the system has aimed the headlights down, there is a substantial risk that the vehicle will blind oncoming traffic when the system resumes normal mode.

Scheme 109

The most important task of the headlight control module (HCM) is handling the active headlight function.

The control module is mounted beneath the driver's seat. The entire control module is removed from the vehicle upon replacement.

The headlight control module (HCM) communicates both with directly connected components, and with other control modules via CAN communication.

The control module checks activations and input and output signals using an integrated diagnostic system A diagnostic trouble code is generated if the control module detects a fault. In certain cases the control module replaces the faulty signal with a substitute value.

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 fault, a diagnostic trouble code is registered in the control module's internal memory. At the same time, a number of values that were frozen when the fault occurred are store. Depending on the severity of the fault, some functions will be fully or partially disabled. A warning or information text will appear in the driver information module (DIM) display. In addition, the LED in the active headlight button will flash. Diagnostic trouble codes and frozen values (detailed diagnostic trouble code information) can be read with a diagnostic tool via the data link connector in the vehicle.

In order to check whether the headlight control module (HCM) is supplied power and is grounded, the ignition switch can be set to position II.

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

Scheme 110

DESIGN

GENERAL

The security system in the vehicle is a distributed system which is monitored by the central electronic module (CEM). A number of other units and components are involved for the various functions.

Scheme 111

The central electronic module (CEM) (4/56) is the master unit for the immobilizer function. The central electronic module (CEM) and engine control module (ECM) are linked to each other through codes. The central electronic module (CEM) is also programmed with a code for each ignition key for the vehicle.

The central electronic module (CEM) transmits commands and signals to the other units in the system. The central electronic module (CEM) also approves the identity of the key. The key is checked via the antenna ring. The antenna ring is installed around the ignition switch. There is a transponder (communication circuit) in the ignition key. The identification code of the transponder is unique. The code must be learned by the central electronic module (CEM) before the key can be used to start the vehicle. This code is learned during at the factory. New keys can be added afterwards.

The central electronic module (CEM) checks the relay for the starter motor.

Scheme 112

The antenna ring (16/65) is installed around the ignition switch. The antenna ring is used to allow the central electronic module (CEM) to communicate remotely with the ignition key.

The antenna ring comprises a modulation circuit and a communication circuit. The modulation circuit converts signals between the central electronic module (CEM) and the communication circuit. The communication circuit is used to communicate with the key.

When the central electronic module (CEM) activates the antenna ring, a magnetic field is generated around the antenna ring. This magnetic field is converted in the key to an electrical current, which means that the key does not require further electrical supply.

Scheme 113

There is a communication circuit in the ignition key, known as a transponder. This circuit is supplied with power from the magnetic field that is formed around the antenna ring when the central electronic module (CEM) activates the antenna ring. Consequently, the transponder is not dependent on a further power supply.

In order for the key to be used in the vehicle, a code in the key must be entered by the central electronic module (CEM). When the vehicle is delivered from the factory, two keys are normally programmed. When a key has been programmed for the central electronic module (CEM), the key is locked and cannot be programmed for another vehicle.

Scheme 114

Engine control module (ECM) (4/46) checks the ignition system in the vehicle. The engine control module (ECM) also grants permission to the central electronic module (CEM) if the starter motor is to be allowed to operate when attempting to start. The functions are activated after an approved check of the ignition key has been carried out and an approved identity check has been performed between the engine control module (ECM) and the central electronic module (CEM).

In order for the engine control module (ECM) to work in the immobilizer system, the control module must be programmed with codes. This takes place the first time during installation at the factory, and then if the control module is replaced (when downloading software).

Scheme 115

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

To increase the security of the immobilizer system, the central electronic module (CEM) and the engine control module (ECM) are linked to each other with codes. The codes must be programmed if a control module is replaced before the vehicle can be started. Programming replaced control modules takes place automatically when downloading software into the new control module.

PROGRAMMING IGNITION KEYS

Ignition keys can be added and erased. A maximum of 6 key IDs can be programmed into the central electronic module (CEM). When programming a key, the key is identified to the control module with a code that is stored in the control module memory.

When a key is programmed for the vehicle, the remote control code is also entered if this is to be linked to the vehicle. However, the remote control code has nothing to do with the immobilizer system.

If a new key is added to a vehicle, the transponder in the key for this vehicle is locked and consequently cannot be programmed for another vehicle.

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 following applies for model year 2004: Ignition keys and remote controls are integrated. Therefore the code for the remote control and the transponder must be available when programming. These are programmed at the same time. This means that a key that has been erased can be programmed back into the same vehicle if both these keys are available. The codes are on the packaging in which the keys are supplied. If the codes are not available, a new ignition key must be ordered.

Keys are programmed via VIDA vehicle communication.

THE IMMOBILIZER SYSTEM

The function of the immobilizer is to make the vehicle unusable unless a genuine Volvo key that belongs to the vehicle is used. When the ignition key is turned to position II, a check is performed electronically to ensure that the correct key is being used. If the key is not approved, the engine will not start. The function of the system will not be noticed by the customer as long as an approved key is used and there are no faults.

Scheme 116

Deactivation

When the ignition key is turned to position II, the central electronic module (CEM) performs an identity check of the transponder in the key via the antenna ring. In response, the central electronic module (CEM) receives a code from the transponder, which is compared to the codes that are stored in the central electronic module (CEM). If the codes correspond, the key is approved.

At the same time, the central electronic module (CEM) activates the relay for the starter motor and commences an identity check between the central electronic module (CEM) and the engine control module (ECM). The engine control module (ECM) transmits a code to the central electronic module (CEM) and receives a code back. The central electronic module (CEM) also transmits the results of the key check to the engine control module (ECM). If the identity check between the engine control module (ECM) and the central electronic module (CEM) as well as the check on the key are OK, the engine control module (ECM) will transmit a command to the central electronic module (CEM) that the starter motor may be activated. The engine control module (ECM) will then also activate the ignition system.

Note. The engine control module (ECM) allows the starter motor to turn once the identity check between the engine control module (ECM) and the central electronic module (CEM) is complete. The starter motor will not be allowed to operate until the check on the ignition key is complete. Depending on the outcome of these two checks, the engine control module (ECM) will then determine whether the starter motor is to be allowed to operate.

If either of the checks fails, a message will appear in the display on the driver information module (DIM) and the engine will not start.

Activation

The immobilizer system is activated when the ignition key is turned to position 0 and the engine stops. The engine control module (ECM) then sends a command to the central electronic module (CEM) that the starter motor is no longer permitted to turn.

The immobilizer system contains safety functions for preventing the system from being activated in the event the engine should stop while the ignition is still switched on. In this case the engine control module (ECM) will wait for a while before a command is sent to the central electronic module (CEM) indicating that the immobilizer is to be activated. If an attempt is made to start the vehicle within this time, there will be no new communication between the engine control module (ECM) and the central electronic module (CEM).

The immobilizer system will neither be activated if the vehicle is still moving when the engine stops. Similarly, the engine will not stop if the engine control module (ECM) conducts an internal restart while driving.

If the ignition key is turned to position 0 but the key is not removed from the ignition switch, the engine control module (ECM) will wait for a while but then send a command to the central electronic module (CEM) to activate the immobilizer, despite the fact that the key has not been removed from the ignition switch.

ERROR MESSAGE IN THE DRIVER INFORMATION MODULE (DIM).

Two different error messages may be displayed in the Driver information module (DIM) display for the immobilizer function.

Note. Because the information is sensitive to change the exact wording cannot be written here.

1. Message regarding fault in the system for the immobilizer with reference to the user manual. The message is displayed when a problem has occurred in communication between the Central electronic module (CEM) and the Engine control module (ECM).
2. Message regarding prevented start with new attempt request. The message is displayed if a fault has occurred when reading the transponder in the key.

For further information, see Diagnostic trouble code (DTC) information for the relevant diagnostic trouble codes (DTCs) in the Information manager.

GENERAL

Scheme 117

The immobilizer system increases the level of the vehicle safety system by making it extremely difficult to use the vehicle unless a valid key, which belongs to the vehicle, is used to start it. The identity of the key is checked when the vehicle is started, and if the key is not approved the engine will not start. The customer will not notice this function as long as a valid key is used an no fault occurs.

The immobilizer system includes

1. Central electronic module (CEM)
2. Engine control module (ECM)
3. Antenna ring
4. Driver information module (DIM).

Definitions

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

Deactivated system: The key has been checked and 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)

ANTENNA RING (16/65)

ENGINE CONTROL MODULE (ECM) (4/46)

DRIVER INFORMATION MODULE (DIM) (5/1)

GENERAL

The security system in the vehicle is a distributed system which is monitored by the central electronic module (CEM). A number of other units and components are involved for the various functions.

Scheme 118

The central electronic module (CEM) (4/56) is the master unit for the immobilizer function. The central electronic module (CEM) and engine control module (ECM) are linked to each other through codes. The central electronic module (CEM) is also programmed with a code for each ignition key for the vehicle.

The central electronic module (CEM) transmits commands and signals to the other units in the system. The central electronic module (CEM) also approves the identity of the key. The key is checked via the antenna ring. The antenna ring is installed around the ignition switch. There is a transponder (communication circuit) in the ignition key. The identification code of the transponder is unique. The code must be learned by the central electronic module (CEM) before the key can be used to start the vehicle. This code is learned during installation at the factory. New keys can be added afterwards.

The central electronic module (CEM) controls the relay for the fuel pump and the relay for the starter motor (not applicable to B8444S).

ANTENNA RING

The antenna ring (16/65) is installed around the ignition switch. The antenna ring is used to allow the central electronic module (CEM) to communicate remotely with the ignition key.

The antenna ring comprises a modulation circuit and a communication circuit. The modulation circuit converts signals between the central electronic module (CEM) and the communication circuit. The communication circuit is used to communicate with the key.

When the central electronic module (CEM) activates the antenna ring, a magnetic field is generated around the antenna ring. This magnetic field is converted in the key to an electrical current, which means that the key does not require further electrical supply.

Scheme 119

There is a communication circuit in the ignition key, known as a transponder. This circuit is supplied with power from the magnetic field that is formed around the antenna ring when the central electronic module (CEM) activates the antenna ring. Consequently, the transponder is not dependent on a further power supply.

In order for the key to be used in the vehicle, a code in the key must be entered by the central electronic module (CEM). When the vehicle is delivered from the factory, two keys are normally programmed. When a key has been programmed for the central electronic module (CEM), the key is locked and cannot be programmed for another vehicle.

ENGINE CONTROL MODULE (ECM)

The engine control module (ECM) (4/46) controls the ignition system in the vehicle and controls activation of the starter motor via the starter motor relay (applicable to B8444S only). The engine control module (ECM) also grants permission to the central electronic module (CEM), indicating whether the fuel pump is permitted to run when ignition is attempted. These functions are activated once an approved check of the ignition key has been carried out and an identity check has been carried out between the engine control module (ECM) and the central electronic module (CEM) and the result approved.

In order for the engine control module (ECM) to work in the immobilizer system, the control module must be programmed with codes. 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).

DRIVER INFORMATION MODULE (DIM)

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.

To increase the security of the immobilizer system, the central electronic module (CEM) and the engine control module (ECM) are linked to each other with codes. Codes must be programmed in when replacing a control module in order for the vehicle to be started. Programming replaced control modules takes place automatically when downloading software into the new control module.

Ignition keys can be added or erased. A maximum of 6 key IDs can be programmed into the central electronic module (CEM). When programming a key, the key is identified to the control module with a code that is stored in the control module memory.

When a key is programmed for the vehicle, the remote control code is also entered if this is to be linked to the vehicle. However, the remote control code has nothing to do with the immobilizer system. If a new key is added to a vehicle, the transponder in the key for this vehicle is locked and consequently cannot be programmed for another vehicle.

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. Ignition keys and remote controls are integrated. Therefore the code for the remote control and the transponder must be available when programming. These are programmed at the same time. This means that a key that has been erased can be programmed back into the same vehicle if both these keys 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.

Keys are programmed via VIDA vehicle communication.

The function of the immobilizer is to make the vehicle unusable unless a genuine Volvo key that belongs to the vehicle is used. When the ignition key is turned to position II, a check is performed electronically to ensure that the correct key is being used. If the key is not approved, the engine will not start. The function of the system will not be noticed by the customer as long as an approved key is used and there are no faults.

Deactivation

Scheme 120

When the ignition key is turned to position II, the central electronic module (CEM) performs an identity check of the transponder in the key via the antenna ring. In response, the central electronic module (CEM) receives a code from the transponder, which is compared to the codes that are stored in the central electronic module (CEM). If the codes correspond, the key is approved.

At the same time, the central electronic module (CEM) activates the fuel pump and commences an identity check between the central electronic module (CEM) and the engine control module (ECM). The engine control module (ECM) transmits a code to the central electronic module (CEM) and receives a code back. The central electronic module (CEM) also transmits the result of the key check to the engine control module (ECM).

For B8444S, the following applies: if the identity check between the engine control module (ECM) and the central electronic module (CEM), plus the key check, are okay, the engine control module (ECM) will send a command to the central electronic module (CEM) indicating that the fuel pump is permitted to continue running. The engine control module (ECM) will then also activate the starter motor relay and the ignition system.

For other engines, the following applies: if the identity check between the engine control module (ECM) and the central electronic module (CEM), plus the key check, are okay, the engine control module (ECM) will send a command to the central electronic module (CEM) indicating that the fuel pump is permitted to continue running and that the starter motor may be activated. The engine control module (ECM) will then also activate the ignition system.

Note. The engine control module (ECM) allows the fuel pump (FP) to run until the key check and identity check between the engine control module (ECM) and the central electronic module (CEM) is complete. The starter motor will not be activated until the check on the ignition key is complete. Depending on the outcome of these two checks, the engine control module (ECM) will then determine whether the starter motor and fuel pump (FP) should be allowed to continue to operate.

If either of the checks fails, a message will appear in the display on the driver information module (DIM) and the engine will not start.

Activation

The electronic immobilizer system is activated when the ignition key is turned to position 0 and the engine stops.

For B8444S, the following applies: the engine control module (ECM) will then block activation of the starter motor relay and send a command to the central electronic module (CEM) stating that the fuel pump must not be activated.

For other engines, the following applies: the engine control module (ECM) then sends a command to the central electronic module (CEM) stating that the fuel pump is not permitted to turn over and that the fuel pump must not be activated.

The immobilizer system contains safety functions for preventing the system from being activated in the event the engine should stop while the ignition is still switched on. In this case the engine control module (ECM) will wait for a while before a command is sent to the central electronic module (CEM) indicating that the immobilizer is to be activated. If an attempt is made to start the vehicle within this time, there will be no new communication between the engine control module (ECM) and the central electronic module (CEM).

The immobilizer system will neither be activated if the vehicle is still moving when the engine stops. Similarly, the engine will not stop if the engine control module (ECM) conducts an internal restart while driving.

If the ignition key is turned to position 0 but the key is not removed from the ignition switch, the engine control module (ECM) will wait for a while but then send a command to the central electronic module (CEM) to activate the immobilizer, despite the fact that the key has not been removed from the ignition switch.

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 (Volvo scan tool). 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).

Two different error messages may be displayed in the Driver information module (DIM) display for the immobilizer function.

Note. Because the information is sensitive to change the exact wording cannot be written here.

1. Message regarding fault in the system for the immobilizer with reference to the user manual. The message is displayed when a problem has occurred in communication between the Central electronic module (CEM) and the Engine control module (ECM).
2. Message regarding prevented start with new attempt request. The message is displayed if a fault has occurred when reading the transponder in the key.

For further information, see Diagnostic trouble code (DTC) information for the relevant diagnostic trouble codes (DTCs) in the Information manager.

GENERAL

Scheme 121

The immobilizer system increases the level of the vehicle safety system by making it extremely difficult to use the vehicle unless a valid key, which belongs to the vehicle, is used to start it. The identity of the key is checked when the vehicle is started, and if the key is not approved the engine will not start. The customer will not notice this function as long as a valid key is used an no fault occurs.

The immobilizer system includes

1. Central electronic module (CEM)
2. Engine control module (ECM)
3. Antenna ring
4. Driver information module (DIM)
5. Remote-controlled immobilization (2010-, option, only certain markets)

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)

ANTENNA RING (16/65)

ENGINE CONTROL MODULE (ECM) (4/46)

DRIVER INFORMATION MODULE (DIM) (5/1)

PHONE MODULE (PHM) (16/60)

GENERAL

The infotainment control module (ICM) consists of the following replaceable components

1. display/printed circuit board
2. left-hand keypad
3. right-hand keypad
4. remote controls.

These units can be replaced individually.

Scheme 122

The display shows information about the function which is active. It also displays information when selecting functions and preferences for the infotainment system.

The display is connected via a cable direct to the printed circuit board. They are integrated in the same unit.

There are two display versions, standard and graphic. The standard display has three rows of text and a field with fixed symbols. The graphic display consists of a field with 128*64 pixels.

The printed circuit board has inputs for the display, keypads as well as in and outputs for power supply, ground, the CAN and MOST networks. 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). The control module must be reprogrammed when replacing the display and/or printed circuit board.

There are diagnostics for the power for the display. There are diagnostics for the printed circuit board.

Scheme 123

The left-hand keypad unit is on the left-hand side of the infotainment control module (ICM). The keypad is connected via a cable directly to the printed circuit board. The keypad unit has the following buttons

1. ON/OFF button (POWER)
2. buttons for direct access to the CD player and radio
3. buttons for searching on the CD player and radio
4. numeric buttons for the carphone, CD selection (CD changers only) and preprogrammed radio stations
5. a knob for the volume control
6. an infrared receiver for remote control.

The buttons are connected in button circuits. When a button is pressed the circuit closes. The infotainment control module (ICM) determines which button is pressed by the voltage level of the input signal from the circuit. The table below outlines which buttons are in the different circuits

There are diagnostics for the left-hand keypad unit.

Scheme 124

The right-hand keypad unit is on the right-hand side of the infotainment control module (ICM). The keypad is connected via a cable directly to the printed circuit board. The keypad unit has the following buttons

1. button for sound control (bass, treble etc)
2. button for carphone on/off (only for cars with carphones)
3. button for selecting the function, can be programmed by the user
4. buttons for the carphone and menu control
5. SIM card holder (only for cars with carphones)
6. button to open the CD tray
7. knob to select the source.

The buttons are connected in button circuits. When a button is pressed the circuit closes. The infotainment control module (ICM) determines which button is pressed by the voltage level of the input signal from the circuit. The table below outlines which buttons are in the different circuits

The SIM card holder is connected via a directly connected cable to the phone module (PHM). It is not connected to the infotainment control module (ICM).

There are diagnostics for the right-hand keypad unit.

Scheme 125

There are two different remote controls for the infotainment system. One is used for audio, radio and TV remote control. The other is used for remote control of the navigation system. The remote controls can be used to activate most of the functions which can be controlled via the keypad units on the infotainment control module (ICM) and via the buttons on the steering wheel.

The remote controls transmit infrared signals to the receiver unit which is in the left-hand keypad on the infotainment control module (ICM). The signals then go via the directly connected cable to the printed circuit board which controls the selected function.

This function can be used to read off the status or value of parameters. The presentation of the status or value can be obtained graphically or digitally. For further information about the different parameters, see DESCRIPTION OF PARAMETERS .

ACTIVATING COMPONENTS AND FUNCTIONS

This function can be used to activate components and functions which affect the infotainment control module (ICM). For further information about activations, 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 EXTENDED DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION .

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 needs to be removed from the center console to be replaced.

Parts of the infotainment control module (ICM) can be replaced. The control module must be reprogrammed when replacing the display and/or printed circuit board. The display/printed circuit board can be removed from the infotainment control module (ICM) after the front panel has been removed.

The MOST network is used for a total software reload.

Scheme 126

The Security on MOST function is intended to prevent non-approved control modules from being installed in the car for the infotainment system. This is to prevent the theft of units.

This function is controlled by the infotainment control module (ICM) (16/1). The infotainment control module (ICM) checks the serial number 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) then compares this 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 transferred from one car to another.

If a control module which is in the stored list gives an incorrect response, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM).

Scheme 127

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 the following components

1. display/printed circuit board
2. left-hand keypad
3. right-hand keypad
4. remote controls (up to two units).

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 on MOST function.

The infotainment control module (ICM) is in the center console. The control module is removed from the center console for replacement. The keypad unit and display/printed circuit board can be replaced separately. These are removed by detaching the front panel on the infotainment control module (ICM).

The infotainment control module (ICM) communicates with other control modules via CAN and 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 car.

A simple way to ensure that the infotainment control module (ICM) is powered and grounded is to check that the button lighting on the infotainment control module (ICM) is lit when the ignition key is in position I or II. The infotainment control module (ICM) is powered and grounded if the button lighting activates.

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

Scheme 128

GENERAL

The infotainment control module consists of the following replaceable components

1. display/printed circuit board
2. left-hand keypad
3. right-hand keypad
4. remote controls.

These units can be replaced individually.

Scheme 129

The display shows information about the function which is active. It also displays information when selecting functions and preferences for the infotainment system.

The display is connected via a cable direct to the printed circuit board. They are integrated in the same unit.

There are two display versions, standard and graphic. The standard display has three rows of text and a field with fixed symbols. The graphic display consists of a field with 128*64 pixels.

The printed circuit board has inputs for the display, keypads as well as in and outputs for power supply, ground, the CAN and MOST networks. The processor for the infotainment control module is on the printed circuit board. Therefore the printed circuit board contains all the functionality and logic for the infotainment control module. The printed circuit board also stores the software for the infotainment control module. The control module must be reprogrammed when replacing the display and/or printed circuit board.

There are diagnostics for the power for the display. There are diagnostics for the printed circuit board.

Scheme 130

The left-hand keypad unit is on the left-hand side of the infotainment control module. The keypad is connected via a cable directly to the printed circuit board. The keypad unit has the following buttons

1. ON/OFF button
2. buttons for direct access to the CD player and radio
3. buttons for searching on the CD player and radio
4. numeric buttons for the carphone, CD selection and preprogrammed radio stations
5. a knob for the volume control
6. an infrared receiver for remote control.

The buttons are connected in button circuits. When a button is pressed the circuit closes. The infotainment control module determines which button is pressed by the voltage level of the input signal from the circuit. The table below outlines which buttons are in the different circuits.

There are diagnostics for the left-hand keypad.

Scheme 131

The right-hand keypad unit is on the right-hand side of the infotainment control module (ICM). The keypad is connected via a cable directly to the printed circuit board. The keypad unit has the following buttons

1. button for sound control
2. button for carphone on/off
3. button for selecting the function, can be programmed by the user
4. buttons for the carphone and menu control
5. SIM card holder
6. button for CD ejection
7. knob to select the source.

The buttons are connected in button circuits. When a button is pressed the circuit closes. The infotainment control module determines which button is pressed by the voltage level of the input signal from the circuit. The table below outlines which buttons are in the different circuits.

The SIM card holder is connected via a directly connected cable to the phone module (PHM). It is not connected to the infotainment control module (ICM).

There are diagnostics for the right-hand keypad.

Scheme 132

There are two different remote controls for the infotainment system. One is used for audio, radio and TV remote control. The other is used for remote control of the navigation system.

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

The remote controls transmit infrared signals to the receiver unit which is in the left-hand keypad on the infotainment control module (ICM). The signals then go via the directly connected cable to the printed circuit board which controls the selected function.

READING OFF THE PARAMETERS

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).

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.

Parts of the Infotainment control module (ICM) can be replaced. The control module must be reprogrammed when replacing the display and/or printed circuit board.

The display/printed circuit board can be removed from the infotainment control module (ICM) after the front panel has been removed.

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

SECURITY ON MOST

Model year 2007 and 2008

Scheme 133

Model year 2009-2010

Scheme 134

Model year 2011

Scheme 135

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 136

The infotainment control module (ICM) acts as a gateway between the CAN and MOST network. 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 the following components

1. display/printed circuit board
2. left-hand keypad
3. right-hand keypad
4. remote controls (up to two).

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 keypad unit and display/printed circuit board can be replaced separately. These are removed by detaching the front panel on the infotainment control module (ICM).

The Infotainment control module (ICM) communicates with other control modules, via CAN communication and via 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 button lighting on the infotainment control module (ICM) is lit when the ignition key is in position I or II.

If the button lighting is activated, the Infotainment control module (ICM) is powered and grounded.

The table below summarizes the input signals to and output signals from the Infotainment control module (ICM). The signal types are divided into infra-red signals (IR), MOST communication and controller area network (CAN) communication. The illustration below displays the same information with the Volvo component designations.

Scheme 137

Scheme 138

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 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 139

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 supply power to the antenna amplifier. If the Multimedia module (MMM) is in the vehicle (does not apply to the USA), the sub antenna is connected from the antenna amplifier to the Integrated Audio Module (IAM) via the Multimedia module (MMM).

Scheme 140

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 141

The integrated audio module for 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, the speakers are connected to the audio module (AUD).

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.

Scheme 142

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 compensates the sound amplitude depending on the vehicle speed and has automatic loudness.

The Integrated Audio Module manages playback of compressed music formats from cd.

Support available for following formats

The integrated audio module (IAM) can play music via the AUX input.

The AUX input is located in the tunnel console.

From structure week 200848, there is support for playback of music via a USB/iPod-connection in the glove 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 200848, 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).

The integrated audio module (IAM) lowers the volume from the current source when the control module receives other audio information, such as indication from the parking assistance function or phone call.

If the vehicle is equipped with a Multimedia module (MMM), voice information is played via the existing speakers.

Scheme 143

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) (3/254) communicates via LIN with the Central electronic module (CEM) (4/56) and on to the Infotainment control module (ICM) (16/94) via the CAN network.

The Infotainment control module (ICM) transmits the signals on to the Integrated Audio Module (IAM) (16/1) via the MOST network.

Scheme 144

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 only supports USB accessories with the profile. 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 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

The Integrated Audio Module supports all cellphones with the profile with files in file format FAT32 and FAT16. The cellphone needs to be configured to 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

CONTROL MODULE

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 is available in three versions

1. Integrated amplifier, 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.

From structure week 200848, versions with support for reception of digital HD-radio are available. Only applies to the USA market.

The Integrated Audio Module manages playback of compressed music formats from cd.

Support available for following formats

From structure week 200848, there is support for playback of music via a USB/iPod-connection in the glove compartment (does not apply to Performance or CD-changers for 6 discs). Support available for the following formats

1. mp3
2. wav
3. wma

The speakers that are installed in the front and rear doors are connected to the control module 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 145

Scheme 146

Dashboard/Center console

The dashboard consists of a single unit.

The center console is detachable. The rear section can be detached and removed.

Seats

The XC90 is available with two different seat formats, five seater and seven seater.

Five seater

The second row of seats in the five seater version splits into three parts, 40-20-40 (%).

The backrests can be folded down individually. When the backrests are folded down, the seat moves downwards to give a flat cargo floor.

Seven seater

The seven seater version has a third row with two separate seats. The second row of seats can be moved and adjusted individually from front to rear.

To access the third row of seats, lift the control on the outer backrest on the second row of seats. The backrest folds forwards while the seat moves forward.

To fold the backrest on the third row of seats, use the control at the front edge of the seat cushions, beside the side panels. When the control is lifted, the seat cushions slide backwards and the backrests then fold.

If the center seat has an integrated child seat, the seat can be slid forward to the front position to remove the rear section of the center console. This gives occupants in the front seats better access to the child.

Scheme 147

1. Fog lamps
2. Motor, headlamp range adjustment
3. Side turn signal flashers
4. Sidemarker lamps
5. Low beam
6. Parking lamps
7. Turn signal lamps
8. High beam.

Front lighting

Unique to this design is that the entire headlamp housing can be removed. The entire headlamp housing is removed to replace the headlamp and bulbs.

1. The lens is made of clear plastic
2. There are separate reflectors for high and low beam
3. Integrated turn signal lamps and parking lamps
4. Headlamp range adjustment is as before.

Bi-xenon

Available as a factory option.

Fog lamps

Positioned in the bumper.

Scheme 148

1. Stop lamp (LED)
2. License plate lighting
3. Fog tail lamp (Parking lamps, USA)
4. Stop lamps
5. Back-up (reversing) lamp
6. Parking lamps (Fog tail lamp, USA)
7. Turn signal lamps.

Tail lamps

A new design where the entire tail lamp can be detached when changing bulbs.

1. High mounted stop lamp in the spoiler
2. The fog tail lamp is integrated in the bumper. (Parking lamps, USA)
3. A new type of bulb has been introduced. Two wire (4/P21W).

Scheme 149

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 behaviour.

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)

GENERAL

LIN (Local Interconnect Network) is a standardised 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 synchronisation 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 150

A = Frame

B = Header

C = Message

A message on LIN is called a frame and consist of the following parts

1. Synchronisation interrupt. Used to wake slave nodes that are in sleep mode.
2. Synchronisation field. The synchronisation field helps slave nodes to synchronise 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 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 acknowledgement 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 151

If you have access to an oscilloscope and measure on the LIN bus, a start-up procedure with subsequent communication can appear as illustrated in the figure above.

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 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

GENERAL

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 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 prioritised.

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.

NETWORK STRUCTURE

GENERAL

Scheme 152

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 153

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.

There are two different media players

1. the MD module (MP1) plays MiniDiscs
2. the CD module (MP2), which plays compact discs, can be a single disc player or a CD changer for six CDs.

The magazine for the CD changer is integrated in the control module. The MD Module (MP1) or CD Module (MP2) can be post-installed. A CD player and a CD changer cannot be installed at the same time.

The control modules are in the center console and are integrated in the infotainment control module (ICM).

The display on the infotainment control module (ICM) shows the current status of the selected media player. The media players are operated via the buttons on the infotainment control module (ICM).

All input and output signals from the control modules 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.

For further information about the MD Module (MP1), see DESCRIPTION OF VEHICLE COMMUNICATION INFORMATION .

For further information about the CD Module (MP2), see DESCRIPTION OF VEHICLE COMMUNICATION INFORMATION .

Using this function, the status or value of parameters can be read off. The status/value can be presented digitally. For further information about the different parameters, for the MD Module (MP1) see DESCRIPTION OF PARAMETERS and for the CD Module (MP2) see DESCRIPTION OF PARAMETERS .

New software can be downloaded into the MD module (MP1) and CD module (MP2). 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 control module is integrated in the infotainment control module (ICM).

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.

Scheme 154

The function of the media players, MD player (MP1) (16/107) and CD player (MP2) (16/106), is to play back minidiscs and compact discs.

The media players receive 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 MD and CD control modules have next/previous track, fast search forwards and reverse and random play (RND) functions. The CD changer also has a function for selecting the desired disc.

When playing back discs, the MD player (MP1) (16/107) or CD player (MP2) (16/106) transmits a signal on the MOST network to the audio module (AUD) (16/105) which then transmits signals to the loudspeakers and the headset outputs. Text stored on the discs is also transmitted via the MOST network to the display on the infotainment control module (ICM).

Scheme 155

The media players play back MiniDiscs and compact discs. There are two different media players

1. the MD module (MP1) plays MiniDiscs
2. the CD module (MP2), which plays compact discs, can be a single disc player or a CD changer for 6 CDs.

The control modules are in the center console.

The media player uses optical serial communication to communicate with other components on the MOST network. This means that all communication with the media player is via the infotainment control module (ICM). The media players are connected to 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 following table summarizes the input signals to and output signals from the media players. These signals type are only transmitted via MOST communication. The illustration below displays the same information with the Volvo component designations.

Scheme 156

CONSTRUCTION OF THE NETWORK

GENERAL

The MOST network is a fiber optic network in which all the control modules are connected in a ring. All messages within the MOST network go in the same direction from the infotainment control module (ICM) to the antenna module (ATM).

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 the 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 157

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 luminance 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 CD module (MP2) 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 in 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 more information about remedying this, see fault management on the MOST network.

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

GENERAL

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 stop 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 stops communicating, a diagnostic trouble code (DTC) is stored in the infotainment control module (ICM). There is a diagnostic trouble code (DTC) for each control module on the MOST network for this fault. The diagnostic trouble codes (DTCs) are ICM-1A51 to ICM-1A57.

Diagnostic trouble codes (DTCs) for missing communication are also stored for additional GPS and TMC units which are connected to the antenna module (ATM). The diagnostic trouble codes (DTCs) are ICM-1A58 and ICM-1A59.

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 internal faults 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 a break in it. This fault may occur if the bend radius of the cable is too small or the cable has been folded
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

GENERAL

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 the absence of light pulses 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 Mbps). 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 in control modules 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 CD module (MP2).

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 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 158

A data frame consists of different parts. This consists of check data, asynchronous, synchronous and 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.

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 should be activated. The infotainment control module (ICM) then creates space on the MOST network for the activations in the control module to transmit data, either synchronous or asynchronous. 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 CD module (MP2)
3. InstID - The ID number to differentiate between identical function units, for example two CD modules in the MOST network
4. FctID - 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. MP2. CD.01. Track, Length. Set(10).

This means: play song number 10 on the CD player in the CD module (MP2).

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

Replace = 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). The GBL cannot be used to program the infotainment control module (ICM). SBL is used to program the infotainment control module (ICM), in the same way as all the 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 of the light to all MOST control modules.

The PROG command on the CAN network 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).

This function is used to ensure that all control modules on the MOST network can be used. The MOST network starts in ignition positions I, II or III. The infotainment control module (ICM) checks that all the control modules on the MOST network have a valid serial number. If the infotainment control module (ICM) detects that one or more control modules does not have a valid serial number, those particular control modules will be set to disabled mode. This means that the control module functions cannot be used in the MOST network. The light pulses can only pass through the control module.

THE NETWORK

GENERAL

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 Mbps.

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 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.

Scheme 159

Model year 2011

Scheme 160

The MOST network can consist of up to seven different control modules.

The infotainment control module (ICM) deals with monitoring and communication on the MOST network. The infotainment control module (ICM) is in turn monitored by the central electronic module (CEM) on the CAN network.

From the Infotainment Control Module (ICM), the Integrated Audio Module (IAM) is included as standard on the MOST network.

The table below lists all the control modules which may be included in the MOST network.

Explanation

CAN = Controller Area Network, electrical network for communication.

LS CAN = CAN low-speed side

MOST = Media Oriented Systems Transport, fiber optic network for communication.

Master control module = Control module which monitors the MOST network.

Slave control module = Control module which supplies the MOST network functions.

Option = Factory installed accessories, during the purchase of a new car.

Accessory = After market installation.

FAULT MANAGEMENT ON MOST NETWORK

GENERAL

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).

GENERAL

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 to 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 161

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 separate identical function units, e. g., two CD-control modules in the MOST-net
4. FktID - ID-number for the function that is to be performed, e. g., 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 DESIGN

GENERAL

Model year 2011

Scheme 162

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 163

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 MOST NETWORK

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.

GENERAL

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 164

The MOST network can consist of up to seven different control modules.

The infotainment control module (ICM) deals with monitoring and communication on the MOST network. The infotainment control module (ICM) is in turn monitored by the central electronic module (CEM) on the CAN network.

From the Infotainment Control Module (ICM), the Integrated Audio Module (IAM) is included as standard on the MOST network.

The table below lists all the control modules which may be included in the MOST network.

Explanation

CAN = Controller Area Network, electrical network for communication.

LS CAN = low speed side of the CAN

MOST = Media Oriented Systems Transport, fiber optic network for communication.

Master control module = Control module which monitors the MOST network.

Slave control module = Control module which supplies the MOST network functions.

Option = Factory installed accessories, during the purchase of a new car.

Accessory = After market installation.

GENERAL

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).

GENERAL

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 to 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 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. 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 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. The infotainment control module informs certain control modules if a function in the control module must be activated. The infotainment control module 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

This means

1. The ID number of one of more control modules in the network
2. the ID number of a function unit, for example the CD function in the Integrated Audio Module
3. ID number to differentiate two identical function units, for example two CD control modules in the MOST network
4. The ID number of the function to be activated, for example play or stop
5. Specifies how the function is to be used, because a function can be used in different ways.

The message may appear as follows

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.

GENERAL

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 Subwoofer module (SUB).

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 MOST NETWORK

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.

GENERAL

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 165

A DVD player is integrated in the multimedia module (MMM). The DVD player is used for navigation. 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 navigation function in the multimedia module (MMM) calculates the position of the car using the signals from the GPS antenna. The GPS antenna is integrated in the antenna module (ATM).

The multimedia module (MMM) also has a built-in three dimensional piezo-electrical gyro. This supplies information about the movements of the car, such as any turns taken.

Information used from other nodes for navigation

1. the wheel rotation counter from the brake control module (BCM)
2. back-up gear position from the transmission control module (TCM) and central electronic module (CEM)
3. speed signal from the central electronic module (CEM).

Information from these control modules is transmitted to the infotainment control module (ICM) which then sends the information onwards to the multimedia module (MMM).

The map displayed on the screen indicates the position of the car. This position is adjusted using information from

1. the wheel rotation counter
2. the speed signal
3. the gyro in the multimedia module (MMM)
4. the back-up gear position
5. the GPS antenna
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 antenna module (ATM) via the MOST network. This information is displayed on the directly connected display screen. The traffic message channel (TMC) is a standardized code system for traffic messages. It provides information about road works, heavy traffic etc. The Japanese equivalent of TMC is called FM multiplex. This system is not available in the USA.

The navigation function also includes voice guiding which instructs the driving 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.

The multimedia module (MMM) uses the Windows CE operating system.

Scheme 166

Functions such as Mobile office, 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 on the infotainment control module (ICM).

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 VEHICLE COMMUNICATION INFORMATION .

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 under the left front seat.

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.

MENU CONTROL OF THE MULTIMEDIA MODULE (MMM)

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.

These commands are transmitted from the steering wheel module (SWM) (3/130) 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. An infra-red signal is transmitted from the remote control to an infra-red receiver on the infotainment control module (ICM), which in turn sends the signal on to the multimedia module (MMM) on the MOST network.

Scheme 167

The navigation function displays the location of the car and directions to the entered destination.

The navigation buttons on the steering wheel module (SWM) (3/130) are used to control the on-screen menu for navigation.

The multimedia module (MMM) (16/108) receives GPS signals from the antenna module (ATM) (16/110) via the MOST network.

Two signals are transmitted via the high speed side of the Controller area network (CAN) to the central electronic module (CEM) (4/56)

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) (16/1) via the low speed side of the Controller area network (CAN). The vehicle speed is also transmitted to the infotainment control module (ICM) from the central electronic module (CEM). This in turn sends the signals on 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 installed in order for the multimedia module (MMM) to select a route and display the position of the car. The multimedia module (MMM) is then able to calculate the position and display it on the directly connected screen (16/46).

MULTIMEDIA MODULE (MMM)

The multimedia module (MMM) is an optional control module. Its primary task is to manage 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 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 car.

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 number is incorrect. Try switching the ignition off and on if there are problems when replacing the control module.

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 unit is powered and grounded.

The multimedia module (MMM) is under the left front seat.

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 168

Scheme 169

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 170

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 infra-red receiver for the remote control is in the infotainment control module (ICM) (just under the volume knob). The infra-red receiver at the upper edge of the monitor is not active.

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).

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 installed under the left-hand front seat.

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 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 171

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 LIN to the Central electronic module (CEM) and on to the Infotainment control module (ICM) (16/94) on the CAN network. The Steering wheel module (SWM) 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.

Scheme 172

The navigation section in the Multimedia module (MMM) (16/108) calculates the vehicle's position from the information from

1. GPS antenna
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) (16/94), 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 173

The multimedia module (MMM) (16/108) receives GPS signals from the GPS antenna (16/64) 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 174

The multimedia module (MMM) (16/108) receives traffic information messages (TMC) via the TMC receiver. The signal is transmitted via the antenna amplifier. 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 optional module. Its most important task is handling the functions for

1. navigation
2. TMC
3. GPS
4. RGB output for the screen
5. DVD player

The GPS unit and the TMC receiver are integrated in the Multimedia module (MMM). The monitor is directly connected to the Multimedia module (MMM). The DVD player is integrated in the Multimedia module (MMM). The Multimedia module (MMM) has a hard disk where map information is stored.

Map data that is stored on the hard disc is updated via the DVD player.

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 installed under the left-hand front seat.

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 175

Scheme 176

RSC (Roll Stability Control)

The Volvo XC90 has an active system which counteracts any tendency to roll over, and gives the vehicle stability during violent avoidance maneuvers.

If there is a risk of the car turning over, RSC is activated. This function is integrated in DSTC (Dynamic Stability and Traction Control). It lowers the engine torque and stabilizes the vehicle by braking one or more wheels.

Foot controlled parking brake

The parking brake is applied by pressing the pedal on the floor. The handle in the light switch module (LSM) is used to release the parking brake.

Vacuum pump

B6294T has an electrical vacuum pump to ensure that the pressure is stable in the power brake booster.

1. The vacuum switch is on the power brake booster side
2. The switch is controlled via the system relay for the engine control module (ECM) and is connected in series to the vacuum pump.

General

For 17 " wheels, the diameter of the brake discs is 316 mm at the front and 308 mm at the rear.

New brake pads, more environmentally friendly. Lead free.

Scheme 177

1. Cable holder, cable to the brake shoes
2. Parking brake switch
3. Cable holder, cable to the handle
4. Parking brake pedal
5. Release handle.

The parking brake is mechanical and acts on the brake shoes in the brake drum on the rear wheels.

The brake pedal is operated when the driver presses the pedal.

The handle in the light switch module (LSM) is used to release the parking brake.

The switch for the parking brake warning lamp is on the mechanism for the parking brake.

The foot controlled mechanism has an integrated adjuster function.

The parking brake pedal is located

1. on the left-hand side at floor height

Scheme 178

The Volvo XC90 has an active system which counteracts roll over, and increases the vehicle stability during violent avoidance maneuvers.

An integrated gyroscope in the DSTC cluster calculates the dynamic angle of lean and therefore the risk of roll over.

If there is a risk of the car turning over, RSC is activated. This function is integrated in DSTC (Dynamic Stability and Traction Control). It lowers the engine torque and stabilizes the vehicle by braking one or more wheels.

1. The RSC function cannot be disabled
2. RSC is activated at speeds above 10 km/h
3. In RSC mode, the all-wheel drive (AWD) function is disengaged via the differential electronic module (DEM).

RSC, basic principles

Scheme 179

There are number of factors which could cause a wheel to leave the ground.

Caused by an obstacle. (Tripped roll-over)

1. the inner wheels hit a raised surface on the road. (1a)
2. if the outer wheels hit a fixed object in a corner. (1b).

Caused by friction when cornering. (Un-tripped roll-over)

1. the vehicle speed is too high in relationship to the radius of the corner. (2a).

Basic criteria for RSC to activate

1. the vehicle is traveling at a speed in excess of 10 km/h
2. one or more wheels is off the ground.

Note that when carrying heaving loads on the roof, the risk of roll over increases when taking sharp corners. (2b)

Overview sensor(s) for RSC

Scheme 180

1. Steering wheel angle sensor
2. Steering wheel angle sensor (SAS)
3. Cluster
4. Wheel sensor, front
5. Wheel sensor, rear
6. Brake control module (BCM)
7. Power brake booster housing
8. Brake pressure sensor
9. Brake pressure sensor
10. Pedal position sensor
11. Warning lamp
12. DSTC switch.

RSC is included in the same cluster as DSTC. The cluster is located under the right-hand seat.

The RSC function cannot be disabled using the DSTC button.

When switching off the DSTC switch, only the SC (Stability Control) function is disengaged.

Scheme 181

The Parking Assistance Camera (PAC) is located on the left-hand side of the cargo compartment, on top of the Trailer module (TRM). The Parking Assistance Camera (PAC) is equipped with three connections. One to the video camera, one to the video output and a CAN connection.

The Parking Assistance Camera (PAC) uses the connection to the camera to send control signals to the camera via LIN communication, receive LVDS video signals and to supply the camera with power.

The video output is used to transfer the NTSC video composite signal to the display screen via T connection on the Multimedia module (MMM).

The CAN connection is used to receive necessary signals from the Steering wheel angle sensor module (SAS), Central electronic module (CEM) and Brake control module (BCM).

The Parking Assistance Camera (PAC) is activated in ignition position II, when reverse is engaged. When the Parking Assistance Camera (PAC) is active, the camera is also active.

Parking Assistance Camera (PAC) switches off

1. ignition positions greater than II
2. if the ignition position is less than II for longer than 15 seconds
3. when reverse gear is disengaged for longer than 30 seconds.

Multimedia module (MMM) switches off

1. when reverse gear has been disengaged for longer than 15 seconds
2. or if the speed exceeds 10 km/h.

Logic for display screen

The display screen is controlled by the Multimedia module (MMM) and the screen is controlled by the Parking Assistance Camera (PAC).

When the navigation system is not active the following applies

1. The display screen goes up and the Parking Assistance Camera (PAC) displays images when reverse is activated in ignition position II.
2. When reverse is disengaged, the display screen is up displaying images for 15 seconds. If the vehicle speed is greater than 10 km/h during these 15 seconds, the display screen goes down. If the navigation system is activated during these 15 seconds, these images are displayed instead.

When the navigation system is active the following applies.

1. The Parking Assistance Camera (PAC) displays images when reverse gear is activated in ignition position II.
2. When reverse gear is disengaged, the parking camera image is displayed for 15 seconds. If the vehicle speed is greater than 10 km/h during these 15 seconds, images from the navigation system are displayed. If the switch for activating the navigation system is pressed during these 15 seconds, the navigation system image is displayed instead.

Scheme 182

The camera is located in the tailgate, slightly to the right of the handle.

After installing a new camera, it must be set so that the help lines are displayed in the correct place on the screen. This is carried out using a check procedure in Volvo's diagnostic tool. By activating the check procedure, the view of the camera is displayed on screen with a general semi-transparent pattern that should match the contour of the bumper, at the lower edge of the image.

The camera is only activated when the Parking Assistance Camera (PAC) is activated.

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

New software can be downloaded to the Parking Assistance Camera (PAC).

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.

Scheme 183

The signal with information about which gear is engaged is transmitted via the CAN network from the Central electronic module (CEM) (4/56) to the Parking Assistance Camera (PAC) (4/120) and Infotainment control module (ICM) (16/94). The Infotainment control module (ICM) transmits, in turn, the signal onwards via the MOST network to the Multimedia module (MMM) (16/108).

The Steering wheel angle sensor module (SAS) (3/254) transmits information about the steering wheel angle, via the CAN network, to the Central electronic module (CEM), which transmits the information on to the Parking Assistance Camera (PAC).

The Brake control module (BCM) (4/16) transmits signals about the speed via the CAN network to the Central electronic module (CEM), which transmits the signal onwards to the Infotainment control module (ICM) and the Parking Assistance Camera (PAC). The Infotainment control module (ICM) transmits, in turn, the signal onwards via the MOST network to the Multimedia module (MMM).

The Parking Assistance Camera (PAC) controls the camera (27/6) via LIN communication. The camera transmits a LVDS video signal to the Parking Assistance Camera (PAC). The Parking Assistance Camera (PAC) converts this signal to an NTSC video signal, which is transmitted to the display screen, via a T connector on the Multimedia module (MMM).

The task of the Parking Assistance Camera (PAC) is to facilitate parking. When reverse is engaged, the Parking Assistance Camera (PAC) is activated. An image on the display screen then shows what is behind the vehicle. The display screen also shows help lines that correspond to a distance of 0.3 and 1.5 m backwards. At right-angles to these help lines are lines that show the lateral position of the vehicle. If the steering wheel is moved, the help lines move to the lateral position of the vehicle.

The camera is located in the tailgate and the control module is located on the left-hand side of the cargo compartment.

The Parking Assistance Camera (PAC) communicates both with directly connected components via LIN communication and with other control modules via CAN communication.

The control module does not have integrated diagnostics, instead a black screen is shown in the event of a system fault.

The Parking Assistance Camera (PAC) and corresponding video camera can be replaced separately.

To check that the Parking Assistance Camera (PAC) is powered and grounded, ignition position II can be activated and reverse engaged when stationary. If the display screen rises and shows an image of what is behind the vehicle, the Parking Assistance Camera (PAC) is powered.

The table below summarizes the input signals to and output signals from the Parking Assistance Camera (PAC). The signal types are divided into directly connected signals, LIN communication and controller area network (CAN) communication. The illustration below displays the same information with the Volvo component designations.

Scheme 184

Scheme 185

The phone antenna is directly connected to the phone module (PHM).

The phone antenna is located in the windshield in front of the rear view mirror.

There are diagnostics for the antenna.

Scheme 186

The handset is directly connected to the phone module (PHM). The handset is located in the center console.

The phone module (PHM) determines if the call is to be connected via handsfree or handset from the click signal of the handset. When the handset is in the holder all calls are connected via handsfree. The handset is activated when it is removed from the holder. Note that voice calls do not go via the handset if it is lifted when an incoming call arrives or when an out going call is started using the ENTER button. The handset must be replaced and then lifted again for conversations via the handset. The reason for this is to avoid missing sound when the handset has been lifted accidentally. The click signal to the phone module (PHM) is controlled by a magnetic switch placed in the handset. The switch is closed by the magnet in the handset. When the handset is in the holder the click signal to the phone module (PHM) is 0 V, when the handset is used the signal is 5 V.

There are diagnostics for the handset.

Scheme 187

The holder for the customer's private SIM card is located in the key pad for the infotainment control module (ICM). The SIM card holder is serially connected to the phone module (PHM).

There are diagnostics for the SIM card holder.

Scheme 188

The switches for ON CALL and SOS are located in the instrument panel under the switch for the hazard warning signal 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).

Voltage supply and grounding of the switch lighting is via the phone module (PHM). The level of the light strength is adjusted using a pulse width modulated (PWM) signal.

There are diagnostics for the switches.

READING OFF THE PARAMETER VALUES

Using this service the status or value of parameters can be read out. The status/value is presented digitally.

REINSTALLING THE RESERVE BATTERY

This service can reset the value to 100% when the reserve battery has been replaced. After replacing the reserve battery in the phone module (PHM) with Volvo On Call functionality the battery algorithm must restored.

GENERAL

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 behind the center console.

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 (Volvo scan tool).

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 during the order process.

Volvo On Call is activated either via software orders or via the keypad on the Infotainment control module (ICM). After the Volvo On Call functionality is activated, the phone module (PHM) will wait for information about the position of the vehicle for 0.5-20 minutes. The position is sent from the Aerial module (ATM) (-2006) or Multimedia module (MMM) (2007-), the MOST network. During this time, the car must be parked outdoors with no large obstacles, which could prevent the Aerial module (ATM) (-2006) or Multimedia module (MMM) (2007-) 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 Plus 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 security code and the internal SIM card a phone module (PHM) with Volvo On Call functionality cannot be swapped from one vehicle to another.

ACTIVATING AND DEACTIVATING VOLVO ON CALL

It is also possible to activate or deactivate the Volvo On Call function by downloading software. The security access code must be retrieved from the Volvo central database. It is also possible to activate/deactivate the functionality via menu management. The instructions and activation code for this are available at the Volvo On Call ' web site. If necessary (misuse of Volvo On Call for example) the network operator can cancel the subscription of the internal SIM card for Volvo On Call. After activation of the Volvo On Call functionality the same applies as for replacing a control module as regards searching for GPS satellites and connecting calls to the 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 (key position I).

Scheme 189

When using the menu via the steering wheel buttons (3/131) 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 transmitted to the phone module (PHM) via the MOST network.

Menu management is displayed for the user in the display for the infotainment control module (ICM). Information is transmitted from the phone module (PHM) to the infotainment control module (ICM) via the MOST network.

When starting the phone module (PHM), receiving incoming calls or when using the phone, a request to use the display will be transmitted to the infotainment control module (ICM).

Phone calls can be connected via handsfree or the handset. The phone module (PHM) for the XC90 does not have a separate microphone or loudspeaker for handsfree.

For calls via handsfree the microphone and loudspeaker connected to the audio module (AUD) (16/105) are used. The phone module (PHM) transmits a request to the infotainment control module (ICM) to get access to the microphone and loudspeaker that are connected to the audio module (AUD).

VOLVO ON CALL

Model year -2006

Scheme 190

Model year 2007

Scheme 191

Volvo On Call is a system developed by Volvo where the owner has access to different services for safety and service. The service is based on the passenger or driver being able to contact a Volvo On Call Service Center by phone. The personnel at the service center, decide what action to take, depending on the circumstances. Using the information from the On Call system, including the exact position of the vehicle, the service center can quickly direct ambulance, police and recovery vehicles to the vehicle. The different services provided can be separated into two groups, service and safety.

A Volvo On Call service can be activated in one of the following ways

1. by the customer via 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 controls in the light switch module (LSM) (3/111).

Phone module (PHM) (16/60) receives the rheostat signal from the central electronic module (CEM) (4/56) via infotainment control module (ICM) (16/94) on the MOST network.

When activating a Volvo On Call service the phone module (PHM) transmits the information to the infotainment control module (ICM). The infotainment control module (ICM) transmits on to the driver information module (DIM) (5/1) that displays a text message that a Volvo On Call service is activated and what status it has.

Each time a Volvo On Call service is started the present vehicle data is transmitted to Volvo On Call Service Center. The vehicle data contains information about

1. Call type. SOS or On Call service.
2. The time at which the message was transmitted. The Phone module (PHM) receives information about time from the Aerial module (ATM) (16/110) (-2006) or the Multimedia module (MMM) (16/108) (2007-), via the MOST 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. The Phone module (PHM) receives the position of the vehicle, from the Aerial module (ATM) (-2006) or the Multimedia module (MMM) (2007-), via the MOST network.
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 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 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 phone 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
7. unpermitted movement.

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 acknowledgement 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 (Volvo scan tool). 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).

Unpermitted movement

Applies for the English, Dutch, and Belgian market from and incl. structure week 201020.

When the vehicle is to be used, the drivers must identify themselves by entering a six-digit code. If the vehicle is driven off without entering a code this is counted as an unpermitted movement

The function is activated automatically one minute after the vehicle's engine has been turned off, regardless of if the vehicle is locked or not. When the function is active the vehicle is monitored to detect unpermitted movement. Unpermitted movement is either that the vehicle is moved with the engine off (towing or loading and transport on trailer, etc.) or that the vehicle is driven off with the engine on without the right code having been entered. If the wrong code is entered three times in a row this will also be counted as an unpermitted movement, even if no movement has taken place. The limit value for unpermitted movement varies depending on current sensor status and on which market the vehicle has been sold. The limit value is normally between 100 - 400 metres. The function uses angle sensor, odometer, and GPS to detect unpermitted movement.

If the function detects unpermitted movement of the vehicle, a notice is sent from the vehicle to Volvo's On Call Service Center. The vehicle's owner and authorities or police can then be informed that the vehicle has been stolen. The Phone module (PHM) then continuously sends information to Volvo's On Call Service Center about the vehicle's whereabouts in the form of GPS coordinates. This information can be used to make it easier for the driver and authorities or police to locate and recover the vehicle.

Mobile applications (only applies to MY 2012)

Mobile applications use Volvo On Call to communicate with the vehicle.

Scheme 192

Two versions of the phone module (PHM) are available, with or without Volvo On Call functionality (market dependent).

The main function of the phone module (PHM) is to manage functions for

1. voice calls
2. automatic connection to service centers in the event of a collision or alarm (Volvo On Call)
3. connection to a service center for other services when the SOS or ON CALL button (Volvo On Call) has been pressed.

The control module is located behind the center console.

Phone module (PHM) with Volvo On Call functionality cannot be retro fitted.

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 a separate keypad but uses menu handling of the keypad and display for the infotainment control module (ICM).

The control module checks activations and input and output signals using 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 be alerted by a message in the driver information module (DIM) when 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 supplied with voltage there will be no communication with the MOST network and the system will shut off.

The phone module (PHM) has a SIM card reader for the customer private telephone subscription. For phone modules (PHM) with the Volvo On Call function there is also an internally mounted SIM card. This subscription is only connected to the service center which supplies Volvo On Call services.

The following applies to phones with Volvo On Call

A started Volvo On Call service will always have higher priority than a call via the customer's private telephone subscription. A normal phone call will either not be possible or will be interrupted while a Volvo On Call service is active.

The phone module (PHM) with Volvo On Call function has an integrated spare 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. 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. When the battery is replaced the level of the capacity must be restored to full value. This is carried out using VIDA (Volvo scan tool). 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 reserve loudspeaker. The loudspeaker is located internally in the control module and the microphone is located by the switches for Volvo On Call. The reserve microphone and the reserve loudspeaker are only used when a Volvo On Call service is activated and the normal loudspeaker and handsfree microphone 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 table below summarizes the input signals and output signals to and from the phone module (PHM). The signal type is divided into directly connected signals, MOST and CAN communication. The illustration below reproduces the same information and Volvo component designations.

Scheme 193

Scheme 194

The carphone antenna is directly connected to the phone module (PHM).

The carphone antenna is in the front windshield in front of the rear view mirror.

There are diagnostics for the antenna.

Scheme 195

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 solenoid 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. The signal is 5 V when the handset is in use.

There are diagnostics for the handset.

Scheme 196

The holder for the customer's private SIM card is in the keypad for the infotainment control module (ICM). The SIM card holder is connected to the phone module (PHM) via serially connected wiring.

There are diagnostics for the SIM card holder.

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, PHONE MODULE (PHM) .

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 about the different parameters, see DESCRIPTION OF PARAMETERS .

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 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 control module is positioned behind the center console.

After replacing the control module, check the unique serial number of the infotainment control module (ICM). If the serial number is not correct, the installed control module is not functioning.

If problems arise after downloading the software and the control module does not function, try switching the ignition off and then on again.

When totally reloading the software in the car, select CAN network.

Scheme 197

The phone module (PHM) (16/60) for the XC90 does not have its own keypad to control the menus. It uses the keypad on the infotainment control module (ICM) (16/1) panel.

When controlling the menus via the steering wheel buttons (3/131), the information is transmitted from the steering wheel module (SWM) (3/130) 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.

The menu is displayed for the user in the infotainment control module's (ICM) display. 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, a request is transmitted to the infotainment control module (ICM) to use the display when there are incoming calls or when the carphone is in use.

Telephone calls can be made either hands free or using the handset. The phone module (PHM) for the XC90 does not have its own microphone or loudspeaker for hands free.

The microphone and loudspeaker for the Audio module (AUD) (16/105) are used instead for hands free calls. The phone module (PHM) transmits a request to the infotainment control module (ICM) to access the audio module (AUD) loudspeaker and microphone.

Communication between the phone module (PHM), infotainment control module (ICM) and audio module (AUD) is via the MOST network.

Scheme 198

The main task of the phone module (PHM) is to manage voice calls.

The control module is behind the center console.

The phone module (PHM) communicates with components which are directly connected and with other control modules and components via serial communication. The phone module (PHM) uses the MOST network to communicate with other control modules. Diagnostic communication and software downloads are via the Controller area network (CAN).

The phone module (PHM) does not have its own keypad. The keypad and display for the infotainment control module (ICM) are used to manage menus.

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.

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.

If the phone module (PHM) is not powered, there will be no MOST network communication. The Infotainment Control Module (ICM) will then shut down all functionality on the MOST network.

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

Scheme 199

Scheme 200

There are two different types of control panels. In cars with power seats without memory, the control panel is directly connected to the motors and does not have a power seat module.

In cars with power seats and memory, the control panel is directly connected to the power seat module. An easy way of differentiating between power seats with memory (power seat module) 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.

This information refers to seats with memory (power seat module) unless otherwise stated.

The control panel is connected to the power seat module via wiring that is integrated in the control panel. The entire control panel must be replaced if there is a fault with the wiring or the panel.

The panel is 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)
3. Ground
4. To detect that a control panel is connected to the control module.

If there is no supply to the control panel, because of an open-circuit in the cable for example, the control module will not register any input signals from the control panel. If a cable breaks only that function will fail. For example Memory 1 cannot be programmed but the other memories are functioning.

The wiring cannot be replaced separately. The entire control panel must be replaced if there is a fault.

The control panel can be diagnosed.

New software can be downloaded into the power seat module. When ordering software, the hardware and the software 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 does not correspond, the database is updated with the configuration of the car. New software is downloaded after the update is complete.

A control module may already have software installed which will result in incorrect information being updated on Volvo's Central Database. To avoid this, tick the box in the VIDA software manager indicating the software has been replaced when the control module has been replaced.

A number of customer parameters can be programmed into the power seat module. These customer parameters are stored in the control module but not in the Volvo central database. This means that the customer parameters must be reprogrammed when the hardware is replaced and when downloading software.

The power seat module calculates the current required by the motors. A current limit can be set to protect the wiring from high currents.

1. There is a parameter which detects when the seat has reached its limit position, in other words blocked motor. (Programmable)
2. There is a parameter for detecting short-circuits (Can be read off).

The value of the current for a blocked motor can be set using the diagnostic tool. When programming, the value of the blocked motor must be less than the value for a short-circuit. If this is not the case, the control module will indicate a short-circuit in the cable when the seat is run to its limit position.

The motor stops when the current exceeds the value for a blocked motor and the control module registers no pulses from the Hall sensor. The level of current for a blocked motor can be set between 9 and 20 Amperes.

It is possible to reprogram the function so that the seat is automatically set by remote control. With this function activated the seat can be set using the remote control. This function is removed if it is deactivated.

Scheme 201

There are four buttons for programming seat positions. There are three memory buttons, 1, 2 and 3 and a programming button, MEM.

To program a new seat position, move the seat to the desired position and press MEM and one of the memory buttons at the same time.

To move the seat to a programmed position press and hold down the desired memory button. The button must be kept depressed for the seat to move. The seat stops if the button is released.

The seat stops moving when the position of the seat matches the position programmed into the memory. If another button is pressed the seat will stop moving. The seat will not move if no position is programmed.

If the car was built in structure week 9950 or later, the car has door mirrors with memories. When the desired memory button is pressed, the mirrors and seat are set to the desired positions. Data is sent from the power seat module (4/52) to the passenger door module (3/126) (3/127) to set the door mirrors to the programmed position. The memory positions of the door mirrors are stored in the driver's door module (DDM) (3/126) and passenger door module (PDM) (3/127). When setting a new mirror position, this is stored in each control module. The position of the driver's door mirror is stored in the driver door module (DDM). The position of the passenger door mirror is stored in the passenger door module (PDM).

When the seat is run, a maximum of two motors are activated at the same time. If all motors need to operate to reach the programmed position, there is an order of priority. Motor 1 (front-rear adjustment) and Motor 2 (backrest adjustment) operate first.

Each seat motor has a Hall sensor which detects the current seat position. When one of the stepper motors for the seat is run, the control module counts the number of pulses from the Hall sensor. The Hall sensor counts the number of revolutions made by the motor by detecting a magnet on the motor shaft. This creates a pulse for each revolution of the motor.

When a seat position is stored, information about the number of pulses recorded from each motor is stored in a memory, allowing the position of the seat to be saved.

When one of the memory buttons is pressed in, the control module calculates which motors need to be run and in which direction to obtain the desired position.

Scheme 202

On a power seat, the backrest can be adjusted, the seat height can be altered and the seat can be moved forwards or backwards. There are four motors for moving the seat. The control buttons are on the outside of the seat and are in the shape of a small seat and a small backrest. There are two control buttons on each panel. The buttons are spring-loaded, so they must be held pressed in for the seat to move.

The seat can be maneuvered

1. Within a period of 9 minutes and 40 seconds of the door being opened
2. Within 40 seconds of the door being closed
3. With the key in the radio position
4. With the ignition on.

Scheme 203

There are three memories in the power seat module (PSM) which store the seat positions for a maximum of 3 remote controls. There are also three further memory positions which can be stored from the control panel. The seat can store a total of six different memory positions.

Cars with power seats with memory have a personal setting function. Using this function, the positions of the mirrors and seat can be stored individually for each remote control (a maximum of three remote controls, i. e. remote memory positions 1, 2 and 3).

The customer parameters in the power seat module (4/52) determine whether the remote memory for the seat is activated or not.

From model year 2003 inclusive the remote control memory for the mirrors can also be switched off. This is done using a customer parameter in the driver's door module (DDM) (3/126) and passenger door module (PDM) (3/127). "Programming of the remote control settings" for seats and mirrors is carried out via VIDA vehicle communication.

The signal from the remote control is transmitted to the upper control module (UEM) (4/70) when the car is locked or unlocked. The upper electronic module (UEM) also identifies which remote control is being used. The central electronic module (CEM) (4/56) receives this information from the upper electronic module (UEM). The central electronic module (CEM) identifies and stores the remote control which is being used and determines the data to be sent to the power seat module (PSM) (4/52), driver door module (DDM) (3/126) and passenger door module (PDM) (3/127). This is done when the door is opened.

For model year 2003 the central electronic module (CEM) transmits information about which remote control locked the car.

From model year 2003 inclusive , the central electronic module (CEM) transmits information about which remote control locked the car and which unlocked the car.

If the position of the seat is changed, the power seat module (PSM) (4/52) stores the new position before reverting to sleep mode.

Remote memory positions are stored in the power seat module (PSM) in the following cases

1. 10 minutes after the door has been opened
2. 1 minute after the door has been closed
3. With the ignition off
4. When the key is removed from the ignition switch
5. When a new remote control is activated.

The remote memory positions for the door mirrors are stored for the driver door module (DDM) and passenger door module (PDM) in the following cases

1. When the key is removed from the ignition switch
2. When a new remote control is activated.

When the car is unlocked, the power seat module (PSM) uses the information about which remote control unlocked the car. This is so that the correct remote memory position can be selected (i. e. the seat position last set by the driver for this remote control). When the door is opened the seat starts to move to the programmed remote memory position. The seat can be stopped by pressing one of the buttons on the control panel.

If the car is opened with a key, the memory settings for the seat are not affected. Remote operation of the seat is not possible if the key is in the ignition switch.

On model year 1999-2002 cars, the system may exhibit unwanted properties. Only information about which remote control unlocked the car is transmitted, a new memory position is not stored if the car was unlocked before this. This is because when a car door is opened and the power seat module (PSM) switches into active mode, the module is unable to identify which remote control is being used.

In addition, when a door is open, it takes 10 minutes before the power seat module (PSM) switches to sleep mode. If this occurs, and the customer then attempts to set a new seat position, the information about which remote control opened the door will have been lost and a new memory position will not be stored.

Scheme 204

Power seats without memory do not have memory management buttons. The seat motors can only be operated directly via the control panel. This type of seat does not have a power seat module (PSM). The seat motors are directly connected to the control panel.

The table below summarizes input and output signals to and from the power seat module (4/52). The signal types are divided into directly connected signals, serial communication and Control area network (CAN) communication. The illustration below displays the same information with the Volvo component designations.

Scheme 205

CONTROL PANEL

There are two different types of control panels. In vehicles with power seats without memory, the control panel is directly connected to the motors and does not have a power seat module (PSM).

In vehicles with power seats with memory, the control panel is directly connected to 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.

This information refers to seats with memory (with a power seat module (PSM)) unless otherwise stated.

The control panel is connected to the control module via wiring that is integrated in the control panel. The entire control panel must be replaced if there is a fault with the wiring or the panel.

The panel is 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)
3. Ground
4. To detect that a control panel is connected to the control module.

If there is no supply to the control panel, because of an open-circuit in the cable for example, the control module will not register any input signals from the control panel. If a cable breaks only that function will fail. For example Memory 1 cannot be programmed but the other memories are functioning.

The wiring cannot be replaced separately. The entire control panel 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.

If the comparison between the car and the Volvo central database does not correspond, the database is updated with the configuration of the car. New software is downloaded after the update is complete.

A control module may already have software installed which will result in incorrect information being updated in the Volvo Central Database. To avoid this, tick the box in the VIDA software manager indicating the software has been replaced when the control module has been replaced.

A number of customer parameters can be programmed into the power seat module (PSM). These customer parameters are stored in the control module but not in the Volvo central database. This means that the customer parameters must be reprogrammed when the hardware is replaced and when downloading software.

The power seat module (PSM) calculates the current required by the motors. A current limit can be set to protect the wiring from high currents.

1. There is a parameter which detects when the seat has reached its limit position, in other words blocked motor. (Programmable)
2. There is a parameter for detecting short-circuits. (Can be read off).

The value of the current for a blocked motor can be programmed using VIDA (Volvo scan tool). When programming, the value of the blocked motor must be less than the value for a short-circuit. If this is not the case, the control module will indicate a short-circuit in the cable when the seat is run to its limit position.

The motor stops when the current exceeds the value for a blocked motor and the control module registers no pulses from the Hall sensor. The level of current for a blocked motor can be set between 9 and 20 Amperes.

It is possible to reprogram the function so that the seat is automatically set by remote control. With this function activated the seat can be set using the remote control. This function is not available if it is deactivated.

Scheme 206

There are four buttons for programming seat positions. There are three memory buttons, 1, 2 and 3 and a programming button, MEM.

To program a new seat position, move the seat to the desired position and press MEM and one of the memory buttons at the same time.

To move the seat to a programmed position press and hold down the desired memory button. The button must be kept depressed for the seat to move. The seat stops if the button is released.

The seat stops moving when the position of the seat matches the position programmed into the memory. If another button is pressed the seat will stop moving. The seat will not move if no position is programmed.

On vehicles with mirrors with memories, the desired positions for the mirrors and seat are set when the relevant memory button is pressed. Information is sent from the power seat module (PSM) (4/52) to the passenger door module (PDM) (3/127) and driver door module (DDM) (3/126) to set the door mirrors to the programmed position. The memory position of the door mirrors are stored in the driver door module (DDM) and the passenger door module (PDM). When setting a new mirror position, this is stored in each control module. The position of the door mirror on the driver's side is stored in the driver door module (DDM). The position of the door mirror on the passenger side is stored in the passenger door module (PDM).

When the seat is run, a maximum of two motors are activated at the same time. If all motors need to operate to reach the programmed position, there is an order of priority. Motor 1 (front-rear adjustment) and Motor 2 (backrest adjustment) operate first.

Each seat motor has a Hall sensor which detects the present position of the seat. When one of the stepper motors for the seat is run, the control module counts the number of pulses from the Hall sensor. The Hall sensor counts the number of revolutions made by the motor by detecting a magnet on the motor shaft. This creates a pulse for each revolution of the motor.

When a seat position is stored, information about the number of pulses recorded from each motor is stored in a memory, allowing the position of the seat to be saved.

When one of the memory buttons is pressed in, the control module calculates which motors need to be run and in which direction to obtain the desired position.

Scheme 207

On a power seat, the backrest can be adjusted, the seat height can be altered and the seat can be moved forwards or backwards. There are four motors for moving the seat. The control buttons are on the outside of the seat and are in the shape of a small seat and a small backrest. There are two control buttons on each panel. The buttons are spring-loaded, so they must be held pressed in for the seat to move.

The seat can be maneuvered

1. Within a period of 9 minutes and 40 seconds of the door being opened
2. Within 40 seconds of the door being closed
3. With the key in the radio position
4. With the ignition on.

Scheme 208

There are three memories in the power seat module (PSM) which store the seat positions for a maximum of 3 remote controls. There are also three further memory positions which can be stored from the control panel. The seat can store a total of six different memory positions.

Cars with power seats with memory have a personal setting function. Using this function, the positions of the mirrors and seat can be stored individually for each remote control (a maximum of three remote controls, i. e. remote memory positions 1, 2 and 3).

The customer parameters in the power seat module (PSM) (4/52) determine whether the remote memory for the seat is activated or not.

The remote control memory for the door mirrors can also be switched off. This is done using a customer parameter in the driver door module (DDM) (3/126) and passenger door module (PDM) (3/127). "Programming of the remote control settings" for seats and mirrors is carried out via VIDA vehicle communication.

The signal from the remote control is transmitted to the upper control module (UEM) (4/70) when the car is locked or unlocked. The upper electronic module (UEM) also identifies which remote control is being used. The central electronic module (CEM) (4/56) receives this information from the upper electronic module (UEM). The central electronic module (CEM) identifies and stores the remote control which is used. It also determines what information must be sent to the power seat module (PSM), driver door module (DDM) and passenger door module (PDM). This is done when the door is opened.

The central electronic module (CEM) transmits information about which remote control locked the vehicle and which remote control unlocked the vehicle.

If the position of the seat is changed, this new position is stored after 5 seconds.

Remote memory positions are stored in the power seat module (PSM) in the following cases

1. 5 minutes after the door has been opened
2. 1 minute after the door has been closed
3. With the ignition off
4. When the key is removed from the ignition switch
5. When a new remote control is activated.

The remote memory positions for the door mirrors are stored for the driver door module (DDM) and passenger door module (PDM) in the following cases

1. When the key is removed from the ignition switch
2. When a new remote control is activated.

When the car is unlocked, the power seat module (PSM) uses the information about which remote control unlocked the car. This is so that the correct remote memory position can be selected (i. e. the seat position last set by the driver for this remote control). When the door is opened the seat starts to move to the programmed remote memory position. The seat can be stopped by pressing one of the buttons on the control panel.

If the car is opened with a key, the memory settings for the seat are not affected. Remote operation of the seat is not possible if the key is in the ignition switch.

In addition, when a door is open, it takes 5 minutes before the power seat module (PSM) switches to sleep mode. If this occurs, and the customer then attempts to set a new seat position, the information about which remote control opened the door will have been lost and a new memory position will not be stored.

MANEUVERING SEATS WITHOUT MEMORY

Power seats without memory do not have memory management buttons. The seat motors can only be operated directly via the control panel. This type of seat does not have a power seat module (PSM). The seat motors are directly connected to the control panel.

The primary task of the power seat module (PSM) is to manage the functions for

1. seat operation
2. storage of memory positions (seat positions only).

The control module is under the seat on the driver's side. The seat must be removed in order to replace the control module.

The power seat module (PSM) communicates with directly connected components and with other control modules via CAN communication.

The control module checks activations and input and output signals via an integrated diagnostic system. A diagnostic trouble code (DTC) is stored in certain cases 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 (Volvo scan tool).

A simple way to check that the power seat module is supplied with power and grounded is to move the seat.

If the voltage is below 8.5 V or above 16.0 V, the power seat module (PSM) will not function. If the voltage increases to above 9.0 V or falls below 15.5 V, the control module will function again.

The table below summarizes input and output signals to and from the power seat module (PSM) (4/52). 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 209

Scheme 210

The inclination sensor module (ISM) is on the left-hand side of the rear relay box.

The inclination sensor module (ISM) is powered from the rear electronic module (REM), which both activates and deactivates it. Information is transferred from the inclination sensor module (ISM) to the rear electronic module (REM) using serial communication.

The inclination sensor module (ISM) detects when the angle of the car changes. If the angle changes when the car is alarmed, a signal is transmitted to the rear electronic module (REM) which sends this data out on the controller area network (CAN) to activate the alarm.

There are diagnostics for the Inclination Sensor Module (ISM).

Scheme 211

Cars with Bi-Xenon lamps have a position sensor so that the headlamps can automatically adjust beam length. The vertical adjustment accounts for load and road conditions to reduce the risk of dazzle.

The position sensor is beside the rear axle and is connected to the left-hand rear control arm by a linkage system. This linkage system affects the sensor, allowing the angle of the car to be gauged.

The position sensor is directly connected to the rear electronic module (REM) via three inputs. Two are used for the power supply and ground connection for the sensor. One input is used for signals about the angle of the car. The signals are received by the rear electronic module (REM) which sends them onwards via the Control area network (CAN) to the central electronic module (CEM) which controls the headlamp range adjustment function.

The position sensor can be calibrated using VIDA (Volvo scan tool). The calibration is saved in the rear electronic module (REM) and must be carried out again if the rear electronic module (REM) or position sensor is replaced.

There are diagnostics for the position sensor.

Scheme 212

The fuel level in the tank is measured by two sensors. The sensors are located on each side of the fuel tank. Cars with engine B5244S6 have only one sensor, on the pump side. The sensors are directly connected to the rear electronic module (REM).

There are different tables for different fuel tank sizes. These are stored in the rear electronic module (REM) and indicate which sensor values correspond to the remaining fuel in the tank. The rear electronic module (REM) determines which tank is in the car by reading a parameter.

The resistance of the sensor increases as the fuel volume in the tank decreases. The signals from the sensors are compared with the values in the fuel tank table to obtain a value for the remaining fuel volume. This data is displayed by the fuel gauge in the driver information module (DIM).

If the sensors are faulty, the fuel gauge will show 0.

There are diagnostics for the fuel level sensors.

Scheme 213

CNG (Compressed Natural Gas)

The fuel level in the gasoline tank operates in the same way as for cars with B5244S6 engines, using a sensor in the tank. A combined pressure and temperature sensor is used to measure the fuel level in the gas tank. The sensor is on the left-hand side of the gas tank.

The sensor is directly connected to the rear electronic module (REM). The signals from the sensor are transmitted to the rear electronic module (REM) where they are calculated and sent to the driver information module (DIM) via the Control area network (CAN).

There are diagnostics for the fuel level sensor.

LPG (Liquefied Petroleum Gas)

The fuel level in the gasoline tank operates in the same way as for cars with B5244S6 engines, using a sensor in the tank.

A sensor, on the right-hand side of the tank, is used to measure the fuel level in the LPG tank. The sensor is directly connected to the rear electronic module (REM). The signals from the sensor are compared with a table stored in the rear electronic module (REM). Data about the remaining volume of fuel is transmitted via the Control area network (CAN) to the driver information module (DIM).

There are diagnostics for the fuel level sensor.

Scheme 214

There are shut-off valves on the gas tanks to open and close the tank valves on bi-fuel cars.

These are positioned at the inlet/outlet on each gas tank. There is one for LPG and three for CNG.

The valves are controlled electro-magnetically and powered via a relay directly connected to the rear electronic module (REM). The rear electronic module (REM) activates the relay when a request for gas power is transmitted on the controller area network (CAN).

The valves close when the car is running on gasoline, when the ignition is switched off or in the event of a collision.

The valves can be opened via a diagnostic command by activating the relay for the gas valves. Activation is carried out in VIDA via the vehicle communication socket.

The valves can also be closed manually using an Allen key or opened by unscrewing the shut-off valve and replacing it with a special tool.

There are diagnostics for the shut-off valve relay.

Scheme 215

The rear fog lamp are in the tail lamps. The fog lamps are operated via a button in the light switch module (LSM). An LED in the button lights when the fog lamps are activated. The rear fog lamp can only be activated when low beam is on (market dependent). The light switch transmits information to the central electronic module (CEM) using serial communication when the button for the rear fog lamp is pressed. The central electronic module (CEM) transmits the data via the Controller area network (CAN) to the rear electronic module (REM). The power supply for the lamps is via a directly connected relay on the rear electronic module (REM).

When reactivating key position II, the function is set to non-activated mode.

In order to detect bulb faults for the rear fog lamp, the rear electronic module (REM) detects the power consumption in the circuit using a directly connected shunt. If the power consumption falls below a certain limit, a fault is indicated and a text message is displayed in the driver information module (DIM).

There are diagnostics for the rear fog lamp relay.

BACK-UP LAMP

There are two back-up (reversing) lamps. These are in the tail lamps. The back-up (reversing) lamp lights when back-up (reverse) gear is selected. The back-up (reversing) lamps are connected to the rear electronic module (REM) via a directly connected relay. The lamps are powered via the relay.

Cars with manual transmissions

Cars with manual transmissions have a back-up (reverse) switch on the transmission. The switch closes and transmits a directly connected signal to the central electronic module (CEM) when back-up (reverse) gear is selected.

There are diagnostics for the back-up (reversing) lamp relay.

Cars with automatic transmissions

In cars with automatic transmissions, a signal is transmitted from the transmission control module (TCM) on the Control area network (CAN) to the central electronic module (CEM) indicating that back-up (reverse) gear is selected.

There are diagnostics for the back-up (reversing) lamp relay.

BRAKE LIGHT

The stop lamps are in the tail lamps. The lamps light when the stop lamp switch on the brake pedal is closed. The stop lamp switch is connected to the central electronic module (CEM). The signal from the stop lamp switch is sent on to the rear electronic module (REM) via a hardwired cable. The power supply for the lamps is via a directly connected relay on the rear electronic module (REM). In order for the stop lamps to work when the ignition is not on, there is no logic in the rear electronic module (REM) to activate the relay. The relay is activated directly by the signal from the stop lamp switch. The rear electronic module (REM) receives data via the controller area network (CAN) from the central electronic module (CEM) indicating that the stop lamp switch is activated.

In order to detect faults in the stop lamps, the rear electronic module (REM) detects the power consumption in the lamp circuit using a directly connected shunt. If the power consumption falls below a certain limit, a fault is indicated and a text message is displayed in the driver information module.

Scheme 216

There is a high-mounted stop (brake) lamp on the inside of the rear windshield. This lamp lights during braking together with the standard stop lamps. The stop lamp is activated when the stop lamp switch on the brake pedal is closed.

The high mounted stop lamp is supplied with power directly from the rear electronic module (REM). The lamp consists of a number of LEDs.

There are diagnostics for the high level stop lamp.

Scheme 217

There are heating loops in the glass for demisting and to prevent ice from forming. The loops heat up when they are supplied with power. The power supply is via a relay on the rear relay box. The relay is controlled by the rear electronic module (REM).

Rear demist is controlled using a switch on the right-hand side of the climate control module (CCM).

The engine must be running for the demister to work. Press the button again to switch off the function. Demisting is switched off automatically after the maximum time of 12 minutes.

The relay can be diagnosed by the rear electronic module (REM). The switch can be diagnosed via the climate control module (CCM).

Scheme 218

There are lamps in the cargo compartment. In the XC90 there is a lamp in the trunk lid. The lamps light when the trunk lid is open. The cargo compartment lighting is powered directly from the rear electronic module (REM).

There are diagnostics for the cargo compartment lighting.

Scheme 219

There is a 12V socket on the right-hand side of the cargo compartment. This socket can be used to power a number of accessories.

The socket is directly connected to the 30-supply via a fuse and a directly connected shunt on the rear electronic module (REM).

The rear electronic module (REM) measures the current through the shunt periodically and calculates an average value. This is compared with a limit value to determine if any power consuming component is connected.

This information is transmitted via the Control area network (CAN) to the driver information module (DIM) which displays a text message when a power consuming component is connected (applies only to factory installed 12V sockets).

Scheme 220

There is a back-up (reversing) warning system to assist reversing maneuvers. The back-up (reversing) warning system consists of

1. four sensors in the rear bumper
2. a parking assistance module (PAM) under the rear relay box.

The parking assistance module (PAM) communicates with the rear electronic module (REM) using serial communication. The signals transmitted contain information about status and diagnostics. The sensors are directly connected to the Parking Assistance Module (PAM). The sensors are also powered via the parking assistance module (PAM).

The back-up (reversing) warning system is activated via a switch on the lower section of the climate control module (CCM). When the system is active, an LED lights in the switch and a text message is displayed in the infotainment control module (ICM)

The sensors detect objects within 1.5 meters and if reverse gear is engaged then a beeping tone can be heard from the rear loudspeakers. The tone intensifies when the car draws closer to the object. At approx. 30 cm the tone becomes continuous.

In the event of a fault in the parking assistance module (PAM) or sensors, the general warning lamp in the driver information module (DIM) lights and a text message is displayed.

There are diagnostics for the back-up (reversing) warning system.

This function can be used to continuously read off the values and status of the rear electronic module (REM) input and output signals.

The following parameters can be read off

1. status of the locking relay and unlocking relay for the left rear door Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
2. status of the locking relay and unlocking relay for the right rear door Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
3. status of the relay for the rear folding head restraint Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
4. the status of the trunk lid pop-up relay (4 doors) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
5. status of the locking relay and unlocking relay for the fuel tank filler cover Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
6. status of the rear fog lamp relay Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
7. status of the rear fog lamp relay, German version and trailer Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
8. status of the back-up lamp relay Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
9. status of the rear windshield heating relay Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
10. power supply from the rear electronic module (REM) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
11. fuel level, left and right tank halves Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
12. input signal from the pressure sensor (CNG), Full (200bar): 4.5V Empty (0 bar): 0.5V) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
13. input signal from the temperature sensor (CNG) (5V - 0.5V) (0°C~4.5V, 25°C~3.6V) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
14. lamp fault. Indicates whether any bulb has blown. Parking lamp groups 1 and 2, cover the left and right rear parking lamps. Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
15. the power supply to the inclination sensor module (ISM) (low, high). High when the car is alarmed, otherwise low Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
16. Inclination sensor module (ISM), alarm status. Indicates whether the inclination sensor module (ISM) has deployed the alarm Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
17. Inclination sensor module (ISM), x/y status. Indicates whether the inclination sensor module (ISM) has deployed first in the X or Y axis Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
18. the status of the trunk lid handle, (pop up, no action) (4 doors) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
19. current, bulb failure warning sensor group 1 (left rear parking lamps). The rear electronic module (REM) detects lamp faults when the current is below 0.6A (4 doors) / 0.45A (5 doors) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
20. current, bulb failure warning sensor group 2 (right rear parking lamps). The rear electronic module (REM) detects lamp faults when the current is below 0.6A (4 doors) / 0.45A (5 doors) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
21. current, lamp fault rear fog lamp. The rear electronic module (REM) detects lamp faults when the current is below 1.5A Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
22. Central electronic module (CEM) driver brake (off, on). Checks the input signal from the stop lamp driver from the central electronic module (CEM) to the rear electronic module (REM) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
23. stop lamp check (lamp on, lamp off). Checks whether the rear electronic module (REM) transmits a signal to activate the stop lamp relay Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
24. current, lamp fault, stop lamp. The rear electronic module (REM) detects lamp faults when the current is below 3.0 A Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
25. status of the relay for the tailgate wiper. Controls starting and stopping the tailgate wiper (5 doors) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
26. status of the relay for extended X-supply. Controls the power supply to the tailgate wiper (5 doors) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
27. status relay 15I in the power supply Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
28. status relay gas tank valve (Bi-fuel) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
29. status relay rear A/C (XC90) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
30. cargo compartment lighting output signal (0W - 10W) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
31. position sensor input signal for the headlamp beam height control (1.7V -3.2V) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
32. calibration status of the position sensor for headlamp beam height control Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
33. status seat belt reminder passenger (off/on) Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
34. input signal anode/cathode for seat belt reminder. Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
35. Back-up (reverse) gear status. The parameter indicates whether the rear electronic module (REM) receives a signal indicating that the gear selector lever is in the back-up (R) position Engaged = The gear selector lever is in the back-up (R) position Disengaged = The gear selector lever is not in the back-up (R) position.
36. Status, parking assistance rear. The parameter indicates whether the rear electronic module (REM) detects that the rear parking assistance system is active or not On = The rear parking assistance system is active Off = The rear parking assistance system is not active.
37. Status, Distance behind. The parameter indicates the distance to a detectable object. The value of the parameter is transmitted by the rear electronic module (REM) on the controller area network (CAN). The distance is presented as a digit between 1 and 32 1 = the distance from the rear bumper to the detectable object is approximately 1.5 m or greater 2 to 31 = the distance to the detectable object is between approximately 1.5 m and approximately 0.3 m 32 = the distance from the rear bumper to the detectable object is approximately 0.3 m or less.
38. Status, back-up warning sensor 1-4. The parameter indicates whether the rear electronic module (REM) receives a status signal form the parking assistance module (PAM). This signal indicates whether there is a fault in the sensors or there terminals Faulty = there is a fault in the back-up warning sensor or its terminals OK = there is no fault in the back-up warning sensor or its terminals.

This function can be used to activate components and functions which affect the outputs on the rear electronic module (REM).

The following components can be activated

1. activation of relay, simultaneous rear locking (rear doors and filler cap).
2. activating the relay, left rear door locking
3. activating the relay, left rear door unlocking
4. activating the relay, deadlock for the rear doors
5. activating the relay, right rear door locking
6. activating the relay, right rear door unlocking
7. activating the relay, rear folding head restraint
8. activating the relay, tailgate pop-up
9. activating the relay, fuel tank filler cap locking
10. activating the relay, fuel tank filler cap unlocking
11. activating the relay, rear fog lamp
12. activating the relay for the rear fog lamp, German version and trailer
13. activating the relay, back-up (reversing) lamp
14. activating the relay, rear windshield heating
15. activating the relay, tailgate wiper (5 doors)
16. activating the relay, extended X-supply
17. activating the relay, 15I power supply
18. activating the relay, gas tank valve (CNG, Bi-fuel)
19. activating the relay, rear A/C
20. set assumed fuel level in the left tank half (10, 20, 30 or 40 liters)
21. set assumed fuel level in the right tank half (10, 20, 30 or 40 liters)
22. set assumed information about bulb failure monitoring (lamp fault)
23. activating and deactivating the inclination sensor module (ISM)
24. check "sleep mode" ("wake up" or "enter sleep"), inclination sensor module (ISM)
25. assumed signal from the handle, tailgate pop-up
26. activate the rear electronic module (REM) alarm trigger
27. activate the cargo compartment lighting
28. activate the back-up (reversing) warning.

With this function programmed data can be read off. For the rear electronic module (REM), this indicates primarily which relays should be installed.

The following statistics can be read off

1. relay, left rear door locking
2. relay, left rear door unlocking
3. relay, rear door deadlock
4. relay, right rear door locking
5. relay, right rear door unlocking
6. relay, tailgate pop-up
7. relay, fuel tank filler cap locking
8. relay, fuel tank filler cap unlocking
9. relay, rear fog lamp
10. relay, rear fog lamp, German version and trailer
11. relay, back-up (reversing) lamp
12. relay, rear windshield heating
13. relay, increased X-supply
14. relay, tailgate wiper
15. relay, folding rear head restraint
16. relay, 15I power supply
17. relay, rear air conditioning (A/C)
18. relay, gas tank valve
19. relay, RMI 15, reserve
20. relay, RMI 11, reserve
21. relay, RMI 12, reserve.

This function can be used to continuously read off the values and status of the rear electronic module (REM) input and output signals.

The following parameters can be read off

1. status of the locking relay and unlocking relay for the left rear door
2. status of the locking relay and unlocking relay for the right rear door
3. status of the relay for the rear folding head restraint
4. the status of the trunk lid pop-up relay (4 doors)
5. status of the locking relay and unlocking relay for the fuel tank filler cover
6. status of the rear fog lamp relay
7. status of the rear fog lamp relay, German version and trailer
8. status of the back-up lamp relay
9. status of the rear windshield heating relay
10. power supply from the rear electronic module (REM)
11. fuel level, left and right tank halves
12. input signal from the pressure sensor (CNG), Full (200bar): 4.5V Empty (0 bar): 0.5V)
13. input signal from the temperature sensor (CNG) (5V - 0.5V) (0°C~4.5V, 25°C~3.6V)
14. lamp fault. Indicates whether any bulb has blown. Parking lamp groups 1 and 2, cover the left and right rear parking lamps.
15. the power supply to the inclination sensor module (ISM) (low, high). High when the car is alarmed, otherwise low
16. Inclination sensor module (ISM), alarm status. Indicates whether the inclination sensor module (ISM) has deployed the alarm
17. Inclination sensor module (ISM), x/y status. Indicates whether the inclination sensor module (ISM) has deployed first in the X or Y axis
18. the status of the trunk lid handle, (pop up, no action) (4 doors)
19. current, bulb failure warning sensor group 1 (left rear parking lamps). The rear electronic module (REM) detects lamp faults when the current is below 0.6A (4 doors) / 0.45A (5 doors)
20. current, bulb failure warning sensor group 2 (right rear parking lamps). The rear electronic module (REM) detects lamp faults when the current is below 0.6A (4 doors) / 0.45A (5 doors)
21. current, lamp fault rear fog lamp. The rear electronic module (REM) detects lamp faults when the current is below 1.5A
22. Central electronic module (CEM) driver brake (off, on). Checks the input signal from the stop lamp driver from the central electronic module (CEM) to the rear electronic module (REM)
23. stop lamp check (lamp on, lamp off). Checks whether the rear electronic module (REM) transmits a signal to activate the stop lamp relay
24. current, lamp fault, stop lamp. The rear electronic module (REM) detects lamp faults when the current is below 3.0 A
25. status of back-up gear (idle, engaged)
26. status of the relay for the tailgate wiper. Controls starting and stopping the tailgate wiper (5 doors)
27. status of the relay for extended X-supply. Controls the power supply to the tailgate wiper (5 doors)
28. status relay 15I in the power supply
29. status relay gas tank valve (Bi-fuel)
30. status relay rear A/C
31. cargo compartment lighting output signal (0W - 10W)
32. position sensor input signal for the headlamp beam height control (1.7V -3.2V)
33. calibration status of the position sensor for headlamp beam height control
34. status seat belt reminder passenger (off/on)
35. input signal anode/cathode for seat belt reminder.

This function can be used to activate components and functions which affect the outputs on the rear electronic module (REM).

The following components can be activated

1. activation of relay, simultaneous rear locking (rear doors and filler cap).
2. activating the relay, left rear door locking
3. activating the relay, left rear door unlocking
4. activating the relay, deadlock for the rear doors
5. activating the relay, right rear door locking
6. activating the relay, right rear door unlocking
7. activating the relay, rear folding head restraint
8. activating the relay, tailgate pop-up
9. activating the relay, fuel tank filler cap locking
10. activating the relay, fuel tank filler cap unlocking
11. activating the relay, rear fog lamp
12. activating the relay for the rear fog lamp, German version and trailer
13. activating the relay, back-up (reversing) lamp
14. activating the relay, rear windshield heating
15. activating the relay, tailgate wiper (5 doors)
16. activating the relay, extended X-supply
17. activating the relay, 15I power supply
18. activating the relay, gas tank valve (CNG, Bi-fuel)
19. activating the relay, rear A/C
20. set assumed fuel level in the left tank half (10, 20, 30 or 40 liters)
21. set assumed fuel level in the right tank half (10, 20, 30 or 40 liters)
22. set assumed information about bulb failure monitoring (lamp fault)
23. activating and deactivating the inclination sensor module (ISM)
24. check "sleep mode" ("wake up" or "enter sleep"), inclination sensor module (ISM)
25. assumed signal from the handle, tailgate pop-up
26. activate the rear electronic module (REM) alarm trigger
27. activate the cargo compartment lighting
28. activate the back-up (reversing) warning.

With this function programmed data can be read off. For the rear electronic module (REM), this indicates primarily which relays should be installed.

The following statistics can be read off

1. relay, left rear door locking
2. relay, left rear door unlocking
3. relay, rear door deadlock
4. relay, right rear door locking
5. relay, right rear door unlocking
6. relay, tailgate pop-up
7. relay, fuel tank filler cap locking
8. relay, fuel tank filler cap unlocking
9. relay, rear fog lamp
10. relay, rear fog lamp, German version and trailer
11. relay, back-up (reversing) lamp
12. relay, rear windshield heating
13. relay, increased X-supply
14. relay, tailgate wiper
15. relay, folding rear head restraint
16. relay, 15I power supply
17. relay, rear air conditioning (A/C)
18. relay, gas tank valve
19. relay, RMI 15, reserve
20. relay, RMI 11, reserve
21. relay, RMI 12, reserve.

New software can be downloaded into the rear electronic module (REM). 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 control module is mounted in a relay box behind the left-hand cargo compartment panel. To replace the rear electronic module (REM), remove it from the relay box.

For cars with Bi-Xenon lamps, the position sensor for headlamp range adjustment must be calibrated when the control module is replaced. This is carried out in VIDA via the vehicle communication socket.

Scheme 221

The fuel level is gauged by the fuel level sensors (7/130, 7/143). The signals from the sensors are transmitted to the rear electronic module (REM) (4/58). The rear electronic module (REM) calculates the quantity of fuel remaining by comparing the signals with a tank table stored in the rear electronic module (REM). Information about the quantity of fuel is transmitted via the Control area network (CAN) to the driver information module (DIM) (5/1) where the fuel level is displayed on the fuel gauge.

Scheme 222

The fuel level in the gasoline tank is measured by the fuel level sensor (7/143). The level in the gas tank is measured by the fuel level sensor (7/156) (CNG) or (7/153) (LPG). The signals from the sensors are transmitted to the rear electronic module (REM) (4/58).

The rear electronic module (REM) calculates the quantity of fuel remaining in each tank and transmits this information via the Control area network (CAN) to the driver information module (DIM) (5/1). The driver information module (DIM) also receives data via the Control area network (CAN) from the engine control module (ECM) (4/46) indicating which type of fuel the car is running on. The gas level in the tank is displayed via the fuel gauge. The gasoline fuel level is displayed in the text window in the driver information module (DIM).

Scheme 223

The rear electronic module (REM) (4/58) controls the shut-off valves, (8/88-90) (CNG) and (8/76) (LPG), via a directly connected relay (2/140) which supplies the valves with power when they should be open.

The rear electronic module (REM) receives information via the control area network (CAN) from the engine control module (ECM) (4/46) indicating that the car should run on gas/LPG. The rear electronic module (REM) also receives information via the control area network (CAN) from the central electronic module (CEM) (4/56) indicating the position of the ignition and data about collision status. When the ignition is on and no collision has been registered, the rear electronic module (REM) activates the relay, which supplies the valves with power.

The rear electronic module (REM) deactivates the relay in the following cases

1. there is a signal from the engine control module (ECM) indicating that gasoline operation has been selected
2. ignition off
3. the collision status changes
4. there is a fault in the communication on the controller area network (CAN).

The relay can be activated via a diagnostic command to, for example, allow the tank to be drained. Activation is carried out in VIDA via the vehicle communication socket.

Scheme 224

The rear fog lamps (10/46, 10/53) are activated by pressing the button for the rear fog lamps in the lamp switch module (3/111). The light switch module (LSM) transmits a request to light the lamps to the central electronic module (CEM) (4/56) using serial communication. The central electronic module (CEM) transmits the request to the rear electronic module (REM) (4/58) via the Controller area network (CAN). The rear electronic module (REM) activates the relay (2/49) and the lamps are supplied with power via the relay.

Central Electronic Module (CEM) transmits information

1. back to the light switch module (LSM) to light the LED in the button
2. via the Controller area network (CAN) to the driver information module (DIM) (5/1) to light the indicator lamp for the rear fog lamps.

Information about the lamp circuit is obtained by the rear electronic module (REM) via a shunt (20/29). The rear electronic module (REM) sends the status of the lamp fault via the Control area network (CAN) to the central electronic module (CEM). In the event of a fault, the central electronic module (CEM) transmits data via the Control area network (CAN) to the driver information module (DIM) which displays a text message.

Scheme 225

Manual transmissions

The back-up (reversing) lamps (10/48, 10/55) are activated when back-up (reverse) gear is selected. The switch (3/10) on the transmission is then closed. A directly connected signal is transmitted to the central electronic module (CEM) (4/56) indicating that back-up (reverse) gear is selected. The central electronic module (CEM) transmits the information via the controller area network (CAN) to the rear electronic module (REM) (4/58) to activate the back-up lamps. The rear electronic module (REM) activates the relay (2/80) and the lamps are supplied with power via the relay.

Automatic transmission

The back-up (reversing) lamps (10/48, 10/55) are activated when back-up (reverse) gear is selected. The transmission control module (TCM) (4/28) transmits information via the Control area network (CAN) to the central electronic module (CEM) (4/56) indicating that back-up (reverse) gear is selected. The central electronic module (CEM) transmits the information via the controller area network (CAN) to the rear electronic module (REM) (4/58) to activate the back-up lamps. The rear electronic module (REM) activates the relay (2/80) and the lamps are supplied with power via the relay.

Scheme 226

The stop lamps (10/43, 10/50) are activated when the brake switch is (3/9) closed. A directly connected signal is transmitted via the central electronic module (CEM) (4/56) to the rear electronic module (REM) (4/58) and activates the relay (2/79). The lamps are powered via the relay. The central electronic module (CEM) transmits the data via the Controller area network (CAN) to the rear electronic module (REM) indicating that the stop lamp switch is activated. Information about the lamp circuit is obtained by the rear electronic module (REM) via a shunt (20/31). The rear electronic module (REM) sends status information for the lamp fault via the Control area network (CAN) to the central electronic module (CEM). In the event of a fault, the central electronic module (CEM) transmits data via the Control area network (CAN) to the driver information module (DIM) (5/1) which displays a text message.

Scheme 227

When the stop lamp switch (3/9) is closed, a signal is transmitted to the central electronic module (CEM) (4/56). The signal is transmitted from the central electronic module (CEM) to the rear electronic module (REM) (4/58) via a directly connected cable. The high mounted stop lamp is supplied with power directly from the rear electronic module (REM). The stop lamp is supplied with power for as long as the stop lamp switch is closed.

Scheme 228

Rear demist (9/2) is activated by pressing the switch on the climate control module (CCM) (3/112). The climate control module (CCM) transmits the data via the Control area network (CAN) to the central electronic module (CEM) (4/56). The central electronic module (CEM) checks that the conditions to start the demist have been met. If the conditions are met, a request is sent via the Control area network (CAN) to the rear electronic module (REM) (4/58) to activate the relay (2/82). The rear electronic module (REM) powers the relay and the demister is powered.

The central electronic module (CEM) also transmits a request via the Control area network (CAN) back to the climate control module (CCM) to light the LED in the switch.

Scheme 229

The cargo compartment lighting is activated when the trunk lid is opened. The central electronic module (CEM) (4/56) receives a signal from the lock (3/78) in the trunk lid. The central electronic module (CEM) transmits the information via the Controller area network (CAN) to the rear electronic module (REM) (4/58) about the status of the trunk lid. A request for cargo compartment lighting is also sent from the upper electronic module (UEM) (4/70) to the rear electronic module (REM). The lamps (10/173 (XC90)) are then powered directly from the rear electronic module (REM).

For the XC90, the roof lamp in the cargo compartment also lights.

Scheme 230

When a power consuming component is connected to the rear 12V socket (17/19), the power consumption is measured via a directly connected shunt (20/39) on the rear electronic module (REM) (4/58). The rear electronic module (REM) transmits status data via the control area network (CAN) to the driver information module (DIM) (5/1) which displays a text message (applies only to factory mounted 12V sockets).

The text message is also displayed if a power consuming component is connected when changing from ignition position

1. II to I
2. I to 0 and
3. 0 to the key is removed.

There is also an audible warning note when the key is removed.

Scheme 231

The back-up (reverse) warning system is activated by pressing the switch on the climate control module (CCM) (3/112). Information about the position of the switch is sent via the Control area network (CAN) to the rear electronic module (REM) (4/58). When back-up (reverse) warning is selected, this is confirmed by the rear electronic module (REM) sending a signal back to the climate control module (CCM) to light the LED in the switch.

The rear electronic module (REM) also receives information via the Control area network (CAN) from the central electronic module (CEM) (4/56) about

1. the key position and
2. that back-up (reverse) gear is selected.

The parking assistance system can detect nearby objects when the ignition is on in position II and back-up gear (R) is selected. The parking assistance system is deactivated automatically when the gear selector lever is moved from (R) to any other position.

When the conditions for activating the back-up (reverse) warning are met, the rear electronic module (REM) sends data via serial communication to the parking assistance module (PAM) (4/86). The parking assistance module (PAM) receives signals from the back-up (reversing) warning sensors. A signal for sound from the parking assistance system is sent back from the parking assistance module (PAM) via the rear electronic module (REM) to the infotainment control module (ICM) (16/94). The parking assistance module (PAM) sends the signal when there is an object within 1.5 meters of the rear of the car.

The Infotainment Control Module (ICM) display a text message that the back-up (reversing) warning is active. The Infotainment Control Module (ICM) also sends information via the MOST network to the Audio Control Module (AUD) (16/105). The information which is sent contains the time interval between the acoustic tones as well as the muting of other sound, e. g. CD or radio. The Audio Control Module (AUD) playback the sound in the right-hand rear loudspeaker (16/5).

Scheme 232

The rear electronic module (REM) handles functions for

1. alarm (certain functions)
2. locks (certain functions)
3. inclination sensor module (ISM)
4. headlamp range adjustment position sensors (Bi-Xenon)
5. fuel level
6. fuel level (Bi-fuel)
7. shut-off valve (Bi-fuel)
8. rear fog lamps
9. back-up lamp
10. stop lamps
11. high level stop lamps
12. rear windshield wiper/washers
13. rear demist
14. cargo compartment lighting
15. rear 12 V socket
16. parking assistance (applies only to the XC90 2003-2004).

The control module is installed as a separate unit in the rear relay box. This is under the left-hand cargo compartment panel.

The rear electronic module (REM) communicates with components which are directly connected and also with other control modules and components via serial communication and the control area network (CAN).

The control module checks activations and input and output signals using 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.

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.

Lock and unlock the rear doors to check whether the rear electronic module (REM) is grounded and powered. The control module is powered and grounded if the doors lock and unlock. Another way to check whether the rear electronic module (REM) is powered and grounded is to switch on the rear fog lamp.

The following table summarizes input signals to and output signals from the rear electronic module (REM). 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 233

INCLINATION SENSOR MODULE (ISM) (XC90 STRUCTURE WEEK -201127)

The inclination sensor module (ISM) is on the left-hand side of the rear relay box.

The inclination sensor module (ISM) is powered from the rear electronic module (REM), which both activates and deactivates it. Information is transferred from the inclination sensor module (ISM) to the rear electronic module (REM) using serial communication.

The inclination sensor module (ISM) detects when the angle of the vehicle changes. If the angle changes when the vehicle is alarmed, a signal is transmitted to the rear electronic module (REM) which sends this information out on the controller area network (CAN) to activate the alarm.

There are diagnostics for the Inclination Sensor Module (ISM).

Scheme 234

If the vehicle is equipped with a vehicle inclination sensor, the sensor is integrated in the siren. The vehicle inclination sensor reacts to changes in the angle of lean of the vehicle and transmits a signal to the Rear electronic module (REM). While the vehicle inclination sensor is mounted in the siren it is counted as a separate unit. If the vehicle inclination sensor indicates that the vehicle is being lifted the master control module must send an activation signal to the siren. In this case the siren cannot trigger an alarm by itself.

The siren is powered via a fuse from the central electronic module (CEM) The siren is grounded in the engine compartment.

SIREN (BBS) (XC90 STRUCTURE WEEK 201128-)

The siren is used as a sound source for the alarm function. The siren is located in a protected position under the fender liner in the front right wheel housing. The siren is available in versions with or without an internal vehicle inclination sensor. The type of siren installed in the vehicle depends on the market and the customer's wishes.

The siren will sound if the power supply to it is broken or if communication with the master control module ends when the alarm is activated. The siren contains an internal battery that is charged when the ignition is on or engine running.

The battery service life is limited and depends on the local climate. The battery cannot be replaced as an individual component. The alarm cause can be read from VIDA (Volvo scan tool). This states what caused the alarm.

The siren is powered via a fuse from the central electronic module (CEM) The siren is grounded in the engine compartment.

There are diagnostics for the siren.

FUEL LEVEL (BI-FUEL)

CNG (Compressed Natural Gas)

The fuel level in the gasoline tank operates in the same way as for vehicles with B5244S6 engines, using a sensor in the gasoline tank. A combined pressure and temperature sensor is used to measure the fuel level in the gas tank. The sensor is on the left-hand side of the gas tank.

The sensor is directly connected to the rear electronic module (REM). The signals from the sensor are transmitted to the rear electronic module (REM) where they are calculated and sent to the driver information module (DIM) and engine control module (ECM) via the controller area network (CAN).

There are diagnostics for the fuel level sensor.

LPG (Liquefied Petroleum Gas)

The fuel level in the gasoline tank operates in the same way as for vehicles with B5244S6 engines, using a sensor in the gasoline tank.

A sensor, on the right-hand side of the tank, is used to measure the fuel level in the LPG tank. The sensor is directly connected to the rear electronic module (REM). The signals from the sensor are compared with a table stored in the rear electronic module (REM). Data about the remaining volume of fuel is transmitted to the driver information module (DIM) and engine control module (ECM) via the controller area network (CAN).

There are diagnostics for the fuel level sensor.

SHUT-OFF VALVE (BI-FUEL)

There are shut-off valves on the gas tanks to open and close the tank valves on bi-fuel cars.

These are positioned at the inlet and outlet on each gas tank. There is one for LPG and three for CNG.

The valves are controlled electro-magnetically and powered via a relay directly connected to the rear electronic module (REM). The rear electronic module (REM) activates the relay when a request for gas power is transmitted on the controller area network (CAN) by the engine control module (ECM).

The valves close when the vehicle is running on gasoline, when the ignition is switched off or in the event of a collision.

The valves can be opened via a diagnostic command by activating the relay for the gas valves. Activation is carried out in VIDA vehicle communication.

The valves for the CNG tanks can also be closed manually using an Allen key.

There are diagnostics for the shut-off valve relay.

REAR FOG LAMP

The rear fog lamp are in the tail lamps. The fog lamps are operated via a button in the light switch module (LSM). An LED in the button lights when the fog lamps are activated. The rear fog lamp can only be activated when low beam is on (market dependent). The light switch transmits information to the central electronic module (CEM) using serial communication when the button for the rear fog lamp is pressed. The central electronic module (CEM) transmits the data via the Controller area network (CAN) to the rear electronic module (REM). The power supply for the lamps is via a directly connected relay in the rear electronic module (REM).

When reactivating key position II, the function is set to non-activated mode.

To detect faults in the rear fog lamps, the rear electronic module (REM) reads the power consumption of the circuit. If the power consumption falls below a certain limit, a fault is indicated and a text message is displayed in the driver information module.

Scheme 235

There are a number of lamps positioned around the car to mark its position. These are in the headlamps and tail lamps. The lamps light together with the license plate lighting when the light switch module (LSM) is in parking lamp mode or low beam is on.

The rear parking lamps and license plate lighting are powered by the rear electronic module (REM).

The front parking lamps are powered by the central electronic module (CEM).

There are diagnostics for the rear parking lamps and license plate lighting.

There are two back-up (reversing) lamps. These are in the tail lamps. The back-up (reversing) lamp lights when back-up (reverse) gear is selected. The back-up (reversing) lamps are connected to the rear electronic module (REM) via an internal directly connected relay. The lamps are powered via the relay.

Cars with manual transmissions

Cars with manual transmissions have a back-up (reverse) switch on the transmission. The switch closes and transmits a directly connected signal to the central electronic module (CEM) when back-up (reverse) gear is selected.

Cars with automatic transmissions

In cars with automatic transmissions, a signal is transmitted from the transmission control module (TCM) on the controller area network (CAN) to the central electronic module (CEM) indicating that back-up (reverse) gear is selected.

The stop lamps are in the tail lamps. The lamps light when the stop lamp switch on the brake pedal is closed. The stop lamp switch is connected to the central electronic module (CEM). The signal from the stop lamp switch is sent on to the rear electronic module (REM) via a hardwired cable. The power supply for the lamps is via a directly connected relay in the rear electronic module (REM). In order for the stop lamps to work when the ignition is not on, there is no logic in the rear electronic module (REM) to activate the relay. The relay is activated directly by the signal from the stop lamp switch. The rear electronic module (REM) receives data via the controller area network (CAN) from the central electronic module (CEM) indicating that the stop lamp switch is activated.

To detect faults in the stop lamps, the rear electronic module (REM) reads the power consumption of the lamp circuit. If the power consumption falls below a certain limit, a fault is indicated and a text message is displayed in the driver information module.

There are diagnostics for the stop lamps.

HIGH LEVEL STOP LAMP

There is a high-mounted stop lamp on the inside of the rear windshield. This lamp lights during braking together with the standard stop lamps. The stop lamp is activated when the stop lamp switch on the brake pedal is closed.

The high mounted stop lamp is supplied with power directly from the rear electronic module (REM). The lamp consists of a number of LEDs.

There are diagnostics for the high level stop lamp.

REAR DEMIST

There are heating loops in the glass for demisting and to prevent ice from forming. The loops heat up when they are supplied with power. The power supply is via a directly connected relay in the rear electronic module (REM).

Rear demist is controlled using a switch on the right-hand side of the climate control module (CCM).

The engine must be running for the demister to work. Press the button again to switch off the function. Demisting is switched off automatically after the maximum time of 12 minutes.

There are diagnostics for the switch via the climate control module (CCM).

CARGO COMPARTMENT LIGHTING

There are lamps in the cargo compartment. In the XC90 there is a lamp in the trunk lid. The lamps light when the trunk lid is open. The cargo compartment lighting is powered directly from the rear electronic module (REM).

There are diagnostics for the cargo compartment lighting.

Scheme 236

There is a 12V socket on the right-hand side of the cargo compartment. This socket can be used to power a number of accessories.

The socket is directly connected to the 30-supply via a fuse on the rear electronic module (REM).

The rear electronic module (REM) measures the power consumption and calculates an average value. This is compared with a limit value to determine if any power consuming component is connected.

This information is transmitted via the controller area network (CAN) to the driver information module (DIM) which displays a text message when a power consuming component is connected.

Scheme 237

There is a parking assistance system to assist parking. The parking assistance system consists of

1. four parking sensors in the rear bumper
2. four parking sensors in the front bumper (option)
3. the parking assistance module (PAM) under the rear relay box.

The parking assistance module (PAM) communicates with the rear electronic module (REM) using serial communication. The signals transmitted contain information about status and diagnostics. The sensors are directly connected to the parking assistance module (PAM). The sensors are also powered via the parking assistance module (PAM).

The parking assistance module (PAM) is powered and grounded via the rear electronic module (REM).

The parking assistance system is activated via a switch on the dashboard environment panel for the climate control module (CCM). An LED lights in the switch when the system is active.

The rear sensors detect objects within 1.5 meters if back-up (reverse) gear is selected. There is a beeping noise from the rear loudspeakers. The sound intensifies as the vehicle gets nearer to the object. The sound is constant from approximately 30 cm.

The front sensors (option) detect objects within 0.8 meters if back-up gear is selected or if the car is driven forwards at a speed below 10 km/h. There is a beeping sound from one of the front loudspeakers. The sound intensifies as the vehicle gets nearer to the object. The sound is constant from approximately 30 cm.

In the event of a fault in the parking assistance module (PAM) or sensors, the general warning lamp in the driver information module (DIM) lights and a text message is displayed.

The parking assistance system can be temporarily deactivated at lower speeds. This is done manually using a switch on the dashboard environment panel for the climate control module (CCM). The LED in the switch goes out when the system is deactivated.

There are diagnostics for the parking assistance system

Scheme 238

The trailer module (TRM) manages the electrical connection between the vehicle and the trailer. The trailer module (TRM) is directly connected to the rear electronic module (REM).

The primary task of the trailer module (TRM) is to manage output signals to the tow hitch cable harness for

1. Turn signal lamps
2. Brake light
3. Parking lamps
4. Fog lights

The rear electronic module (REM) transmits the following voltages to the electrical socket for the tow hitch

1. Back-up lamp
2. +12V voltage
3. +12V supply.

Scheme 239

The rear side windows are operated by motors in the doors. The switches for operating the windows are in the door panels. The windows can also be operated from the driver's door module (DDM).

The function is controlled by five relays inside the rear electronic module (REM). Depending on whether the control switch is moved up or down, the relays are activated to carry out the requested operation.

Two relays guide the window up on the right and left-hand sides. Two other relays lower the window. A further relay controls the power supply.

When operated from the driver's position, information is transmitted via the controller area network (CAN) from the driver's door module (DDM) to the rear electronic module (REM) which sends out signals to the relays.

Using this function, the status or value of parameters can be read off. The status/value is presented digitally.

For further information about the different parameters, see: DESCRIPTION OF PARAMETERS

This function can be used to activate components and functions which affect the outputs on the rear electronic module (REM).

For further information, see: DESCRIPTION OF ACTIVATIONS

EXPLANATION

Not all the parameters described need to be implemented in the control module. This varies from system to system.

Frozen values are parameter values that are stored when a diagnostic trouble code (DTC) is stored.

BATTERY VOLTAGE, VALUE

Measurement range: 0-12 V.

Normal value when the generator (GEN) is charging: 13.0-14.5 V.

The value is the voltage from the central electronic module (CEM).

DISTANCE, VALUE

Measurement range: 0-1048575 km.

The value indicates the total mileage of the car at the time the diagnostic trouble code (DTC) was stored.

PASSENGER COMPARTMENT TEMPERATURE, VALUE

Measurement range: -60-195 °C.

The combined instrument panel obtains the value via the control area network (CAN).

OUTSIDE TEMPERATURE, VALUE

Measurement range: -128-127.75 °C.

The combined instrument panel obtains the value via the control area network (CAN).

ENGINE RUNNING, STATUS

The status displays whether the engine was running when the diagnostic trouble code (DTC) was stored.

No = the engine was not running

Yes = the engine was running

TIME, VALUE

The value displays the time that has passed since the diagnostic trouble code (DTC) was stored.

New software can be downloaded into the rear electronic module (REM). 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 control module is mounted in a relay box behind the left-hand cargo compartment panel. To replace the rear electronic module (REM), remove it from the relay box.

For cars with Bi-Xenon lamps, the position sensor for headlamp range adjustment must be calibrated when the control module is replaced. This is carried out in VIDA via the vehicle communication socket.

BATTERY VOLTAGE

The task of the rear electronic module (REM) is to check the voltage of the battery. The value of the voltage is transmitted out on the CAN network as a reference for other control modules.

The Central electronic module (CEM) receives this signal and checks it against its own supply voltage from the battery. The value is used when diagnosing the charging function.

Scheme 240

The fuel level in the gasoline tank is measured by the fuel level sensor (7/143). The level in the gas tank is measured by the fuel level sensor (7/156) (CNG) or (7/153) (LPG). The signals from the sensors are transmitted to the rear electronic module (REM) (4/58).

The rear electronic module (REM) calculates the quantity of fuel remaining in each tank and transmits this information via the controller area network (CAN) to the driver information module (5/1) and engine control module (ECM) (4/46). The driver information module (DIM) also receives data via the controller area network (CAN) from the engine control module (ECM) (4/46) indicating which type of fuel the car is running on. The gas level in the tank is displayed via the fuel gauge. The gasoline fuel level is displayed in the text window in the driver information module (DIM).

Scheme 241

The rear electronic module (REM) (4/58) controls the shut-off valves, (8/88-90) (CNG) and (8/76) (LPG), via a relay (which supplies the valves with power when they should be open.

The rear electronic module (REM) receives information via the controller area network (CAN) from the engine control module (ECM) (4/46) indicating that the car should run on LPG or CNG. The rear electronic module (REM) also receives information via the controller area network (CAN) from the central electronic module (CEM) (4/56) indicating the position of the ignition and data about collision status. When the ignition is on and no collision has been registered, the rear electronic module (REM) activates the relay, which supplies the valves with power.

The rear electronic module (REM) deactivates the relay in the following cases

1. there is a signal from the engine control module (ECM) indicating that gasoline operation has been selected
2. ignition off
3. the collision status changes
4. there is a fault in the communication on the controller area network (CAN).

The relay can be activated via a diagnostic command, for example, to allow the tank to be drained. Activation is carried out in VIDA via the vehicle communication socket.

Scheme 242

The rear fog lamps (10/46, 10/53) are activated by pressing the button for the rear fog lamps in the lamp switch module (3/111). The light switch module (LSM) transmits a request to light the lamps to the central electronic module (CEM) (4/56) using serial communication. The central electronic module (CEM) transmits the request to the rear electronic module (REM) (4/58) via the Controller area network (CAN).

Central Electronic Module (CEM) transmits information

1. back to the light switch module (LSM) to light the LED in the button
2. via the Controller area network (CAN) to the driver information module (DIM) (5/1) to light the indicator lamp for the rear fog lamps.

The rear electronic module (REM) sends the status of the lamp fault via the Control area network (CAN) to the central electronic module (CEM). In the event of a fault, the central electronic module (CEM) transmits data via the Control area network (CAN) to the driver information module (DIM) which displays a text message.

Scheme 243

The parking lamps (10/17-18) and license plate lighting (10/3) light when

1. the knob in the light switch module (LSM) (3/111) is in the low beam position
2. the knob in the light switch module (LSM) is in the parking lamp position
3. low beam is lit via the low beam automatic function.

The lamp switch module (LSM) transmits data using serial communication to the central electronic module (CEM) (4/56) to activate the lamps.

The central electronic module (CEM) transmits the data via the controller area network (CAN) to the rear electronic module (REM) which activates the lamps.

The rear parking lamps and license plate lighting are powered via the rear electronic module (REM) (4/58).

In the event of a bulb fault for the rear parking lamps or license plate lighting, data is transmitted on the controller area network (CAN) from the rear electronic module (REM) to the driver information module (DIM) (5/1) and a text message is displayed.

There is a Limp Home function for the parking lamps so that they will work even if there is a fault in the controller area network (CAN) or in the serial communication between the light switch module (LSM) and the central electronic module (CEM).

Scheme 244

Manual transmissions

The back-up (reversing) lamps (10/48, 10/55) are activated when back-up (reverse) gear is selected. The switch (3/10) on the transmission is then closed. A directly connected signal is transmitted to the central electronic module (CEM) (4/56) indicating that back-up (reverse) gear is selected. The central electronic module (CEM) transmits the information via the controller area network (CAN) to the rear electronic module (REM) (4/58) to activate the back-up lamps. The rear electronic module (REM) activates the relay and the back-up lamps are supplied with power via the relay.

Automatic transmission

The back-up (reversing) lamps (10/48, 10/55) are activated when back-up (reverse) gear is selected. The transmission control module (TCM) (4/28) transmits information via the Control area network (CAN) to the central electronic module (CEM) (4/56) indicating that back-up (reverse) gear is selected. The central electronic module (CEM) transmits the information via the controller area network (CAN) to the rear electronic module (REM) (4/58) to activate the back-up lamps. The rear electronic module (REM) activates the relay and the back-up lamps are supplied with power via the relay.

Scheme 245

The stop lamps (10/43, 10/50) are activated when the brake switch is (3/9) closed. A directly connected signal is transmitted via the central electronic module (CEM) (4/56) to the rear electronic module (REM) (4/58) and activates the relay. The lamps are powered via the relay. The central electronic module (CEM) transmits the data via the Controller area network (CAN) to the rear electronic module (REM) indicating that the stop lamp switch is activated. The rear electronic module (REM) sends status information for the lamp fault via the Control area network (CAN) to the central electronic module (CEM). In the event of a fault, the central electronic module (CEM) transmits data via the Control area network (CAN) to the driver information module (DIM) (5/1) which displays a text message.

Scheme 246

When the stop lamp switch (3/9) is closed, a signal is transmitted to the central electronic module (CEM) (4/56). The signal is transmitted from the central electronic module (CEM) to the rear electronic module (REM) (4/58) via a directly connected cable. The high mounted stop lamp is supplied with power directly from the rear electronic module (REM). The stop lamp is supplied with power for as long as the stop lamp switch is closed.

Scheme 247

Rear demist (9/2) is activated by pressing the switch on the climate control module (CCM) (3/112). The climate control module (CCM) transmits the data via the Control area network (CAN) to the central electronic module (CEM) (4/56). The central electronic module (CEM) checks that the conditions to start the demist have been met. If the conditions are met, a request is transmitted via the controller area network (CAN) to the rear electronic module (REM) (4/58) to activate the relay. The rear electronic module (REM) powers the relay and the demister is powered.

The central electronic module (CEM) also transmits a request via the Control area network (CAN) back to the climate control module (CCM) to light the LED in the switch.

Scheme 248

The cargo compartment lighting is activated when the trunk lid is opened. The central electronic module (CEM) (4/56) receives a signal from the lock (3/78) in the trunk lid. The central electronic module (CEM) transmits the information via the Controller area network (CAN) to the rear electronic module (REM) (4/58) about the status of the trunk lid. A request for cargo compartment lighting is also sent from the upper electronic module (UEM) (4/70) to the rear electronic module (REM). The lamps (10/173 (XC90)) are then powered directly from the rear electronic module (REM).

For the XC90, the roof lamp in the cargo compartment also lights..

Scheme 249

When a power consuming component is connected to the rear 12V socket (17/19), the power consumption is measured via a shunt inside the rear electronic module (REM) (4/58). The rear electronic module (REM) transmits status data via the controller area network (CAN) to the driver information module (DIM) (5/1) which displays a text message.

The text message is also displayed if a power consuming component is connected when changing from ignition position

1. II to I
2. I to 0 and
3. 0 to the key is removed.

There is also an audible warning note when the key is removed.

Scheme 250

The parking assistance system warns the drivers of close objects when reversing.

The driver is warned by a sound signal from the loudspeakers for the audio module (AUM) (16/1). The signal is transmitted via the infotainment control module (ICM) (16/94).

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. The sensors are deactivated automatically when the gear selector lever is moved from R to any other position. The sensors detect objects at a distance of 1.5 meters. A beeping sound is heard from the rear right-hand loudspeaker (16/5). 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.

A signal is transmitted from the parking assistance module (PAM) (4/86) to the rear electronic module (REM) (4/58). This indicates whether the buzzer should be switched on or off.

The rear electronic module (REM) then transmits a signal to the audio module (AUM) on the controller area network (CAN). This signal is sent to the Infotainment Control Module (ICM).

If a trailer or caravan is connected, the parking assistance system must be deactivated. This is done using the switch on the climate control module (CCM) (3/112).

The climate control module (CCM) then transmits a signal to the rear electronic module (REM) via the controller area network (CAN). The parking assistance system is deactivated.

Scheme 251

The trailer module (TRM) (4/110) ensures that the correct type of signals are transmitted to the tow hitch cable harness.

The rear electronic module (REM) (4/58) receives messages on the controller area network (CAN) from the central electronic module (CEM) (4/56) about when output signals to the turn signal lamps, parking lamps, back-up lamps and fog lamps should be activated. The rear electronic module (REM) then transmits a direct signal to the trailer module (TRM).

The trailer module (TRM) forwards the signal to the tow hitch cable harness.

The +12 V output signal is activated when the ignition key is turned from position 0 to I, II or III. The rear electronic module (REM) transmits the signal.

+12 V supply is direct from the battery.

The rear electronic module (REM) transmits messages on the controller area network (CAN) to the central electronic module (CEM) and driver information module (DIM) (5/1), if a trailer is connected to the tow hitch connector socket. A separate indicator lamp in the driver information module (DIM) indicates when the turn signal lamps are used and the trailer is connected. If one of the turn signal lamp bulbs is defective the separate indicator lamp will not light.

The output signals for back-up lamps, fog lamps and +12 V in the socket for the tow hitch connector are market dependent. The socket for the tow hitch connector is available in a number of variants with different numbers of pins.

Scheme 252

The rear window lift mechanisms are operated using switches (3/85-86) in the door panels.

When the window lift mechanisms are operated from the driver's position, data is transmitted from the driver's door module (3/126) via the controller area network (CAN) to the rear electronic module (REM) (4/58) which transmits a signal to the correct relay.

There is a switch in the driver's door module (DDM) to allow for child locking, where the windows can only be operated from the driver's position. When the function is active, information is transmitted via the controller area network (CAN) to the rear electronic module (REM) to disconnect the relay. The circuit for the rear switch is then broken.

When the child lock is activated, the lighting in the rear switches goes out.

Scheme 253

The rear electronic module (REM) handles functions for

1. alarm (certain functions)
2. locks (certain functions)
3. Inclination Sensor Module alarm
4. siren (XC90 structure week 201128-)
5. headlamp range adjustment position sensors (Bi-Xenon)
6. fuel level (Bi-fuel)
7. shut-off valve (Bi-fuel)
8. rear fog lamps
9. back-up lamp
10. stop lamps
11. high level stop lamp
12. rear windshield wiper/washers
13. rear demist
14. cargo compartment lighting
15. rear 12 V socket
16. parking assistance system
17. electrical connections on the tow hitch
18. rear parking lamps/license plate lighting
19. rear window lift mechanisms.

The control module is installed as a separate unit in the rear relay box. This is under the left-hand cargo compartment panel.

The rear electronic module (REM) communicates with components which are directly connected and also with other control modules and components via serial communication and the control area network (CAN).

The control module checks activations and input and output signals using 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.

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.

Lock and unlock the rear doors to check whether the rear electronic module (REM) is grounded and powered. The control module is powered and grounded if the doors lock and unlock. Another way to check whether the rear electronic module (REM) is powered and grounded is to switch on the rear fog lamp.

The following table summarizes input signals to and output signals from the rear electronic module (REM). 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 254

Scheme 255

The rear seat entertainment module (RSE) is enclosed in a steel casing with installation holes. In the XC90, it is located below the centre console between the driver's and passenger seat. The control module is driven from Ext. X-feed in the central electronic module (CEM).

The central unit of the rear seat entertainment system is the rear seat entertainment module (RSE), which interprets and implements the commands issued by the user via the system's infrared remote control. These commands are forwarded to the rear seat entertainment module (RSE) via the system's infrared receiver in the screens. The rear seat entertainment system (RSE) also distributes current to the system and detects the status of the vehicle ignition via a sensor lead that runs from the control module to the vehicle ignition switch. This prevents battery consumption when the vehicle is not in use.

The rear seat entertainment module (RSE) receives audio and video signals from the DVD player and the vehicle's TV receiver (if installed). It is also possible to receive additional input audio/video and output a two-channel audio output at low level via the AUX inputs.

Scheme 256

The rear audio separation module (RAS) is enclosed in a casing of ribbed aluminium with installation holes.

The rear audio separation module is a unit with dual functions. The first is the production of continual infrared signals via "control module infrared transfer" for "wireless headphones" (audio is in headphone mode as standard). The second is integration with the vehicle's rear speakers for media selection.

Scheme 257

The multimedia head restraint consists of five main components

1. Screen
2. Circuit board
3. Rear piece
4. Border
5. Head restraint pad

The rear piece is fastened in an opening on the rear of the head restraint pad. The circuit board is held in place in the rear piece with three screws. The screen is housed in the rear piece in front of the circuit board and is connected with a flexible foil cable and an AC lead. The border holds all electronic components in place in the rear piece in the head restraint pad. The lower edge of the border contains a window so that the infrared receiver on the circuit board can receive infrared signals from the remote control. The infrared receiver is separately connected to the rear seat entertainment module (RSE) and is activated when the rear seat entertainment module (RSE) is on.

The 7-inch screen has an aspect ratio of 16:9. The screen is positioned to provide the optimal viewing angle. The screen has a 120 degree horizontal viewing angle.

The integrated infrared receiver is activated when the rear seat entertainment module (RSE) is supplied power. The screen is activated once the receiver obtains an infrared "switch-on command" from the remote control. The circuit board contains an image generator, an infrared receiver and a unit that controls all screen settings

1. colour
2. contrast
3. brightness
4. aspect ratio.

Contrast control has a contrast ratio of 30:1 to improve the image and reduce sharp light from bright daytime conditions down to complete darkness. Brightness can be adjusted so that the image on the screen is clear even in daylight. The circuit board is also responsible for voltage protective and the power supply to the screen's background illumination. The control module contains logic for interpreting commands for setting video output, input selections and background illumination brightness.

The screens are supplied power and grounded via the rear seat entertainment module (RSE).

Scheme 258

The DVD player has a compact chassis and border in miniature format that is ideal for tight installation locations (148 mm x 55 mm x 160 mm). The DVD player has standard ISO connections. Its mechanism is resistant to vibrations and works to avoid the image or audio becoming choppy during playback. The DVD player has slot-in disc feed with region coding programmed into the software. The DVD player has video output in NTSC or PAL format depending on the format of the DVD disc. The player is completely integrated with the rear seat entertainment system and is controlled with the infrared remote control via the rear seat entertainment module (RSE). The operating temperature of the player is -20 to +70 °C.

Introduction of a new DVD player is planned for week 5 2005. The new and improved DVD player can read DVD-R/+R, DVD-RW/+RW, CD-R and CD-RW discs and can play MP3 files. The "+" and "-" buttons can now be used to change chapters in a DVD movie or jump to the next track on a CD.

The DVD player is supplied power and grounded via the rear seat entertainment module (RSE).

Scheme 259

The wireless IR headphones are compatible with both screens. IR transfer is used to transfer standard audio to the headphones in two-channel stereo format. The headphones are powered by internal batteries. The headphones are switched on with a button on one side while the volume of the respective headphones is adjusted with a wheel. Each set also has a channel selector that controls which audio source the set of headphones receives.

Scheme 260

The rear of the centre console (XC90) houses an AUX panel with external input connections for audio/video. This input can be used for inputting standard AV signals to the system. Such signals include video camera, Dreamcast, Nintendo, Playstation, Playstation 2, VHS videotapes, portable DVD or CD player.

REAR SEAT ENTERTAINMENT SYSTEM

Note. This information does not apply to roof mounted systems.

Rear seat entertainment systems are available in a number of different generations. The generations have different designs and are equipped with different functions. This section describes the easiest method to identify which generation of system is installed in the vehicle.

The table below shows which generations are available for each model and model year. This is followed by the most distinct differences between the generations.

The information in the table only applies to factory installed systems. To identify a retrofitted accessory system, see each generation below.

* Until model year 2008 changed to model year 2009.

Scheme 261

Generation 3.1

Equipped with a remote control that has 29 buttons.

Has two 7" screens.

Note. When replacing the Rear seat entertainment module (RSE) the remote control must also be replaced. The new remote control, which must be used, is generation 3.2. The chassis number as set out above must now be used to distinguish the systems.

Scheme 262

Generation 3.2

Equipped with a remote control that has 16 buttons.

Has two 7" screens.

Scheme 263

Generation 4.1

Is equipped a remote-control that has 22 buttons of which one button is red and 21 are white.

In addition, there are two sockets for headphones on the AUX panel. One socket for the left-hand screen and one socket for the right-hand screen.

Has two 7" screens.

Scheme 264

Generation 4.2

Is equipped a remote-control that has 22 buttons of which one button is red and 21 are white.

Has two 7" screens.

Scheme 265

Generation 4.3

Equipped with a remote control that has 17 buttons.

If the system is equipped with a TV (DVB-T) the remote control has 29 buttons. In addition, there is a visible card slot for a subscription/program card on the TV receiver.

The TV receiver is installed in the cargo compartment, in XC90 on the right-hand side under the cover above the wheel housing.

Has two 8" screens.

The rear seat entertainment system is a mobile entertainment system specially designed to keep rear seat passengers occupied and entertained with video games or movies.

The system is completely integrated in the vehicle, with two separately controlled high resolution 7-inch screens designed to resist any adverse condition to which they can be subjected during the journey. The screens are mounted in the head restraints.

The rear seat entertainment module (RSE) can receive up to three AV inputs and can output video to two separately controlled screens.

A connection panel with AV inputs is mounted on the rear of the centre console.

Audio is sent out to the component headphones via an IR transmitter or to the vehicle's rear speakers.

The system is controlled via an infrared remote control, which can also be used to control the DVD player and the vehicle's front audio system (if installed).

Note. The DVD player is not operational unless the rear seat entertainment system is on. This means, for example, that a DVD disc cannot be ejected from the player unless the rear seat entertainment system has been switched on using the remote control.

Scheme 266

1. Screen, head restraint (16/81A, B)
2. DVD player, rear (16/82)
3. Rear seat entertainment module (RSE) (16/124)
4. Rear audio separation module (RAS) (16/122)
5. Fuse holder (11F)
6. Infrared transmitter (16/125)
7. AUX socket (16/123)

The tables below summarise the input and output signals to the units of the rear entertainment system. The signal type is only directly connected signals as the rear seat entertainment module (RSE) is not connected to the CAN network.

REAR SEAT ENTERTAINMENT MODULE (RSE) (16/124)

REAR AUDIO SEPARATION MODULE (RAS) (16/122)

SCREEN, HEAD RESTRAINT (16/81A, B)

DVD PLAYER, REAR (16/82)

INFRARED HEADPHONES

see DESIGN

see FUNCTION

REAR SEAT ENTERTAINMENT MODULE (RSE)/DVD PLAYER

Rear seat entertainment module (RSE) is the central unit in the system for rear seat entertainment.

The control module is integrated with the DVD player and is located at the rear edge of the center console.

The control module interprets and carries out the commands given by the user using the system's infra red remote control. These commands are then forwarded from the remote control to the Rear seat entertainment module (RSE) via the system's infra red receiver in the screens. The Rear seat entertainment module also distributes current to the system's other components.

The Rear seat entertainment module distributes audio and video signals from the DVD player to screens and loudspeakers in the system. Other audio and video sources can be connected via external inputs, such as games consoles and video cameras etc.

The DVD player mechanism has an anti-shock system and it helps to prevent the image or sound skipping when played. The DVD player has slot-in disc insertion and region coding programmed into the software. The region code can be changed using a security code.

The following media formats can be played by the DVD player

1. DVD-R/+R
2. DVD-RW/+RW
3. CD-R and CD-RW
4. CDDA
5. HDCD

The following information formats can be played

1. DVD
2. DVD Audio
3. VCD
4. SVCD
5. DivX
6. WMV
7. Audio CD
8. Kodak photo CD
9. MP3
10. MP3 Pro
11. playlists in M3U format
12. WMA Sound.

Formats such as THX and DolbyDigital are also supported. Only stereo signals of this audio format are reproduced.

The control module is supplied with power from the Ext. X-supply in the Central electronic module and directly from the battery.

To easily check whether the control module is powered and grounded, switch on the ignition. The background illumination on the function buttons should then come on.

Change of DVD player region code

The region coding means that only discs with the region code matching that of the DVD player can be played.

The region code in the DVD player can be changed up to 10 times. After the 11th change, the set region will then be locked and it will not be possible to change again.

Note. Warranty repairs due to locked region on the DVD player will not be approved. Region code changes to the region in which the vehicle will be used is to be done at the workshop. The security code is not to be given to the customer. Do as follows to open the menu for region code change

Model year 2006

1. Switch on the system
2. Open the menu
3. Enter the code: 1971 and press

Model year 2007

1. Switch on the system NOTE: There must not be a disc in the DVD player.
2. Aim the remote control at a screen and depress the button for child lock for approx. 5 seconds. The menu will be displayed with four stars underneath.
3. Enter the code 1971 using the arrow keys on the remote control and then press OK.
4. Select menu selection and press OK.

The submenu can then be used to select a new region for the DVD player.

Scheme 267

The rear audio separation module (RAS) is enclosed in a ribbed aluminum casing with installation holes.

The task of the Rear audio separation module (RAS) is to distribute audio from various audio sources to the vehicle's rear loudspeakers.

The Rear audio separation module (RAS) is supplied with power from the Rear seat entertainment module (RSE).

To check whether the rear audio separation module (RAS) is powered and grounded, switch on the ignition and then switch on the rear seat entertainment system.

You must then use the remote control to activate the sound to the rear speakers.

When the function is activated, there is an audible click from an internal relay in the rear audio separation module (RAS).

Scheme 268

The multimedia head restraint consists of five main components

1. Screen
2. Circuit board
3. Rear piece
4. Border
5. Head restraint pad

The rear piece is fastened in an opening on the rear of the head restraint pad. The circuit board is held in place in the rear piece with three screws. The screen is housed in the rear piece in front of the circuit board and is connected with a flexible foil cable and an AC lead. The border holds all electronic components in place in the rear piece in the head restraint pad. The lower edge of the border contains a window so that the infrared receiver on the circuit board can receive infrared signals from the remote control. The infrared receiver is separately connected to the rear seat entertainment module (RSE) and is activated when the rear seat entertainment module (RSE) is on.

The 7-inch screen in the head restraint has an aspect ratio of 16:9. The screen is positioned to provide the optimal viewing angle. The screen has a 120 degree horizontal viewing angle.

The integrated infrared receiver is activated when the rear seat entertainment module (RSE) is supplied power. The screen is not activated until it receives a high signal from the rear seat entertainment module (RSE)/DVD player via the wake-up cable.

This signal is sent when the system is switched on with the POWER button on the remote control or with the POWER button on the control module.

The circuit board contains an image generator, infrared receiver, infrared transmitter and the unit that controls all screen settings

1. colour
2. contrast
3. brightness
4. aspect ratio.

The damping control has a damping ratio of 30:1 to improve the image and reduce bright light from daylight conditions down to complete darkness. Brightness can be adjusted so that the screen's image can easily be seen in daylight. Voltage protection and current supply of the background lighting also occurs via the circuit card. The control module contains logic for interpreting the command for setting the video performance, input selection and strength of background lighting. The control command is transmitted from the Rear seat entertainment module (RSE) via a private CAN network.

Each screen has an integrated infrared transmitter to send audio signals to the supplied wireless headphones. On the AUX panel, on the rear of the center console there is also an output for connecting headphones with leads.

The screens are supplied power and grounded via the rear seat entertainment module (RSE).

To check whether a screen has power and ground, you can switch on the ignition and then switch on the system with the remote control. The screen will then come on.

Note. If there is power and ground to the screen, but the screen does not have contact with the rear seat entertainment module (RSE)/DVD player, the screen will come on in LOCAL mode nonetheless. This is no guarantee that the entire system is operational. If the screen works in LOCAL mode this indicates that the voltage supply and ground to the screen's circuit board are OK.

Scheme 269

The remote control is used to control the Rear seat entertainment module (RSE)/DVD player and the screens.

The remote control has 22 buttons; 1 red button and 21 white buttons.

The remote control uses infrared signals (IR) to transfer commands to the system. The signals are received by the screens' infrared receivers.

The remote control is equipped with two batteries, fitted under a cover at the rear.

HEADPHONES

The wireless IR headphones can be used with both screens. IR transfer is used to transfer standard audio to the headphones in two-channel stereo format. The headphones are powered by internal batteries. The headphones are switched on with a button on one side while the volume of the respective headphones is adjusted with a wheel. Each set also has a channel selector that controls which audio source the set of headphones receives.

The audio from the left screen is always transmitted on channel A and the audio from the right screen is always transmitted on channel B.

Scheme 270

On the rear of the center console there is an AUX panel with external input terminals for audio/video. This input can be used for supplying standard AV signals to systems, such as, video cameras, video game consoles, VHS videos, portable DVD or CD players.

All inputs on the AUX panel are directly connected to the rear seat entertainment module (RSE)/DVD player.

Two headphone sockets for connecting headphones with wires are also on the panel, one for the left-hand screen and one for the right-hand screen.

FAULT-TRACING INFORMATION

The rear seat entertainment module (RSE)/DVD player does not have any diagnostic functions and is not connected to the rest of the car's CAN network. Because of this, for example, no diagnostic trouble codes can be read from the control module. All fault tracing must be done by fault tracing symptoms

The following is information that may facilitate when fault tracing in the system.

When the ignition is switched on the Rear seat entertainment module (RSE) performs a basic internal system check and starts the start-up procedure with the screens.

If the time from when the ignition is switched on until the system is in standby mode (only the illuminated POWER button is lit) is longer than normal or that the lighting does not appear to be normal, this indicates a communication fault with the screens.

The start-up times, see: SYSTEM START-UP

A long start-up time or irregularities can be due to

1. No supply voltage and ground to the screen
2. Damaged wake-up signal cable.
3. Damaged leads for the internal CAN-network (no communication can take place). In connector D on Rear seat entertainment module (RSE)/DVD-player, which contains the connections to the control module for rear audio separation (RAS), there is a bridging of the CAN-net for right screen . Bridging is there so that in the future the system can be extended with additional units. If connector D has been damaged, has slipped out, or if there for some reason is no contact between the ends on the bridging of the CAN-leads, it will not be possible to establish communication.

Switch on the system using the remote control

If the system is switched on using the remote control aimed towards the right-hand screen, when the voltage supply and ground to the screen are fully functional but for example there is no CAN-communication with the Rear seat entertainment module (RSE)/DVD-player, the screen will be lit and work in LOCAL mode. It will then be possible to show the menus and to adjust the sound and brightness settings.

This can be misinterpreted as the function is OK. However no image will be shown on screen if, for example, you play a DVD disc. The system will be switched on and the left-hand screen will start. This is because the cables for the IR signals do not go via the CAN network, but go directly to the DVD player and are interpreted.

If the screen works in LOCAL mode this indicates that the voltage supply and ground to the screen's circuit board are OK.

Later software

Switch on the system using the POWER button on the DVD player

If one of the screens does not start when the system is switched on, when the start-up procedure has elapsed over the normal time (without fault), and only the POWER lamp on the control module/DVD player is lit, this indicates a fault with the actual screen or the cables between the screen and the circuit board.

When communication with the control modules/DVD player in this case is okay, both these screens' circuit boards behind the actual screens are OK.

The functionality of the circuit boards can also be checked by switch on the system and checking whether the IR lamps in the bottom of the screen are slightly illuminated.

The IR-lights are lit for about 2 minutes after the system is switched on or when sound is played from a selected audio source.

Scheme 271

Note. There may be a slight delay between selecting a DVD function with the remote control and activation of the DVD player function. A message will appear on the screen to confirm that the DVD function was selected. Display of indicates that the DVD player is still processing a previously selected function.

The rear seat entertainment system is supplied with power and regulated by the rear seat entertainment module (RSE) (16/82).

The control module also includes the DVD player for the system.

The system can either be switched on with the POWER button on the control module or with the POWER button on the remote control.

The remote control must be aimed at one of the screens before a button is depressed as the receiver for remote control signals is located in the bottom edge of the screens.

When the remote control is aimed at a screen (16/81A, B) and a function button is depressed, the rear seat entertainment module (RSE) identifies the selected screen and carries out the remote control command.

If, for example, you press a menu selection button, a menu opens on the screen at which the remote control was aimed. The possible selections are described below

1. Independent shifting of three audio/video inputs (DVD, TV (if installed) and AUX).
2. Image adjustment (image color, brightness, contrast and aspect ratio).
3. Audio settings (bass, treble and volume).
4. Language selection for on-screen instructions.
5. Switch individual screens ON/OFF.

The rear seat entertainment module (RSE) also determines which media source has been linked to the selected screen and forwards the commands in the suitable protocol.

If, for example, the left screen is set for DVD playback and an infrared play command is detected at the left screen, the message is received, saved and forwarded to the DVD player (16/82) in the DVD player's infrared protocol.

A fixed memory saves the displayed instruction language used and the current audio and video settings for the respective output channel. These settings are loaded upon start-up with the exception of volume level, which is set to low as standard.

The system is powered via X-feed and directly from the battery. If the system is operating when the ignition is switched of, a question will appear on the screens as to whether continued play is permitted.

If the user answers YES, the system will continuing playing another 10 minutes. The system will then shut down. If there is no response to the question, the system will shut down after 1 minute. As a means of safeguarding the battery, play time cannot be extended unless the ignition is switched on again.

When a DVD is inserted in the opening, DVD playback starts automatically if the disc does not have a play menu. DVD playback can be resumed from a pause, for example if the ignition is switched off while a movie is being played. Playback then resumes where it left off once the ignition is switched back on. Audio and video signals are fed out from the DVD player from the connection block (ISO connection) on the rear of the unit.

SYSTEM START-UP

When the ignition is switched on the Rear seat entertainment module (RSE) performs a basic internal system check and starts the start-up procedure with the screens.

The start-up process differs depending on software.

Previous software

Start-up process, no communication fault

1. The ignition is switched on.
2. Lighting in the DVD-player's buttons is activated.
3. The Rear seat entertainment module (RSE) feeds the connections #E1 (left-hand screen) and #E13 (right-hand screen) with voltage.
4. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E2 for the left-hand screen.
5. The left-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network.
6. The Rear seat entertainment module (RSE) returns a message to the left-hand screen on the CAN network which assigns the screen number 1. This is necessary for the video and audio to be addressed to the right screen and so that commands from the remote control can be executed on the right screen. Wake-up signal's voltage maintained at 11.5 V.
7. Communication for the left-hand screen is now OK.
8. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E14 for the right-hand screen.
9. The right-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network.
10. On the CAN, the Rear seat entertainment module (RSE) sends back a message to the right hand screen allocated screen number 2. The wake-up signal's voltage is maintained at 11.5 V.
11. Communication for the right-hand screen is now OK.
12. Lighting in the DVD-player's buttons, except the POWER button, goes out.
13. The start-up procedure is implemented and the system switches to standby.

Start-up times

A start-up with fault-free communication takes 4-10 seconds.

Start-up process, communication fault with left screen

1. The ignition is switched on.
2. Lighting in the DVD-player's buttons is activated.
3. The Rear seat entertainment module (RSE) feeds the connections #E1 (left-hand screen) and #E13 (right-hand screen) with voltage.
4. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E2 for the left-hand screen.
5. No response from left screen. The Rear seat entertainment module (RSE) maintains high voltage (11.5V), but drops it down to 0 V every 10 seconds until further notice. The wake-up signal to the right screen is 0 V.
6. Lighting in the DVD player's buttons follow the same pattern as the wake-up signal for the left screen.
7. The system will not work.

Start-up process, communication fault with right screen

1. The ignition is switched on.
2. Lighting in the DVD-player's buttons is activated.
3. The Rear seat entertainment module (RSE) feeds the connections #E1 (left-hand screen) and #E13 (right-hand screen) with voltage.
4. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E2 for the left-hand screen.
5. The left-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network.
6. The Rear seat entertainment module (RSE) returns a message to the left-hand screen on the CAN network which assigns the screen number 1. This is necessary for the video and audio to be addressed to the right screen and so that commands from the remote control can be executed on the right screen. Wake-up signal's voltage maintained at 11.5 V.
7. Communication for the left-hand screen is now OK.
8. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E14 for the right-hand screen.
9. No response from right screen. The Rear seat entertainment module (RSE) maintains high voltage (11.5V), but drops it down to 0 V every 10 seconds until further notice. The wake-up signal to the left screen (whose communication is OK) is continually high (11.5V).
10. Lighting in the DVD player's buttons follow the same pattern as the wake-up signal for the right screen.
11. The system will not work.

Start-up process, CAN related fault

1. The ignition is switched on.
2. Lighting in the DVD-player's buttons is activated.
3. The Rear seat entertainment module (RSE) feeds the connections #E1 (left-hand screen) and #E13 (right-hand screen) with voltage.
4. The Rear seat entertainment module (RSE) sends a wake-up signal of 11.5 V at the same time to both terminals, #E2 for the left screen and #E14 for the right screen.
5. The Rear seat entertainment module (RSE) maintains high voltage (11.5 V) to both screens, but drops it down to 0 V every 10 seconds until further notice.
6. Lighting in the DVD player's buttons follow the same pattern as the wake-up signal for the screens.
7. The system will not work.

Conclusions of start-up signal's voltage

By checking the wake-up signal's voltage to both the screens during system start-up, the following conclusions can be drawn. The table below is worked into the symptom fault-tracings.

Later software

1. The ignition is switched on.
2. Lighting in the DVD-player's buttons is activated.
3. The Rear seat entertainment module (RSE) feeds the connections #E1 (left-hand screen) and #E13 (right-hand screen) with voltage.
4. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E2 for the left-hand screen.
5. The left-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network. NOTE: the screen does not respond on the CAN network, the Rear seat entertainment module (RSE) makes a further two attempts according to the pattern below (*). If the screen does not respond the Rear seat entertainment module (RSE) continues as set out in section 8 below.
6. The Rear seat entertainment module (RSE) returns a message to the left-hand screen on the CAN network which assigns the screen number 1. This is necessary for the video and audio to be addressed to the right screen and so that commands from the remote control can be executed on the right screen.
7. Communication for the left-hand screen is now OK.
8. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E14 for the right-hand screen.
9. The right-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network. NOTE: If the screen does not respond on the CAN network, the Rear seat entertainment module (RSE) makes a further two attempts according to the pattern below (*). If the screen does not respond the Rear seat entertainment module (RSE) continues as set out in item 12 below.
10. The Rear seat entertainment module (RSE) returns a message to the right-hand screen on the CAN network which assigns the screen number 2.
11. Communication for the right-hand screen is now OK.
12. Lighting in the DVD-player's buttons, except the POWER button, goes out.
13. The start-up procedure is implemented and the system switches to standby.
14. The system can now be started using the POWER button on the DVD player or the remote control.

(*) Wake-up signal (signal pattern with a fault)

High signal (approx. 11.5 V) is sent for approx 1 second (first attempt).

If there is no response a low signal is sent (approx. 0 V) for approximately 1 second.

High signal (approx. 11.5 V) is sent for approx 1 second (second attempt).

If there is no response a low signal is sent (approx. 0 V) for approximately 10 seconds.

High signal is sent (approx. 11.5 V) and remains continuously high (third and last attempt).

Start-up times

Start-up without faults detected takes approximately 4-10 seconds.

Start-up with communication fault on one screen takes approximately 20-25 seconds.

Start-up with communication fault on both screens takes approximately 30-35 seconds.

The times above should only be seen as a guide and are not exact times.

Scheme 272

The rear audio separation module (RAS) (16/122) is designed to redirect audio signals from the car's internal audio system or from the system's DVD player to the rear speakers (16/5, 16/6, 16/57 and 16/58).

When the unit is in normal mode, audio signals are routed from the front audio system to the rear speakers.

The remote control can be used to activate the rear audio separation module (RAS). Audio signals from the front audio system will then be replaced with audio signals from the rear seat entertainment system.

Which audio channel is connected to the rear speakers is determined by which screen the remote control is aimed at when the button to activate the rear audio separation module (RAS) is pressed.

If a parking assistance system is installed, the control module is temporarily deactivated via an input when reverse gear is engaged. The deactivation signal comes from the same voltage circuit the drives the reversing lights. The parking assistance system signals will then be heard via the rear speakers.

Scheme 273

Each screen houses an IR receiver. The IR receivers are directly connected to the rear seat entertainment module (RSE) (16/82) and are activated when the rear seat entertainment module (RSE) is supplied power. When a button is pressed on the remote control, it emits a signal with infrared light. The coding of this signal varies depending on which button was pressed. The IR signal is received by the IR receiver below the respective head restraint screen (16/81A, B) and is forwarded to the rear seat entertainment module (RSE) for processing.

The remote control can be used to switch between different audio and/or video inputs in the system

1. DVD player, audio/video
2. AUX input, audio or audio/video
3. Audio from the front audio system to one of the headphones, both headphones or separately to one of the headphones and the rear speakers
4. Audio/video from a TV receiver (if installed) to one or both screens.

Selection is carried by pointing the remote control towards the screen to be commanded. Depending on which of the two screens that received the command, the Rear seat entertainment module (RSE) selects AV or audio source for the screen. The remote control can then be pointed to the other screen to select the source for that screen.

Scheme 274

The system includes two pairs of IR headphones as standard. Any number of headphones can be used as long as they are within range of the IR transmitter.

Sound is transferred from the screen to the wireless headphones via an infrared signal. There must be free travel between the transmitter in the bottom edge of the screen and the receivers on the side of the headphones. If the way is blocked, the signal may be interfered with and sound quality will thus deteriorate.

The headphones are switched on with the switch located on the side. The headphones switch off automatically if no IR signal is received for 3-4 minutes.

The headphones also have a button to set which audio channel to listen to. Channel A or B can be selected. Channel A is always transmitted from the left screen and channel B is always transmitted from the right screen.

Note. Lowering the volume of the screen will increase the signal/noise ratio of the headphones. Optimal headphone output is obtained by setting screen volume to 75%. Headphone volume can then be regulated using the wheel on the headphones themselves.

The tables below include the in and output signals for the units in the system for rear seat entertainment.

Note. The CAN communication given here is only a private CAN between the control module and the screens.

REAR SEAT ENTERTAINMENT MODULE (RSE)/DVD PLAYER (16/82)

REAR AUDIO SEPARATION MODULE (RAS) (16/122)

SCREEN, HEAD RESTRAINT (16/81A, B)

INFRARED HEADPHONES

Rear seat entertainment module (RSE) is the central unit in the system for rear seat entertainment.

The control module is integrated with the DVD player and is located at the rear edge of the center console.

The control module interprets and executes the commands given by the user with the system's infrared remote control. These commands are transmitted from the remote control to Rear seat entertainment module (RSE) via system's infrared receivers in the screens. Rear seat entertainment module (RSE) also distributes current to the system's other components.

Rear seat entertainment module (RSE) distributes audio and video signals from the DVD-player to screens and speakers in the system. Via external inputs, other audio and video sources can also be connected, e. g., game pads or video cameras.

The DVD player mechanism has an anti-shock system and it helps to prevent the image or sound skipping when played. The DVD player has slot-in disc insertion and region coding programmed into the software. The region code can be changed using a security code.

The following media formats can be played by the DVD player

1. DVD-R/+R
2. DVD-RW/+RW
3. CD-R and CD-RW
4. CDDA
5. HDCD

The following information formats can be played

1. DVD
2. DVD Audio
3. VCD
4. SVCD
5. DivX
6. WMV
7. Audio CD
8. Kodak photo CD
9. MP3
10. MP3 Pro
11. playlists in M3U format
12. WMA Sound.

Formats such as THX and DolbyDigital are also supported. Only stereo signals of this audio format are reproduced.

The control module is supplied with power from the Ext. X-supply in the Central electronic module and directly from the battery.

To easily check whether the control module is powered and grounded, switch on the ignition. The background illumination on the function buttons should then come on.

CHANGE OF DVD PLAYER REGION CODE

The region coding means that only discs with the region code matching that of the DVD player can be played.

The region code in the DVD player can be changed up to 10 times. After the 11th change, the set region will then be locked and it will not be possible to change again.

Note. Warranty repairs due to locked region on the DVD player will not be approved. Region code changes to the region in which the vehicle will be used is to be done at the workshop. The security code is not to be given to the customer.

Do as follows to open the menu for region code change

1. Switch on the ignition.
2. Switch on the system NOTE: There must not be a disc in the DVD player.
3. Aim the remote control at a screen and depress the button for child lock for approx. 5 seconds. The menu will be displayed with four stars underneath.
4. Enter the code 1971 using the arrow keys on the remote control and then press OK.
5. Select menu selection and press OK.
6. Select the region code which applies to the relevant vehicle and press OK.
7. Check that the set region code, which will be shown in the top left-hand corner of the screen corresponds with the region where the vehicle will be used.
8. Switch off the system

The submenu can then be used to select a new region for the DVD player.

Scheme 275

In order to playback audio from the rear seat entertainment system using the vehicle's ordinary audio system, the Rear seat entertainment module (RSE) is connected to the regular AUX input.

The AUX-input is a 3.5 mm stereo connection and can be used to connect, e. g., a portable CD-player or other media player to the system.

The connection is breaking which means, if nothing is connected, it is the audio signals from the Rear seat entertainment module (RSE)/DVD-player that are forwarded to the Integrated Audio Module (IAM).

When something is connected, this connection is broken and the audio from the connected unit is forwarded instead to the Integrated Audio Module (IAM).

Internal electrical connections

1. AUX input connection #1 is internally connected to AUX input #7.
2. AUX input connection #2 is internally connected to AUX input #6. The circuit is broken when a 3.5 mm plug is connected.
3. AUX input connection #3 is internally connected to AUX input #5. The circuit is broken when a 3.5 mm plug is connected.

SCREEN, HEAD RESTRAINT

The multimedia head restraint consists of five main components

1. Screen
2. Circuit board
3. Rear piece
4. Border
5. Head restraint pad

The rear piece is fastened in an opening on the rear of the head restraint pad. The circuit board is held in place in the rear piece with three screws. The screen is housed in the rear piece in front of the circuit board and is connected with a flexible foil cable and an AC lead. The border holds all electronic components in place in the rear piece in the head restraint pad. The lower edge of the border contains a window so that the infrared receiver on the circuit board can receive infrared signals from the remote control. The infrared receiver is separately connected to the rear seat entertainment module (RSE) and is activated when the rear seat entertainment module (RSE) is on.

The 7-inch screen in the head restraint has an aspect ratio of 16:9. The screen is positioned to provide the optimal viewing angle. The screen has a 120 degree horizontal viewing angle.

The integrated infrared receiver is activated when Rear seat entertainment module (RSE) receives voltage supply. The screen is not activated until it receives a high signal on the wake-up cable from Rear seat entertainment module (RSE)/DVD-player.

This signal is sent when the system is switched on with the POWER button on the remote control or with the POWER button on the control module.

The circuit board contains an image generator, infrared receiver, infrared transmitter and the unit that controls all screen settings

1. colour
2. contrast
3. brightness
4. aspect ratio.

Damping control has a damping relationship of 30:1 to improve the image and reduce bright light from light day conditions down to complete darkness. Brightness can be adjusted so that the screen's image easily can be seen in daylight as well. Voltage protection and power supply of the screens background lighting also take place via the circuit board. The control module contains logic for interpreting commands for setting video performance, input selection, and intensity of background lighting. Control commands are sent from Rear seat entertainment module (RSE) via a private CAN-net.

Each screen has an integrated infrared transmitter to send sound signals to the wireless headphones.

The screens are supplied power and grounded via the rear seat entertainment module (RSE).

To check whether a screen has power and ground, you can switch on the ignition and then switch on the system with the remote control. The screen will then come on.

Note. If voltage supply and ground to the screen work but the screen has no contact with Rear seat entertainment module (RSE)/DVD-player, the screen will still be activated in LOCAL-mode. However, this is no guarantee that the whole system works. For more information, see : TROUBLESHOOTING INFORMATION If the screen works in LOCAL-mode this indicates that voltage supply and ground to the screen's circuit board are okay.

REMOTE CONTROL

The remote control is used to control Rear seat entertainment module (RSE)/DVD-player and the screens. The remote control has 22 buttons, one is red and 21 are white.

The remote control uses infrared signals (IR) to transfer commands to the system. The signals are received by the screens' infrared receivers.

The remote control is equipped with two batteries, fitted under a cover at the rear.

The wireless IR-headphones can be used for both screens. The standard sound is transmitted via IR-transmission to the headphones in two-channel stereo format. The headphones are driven by an internal battery.

The headphones are turned on with a button on one side, and the volume, in each headphone, can be adjusted with a knob. Each kit also has a channel selector, that controls which audio channel the headphone receives.

The audio from the left screen is always transmitted on channel A and the audio from the right screen is always transmitted on channel B.

Scheme 276

On the rear of the center console there is an AV-panel with external input terminals for audio/video. This input can be used for supplying standard AV signals to systems, such as, video cameras, video game consoles, VHS videos, portable DVD or CD-players.

All inputs on the AV-panel are directly connected to Rear seat entertainment module (RSE)/DVD-player.

SYSTEM START-UP PROCEDURE

When the ignition is switched on the Rear seat entertainment module (RSE) performs a basic internal system check and starts the start-up procedure with the screens.

Depending on software, the start-up times are different and handling of the POWER-button's lighting. Version of software can be identified using the SERVICE MENU, see: CHANGE OF DVD PLAYER REGION CODE

The following takes place

Software, version DVD TMS S/W 2.1.3 (a newer software)

1. The ignition is switched on. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
2. Lighting in the DVD-player's buttons is activated. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
3. The Rear seat entertainment module (RSE) feeds the connections #E1 (left-hand screen) and #E13 (right-hand screen) with voltage. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
4. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E2 for the left-hand screen. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
5. The left-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network. NOTE: If the screen does not respond on the CAN network, the Rear seat entertainment module (RSE) makes a further two attempts according to the pattern below (*). If the screen does not respond the Rear seat entertainment module (RSE) continues as set out in section 8 below. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
6. The Rear seat entertainment module (RSE) returns a message to the left-hand screen on the CAN network which assigns the screen number 1. This is necessary for the video and audio to be addressed to the right screen and so that commands from the remote control can be executed on the right screen. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
7. Communication for the left-hand screen is now OK. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
8. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E14 for the right-hand screen. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
9. The right-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network. NOTE: If the screen does not respond on the CAN network, the Rear seat entertainment module (RSE) makes a further two attempts according to the pattern below (*). If the screen does not respond the Rear seat entertainment module (RSE) continues as set out in item 12 below. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
10. The Rear seat entertainment module (RSE) returns a message to the right-hand screen on the CAN network which assigns the screen number 2. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
11. Communication for the right-hand screen is now OK. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
12. The Rear seat entertainment module (RSE) checks whether the result of the wake-up attempt according to section 7 and 11 is OK. It then performs a communication check with the DVD player. If the wake-up attempt and communication check are OK, the control module continues as set out in section 14. If both the wake-up attempt/communication check fail, the control module continues as set out in section 13.
13. The illuminated DVD player buttons are on for approximately 60 seconds.
14. Lighting in the DVD-player's buttons, except the POWER button, goes out.
15. The start-up procedure is implemented and the system switches to standby.
16. The system can now be started using the POWER button on the DVD player or the remote control.

(*) Wake-up signal (signal pattern with a fault)

High signal (approx. 11.5 V) is sent for approx 1 second (first attempt).

If there is no response a low signal is sent (approx. 0 V) for approximately 3 seconds.

High signal (approx. 11.5 V) is sent for approx 1 second (second attempt).

If there is no response a low signal is sent (approx. 0 V) for approximately 3 seconds.

High signal is sent (approx. 11.5 V) and remains continuously high (third and last attempt).

Start-up times

Start-up without faults detected takes approximately 10 seconds.

Start-up with communication fault on one screen takes approximately 85 seconds.

Start-up with communication fault on both screens takes approximately 95 seconds.

The times above should only be seen as a guide and are not exact times.

Software, version DVD TMS S/W 3.0.0 and 2.1.1 (an older software)

1. The ignition is switched on.
2. Lighting in the DVD-player's buttons is activated.
3. The Rear seat entertainment module (RSE) feeds the connections #E1 (left-hand screen) and #E13 (right-hand screen) with voltage.
4. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E2 for the left-hand screen.
5. The left-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network. NOTE: If the screen does not respond on the CAN network, the Rear seat entertainment module (RSE) makes a further two attempts according to the pattern below (*). If the screen does not respond the Rear seat entertainment module (RSE) continues as set out in section 8 below.
6. The Rear seat entertainment module (RSE) returns a message to the left-hand screen on the CAN network which assigns the screen number 1. This is necessary for the video and audio to be addressed to the right screen and so that commands from the remote control can be executed on the right screen.
7. Communication for the left-hand screen is now OK.
8. The Rear seat entertainment module (RSE) sends a wake-up signal of approximately 11.5 V to connection #E14 for the right-hand screen.
9. The right-hand screen then returns an OK signal to the Rear seat entertainment module (RSE) via the internal CAN network. NOTE: If the screen does not respond on the CAN network, the Rear seat entertainment module (RSE) makes a further two attempts according to the pattern below (*). If the screen does not respond the Rear seat entertainment module (RSE) continues as set out in item 12 below.
10. The Rear seat entertainment module (RSE) returns a message to the right-hand screen on the CAN network which assigns the screen number 2.
11. Communication for the right-hand screen is now OK.
12. Lighting in the DVD-player's buttons, except the POWER button, goes out.
13. The start-up procedure is implemented and the system switches to standby.
14. The system can now be started using the POWER button on the DVD player or the remote control.

(*) Wake-up signal (signal pattern with a fault)

High signal (approx. 11.5 V) is sent for approx 1 second (first attempt).

If there is no response a low signal is sent (approx. 0 V) for approximately 1 second.

High signal (approx. 11.5 V) is sent for approx 1 second (second attempt).

If there is no response a low signal is sent (approx. 0 V) for approximately 10 seconds.

High signal is sent (approx. 11.5 V) and remains continuously high (third and last attempt).

Start-up times

Start-up without faults detected takes approximately 4-10 seconds.

Start-up with communication fault on one screen takes approximately 20-25 seconds.

Start-up with communication fault on both screens takes approximately 30-35 seconds.

The times above should only be seen as a guide and are not exact times.

For more information about the procedure at start, see: TROUBLESHOOTING INFORMATION

Scheme 277

In order to playback audio from the DVD player using the vehicle's ordinary audio system the Rear seat entertainment module (RSE)/DVD player is connected to the AUX input on the Integrated Audio Module (IAM).

Audio from the DVD-player or AUX-input can be selected as audio source on Integrated Audio Module (IAM) by selecting input signal "AUX" in the audio system's menu system.

When Rear seat entertainment module (RSE)/DVD-player plays a disc, the audio is automatically sent out on the outputs to the Integrated Audio Module (IAM). But no sound will be heard in the speakers until "AUX" has been selected as the audio source.

Note. If an audio source is connected to the AUX input's 3.5 mm stereo connection, the audio signals from the Rear seat entertainment module (RSE)/DVD player to the Integrated Audio Module (IAM) are disconnected.

Scheme 278

Each screen houses an IR-receiver. The IR-receivers are connected to the rear seat entertainment module (RSE) (16/109) and are activated when the rear seat entertainment module (RSE) is supplied power. When a button is pressed on the remote control, it emits a signal with infrared light. The coding of this signal varies depending on which button was pressed. The IR-signal is received by the IR-receiver below the respective head restraint screen (16/81A, B) and is forwarded to the rear seat entertainment module (RSE) for processing.

The remote control can be used to switch between different audio and/or video inputs in the system

1. DVD player, audio/video
2. AV-panel, audio or audio/video
3. Audio/video from a TV receiver (if installed) to one or both screens.

Selection is performed by aiming the remote control at the screen where the command is to be executed.

Depending on which of the two screens that received the command, the Rear seat entertainment module (RSE) will select AV- or audio source for that screen. Then the remote control can be aimed at the other screen to select source for that screen.

The system includes two pairs of IR headphones as standard. Any number of headphones can be used as long as they are within range of the IR transmitter.

Sound is transferred from the screen to the wireless headphones via an infrared signal. There must be free travel between the transmitter in the bottom edge of the screen and the receivers on the side of the headphones. If the way is blocked, the signal may be interfered with and sound quality will thus deteriorate.

The headphones are switched on with the switch located on the side. The headphones switch off automatically if no IR signal is received for 3-4 minutes.

The headphones also have a button to set which audio channel to listen to. Channel A or B can be selected. Channel A is always transmitted from the left screen and channel B is always transmitted from the right screen.

Note. Lowering the volume of the screen will increase the signal/noise ratio of the headphones. Optimal headphone output is obtained by setting screen volume to 75%. Headphone volume can then be regulated using the wheel on the headphones themselves.

The following tables summarize input and output signals to the units in the system for rear seat entertainment.

Note. The CAN communication given here is only a private CAN between the control module and the screens.

REAR SEAT ENTERTAINMENT MODULE (RSE)/DVD-PLAYER (16/109)

SCREEN, HEAD RESTRAINT (16/81A, B)

WIRELESS HEADPHONES

Rear seat entertainment module (RSE) is the central unit in the system for rear seat entertainment.

The control module is integrated with the DVD player and is located in the storage tray in the centre console. In XC90 it is located at the rear edge of the centre console.

The control module interprets and executes the commands given by the user with the system's infrared remote control. These commands are transmitted from the remote control to Rear seat entertainment module (RSE) via system's infrared receivers in the screens. Rear seat entertainment module (RSE) also distributes current to the system's other components.

The Rear seat entertainment module (RSE) distributes audio and video signals from the DVD player or digital TV receiver to the screen and speakers in the system. Other audio and video sources can be connected via external inputs (AV panel), for example, games consoles or video cameras.

There is an internal CAN network between the Rear seat entertainment module (RSE)/DVD-player and the screens for the transfer of information. This CAN network is not connected to the vehicle's ordinary CAN network.

The DVD player mechanism has an anti-shock system and it helps to prevent the image or sound skipping when played. The DVD player has slot-in disc insertion and region coding programmed into the software. The region code can be changed using a security code.

The following media formats can be played by the DVD player

1. DVD-R/+R
2. DVD-RW/+RW
3. CD-R and CD-RW
4. CDDA
5. HDCD

The following information formats can be played

1. DVD
2. DVD Audio
3. VCD
4. SVCD
5. DivX
6. WMV
7. Audio CD
8. Kodak photo CD
9. MP3
10. MP3 Pro
11. playlists in M3U format
12. WMA Sound.

Formats such as THX and DolbyDigital are also supported. Only stereo signals of this audio format are reproduced.

The control module is supplied with power from the Ext. X-supply in the Central electronic module (CEM) and directly from the battery.

To easily check whether the control module is powered and grounded, switch on the ignition. The background illumination on the function buttons should then come on.

Change of DVD player region code

The region coding means that only discs with the region code matching that of the DVD player can be played.

The region code in the DVD player can be changed up to 25 times. After the last change, the set region will be locked and it will not be possible to change again.

Note. Warranty repairs due to locked region on the DVD player will not be approved. Region code changes to the region in which the vehicle will be used is to be done at the workshop. The security code is not to be given to the customer.

Do as follows to open the menu for region code change

1. Switch on the ignition.
2. Switch on the system. NOTE: There must not be a disc in the DVD player.
3. Direct the remote-control towards one of the screens and press and hold the Day/Night switching button for approx. 5 seconds. The SERVICE MENU will now be shown with four stars below.
4. Enter the code 1971 using the arrow keys on the remote control and then press OK.
5. Select menu REGION CODE and press OK.
6. Select the region code which applies to the relevant vehicle and press OK.
7. Check that the set region code, which will be shown in the top left-hand corner of the screen corresponds with the region where the vehicle will be used.
8. Switch off the system.

The submenu can then be used to select a new region for the DVD player.

AUX-INPUT

In order to playback audio from the rear seat entertainment system using the vehicle's ordinary audio system, the Rear seat entertainment module (RSE) is connected to the regular AUX input.

The AUX-input is a 3.5 mm stereo connection and can be used to connect, e. g., a portable CD-player or other media player to the system.

The connection is breaking which means, if nothing is connected, it is the audio signals from the Rear seat entertainment module (RSE)/DVD-player that are forwarded to the Integrated Audio Module (IAM).

When something is connected, this connection is broken and the audio from the connected unit is forwarded instead to the Integrated Audio Module (IAM).

Internal electrical connections

1. AUX input connection #1 is internally connected to AUX input #7.
2. AUX input connection #2 is internally connected to AUX input #6. The circuit is broken when a 3.5 mm plug is connected.
3. AUX input connection #3 is internally connected to AUX input #5. The circuit is broken when a 3.5 mm plug is connected.

Scheme 279

The multimedia head restraint consists of the following main components

1. Screen unit with integrated holder and circuit board.
2. Head restraint pad.

The screen is attached to the opening on the rear of the head restraint cushion and is held in position in the head restraint cushion frame by two screws.

On the lower edge of the screen there is a window so that infrared signals (IR) from the remote control can be received by the infrared receiver on the screen's circuit board, and the integrated infrared red transmitter can send audio signals to the wireless headphones.

The 8-inch screen in the head restraint has an aspect ratio of 16:9. The screen is positioned to provide the optimal viewing angle. The screen has a 120 degree horizontal viewing angle.

The screen has an integrated temperature sensor that registers the temperature inside the screen. The temperature signal is sent to the Rear seat entertainment module (RSE)/DVD-player via the CAN network to prevent the use of the screens with a two high or low temperature.

The temperature is not monitored during the first 5 minutes after the ignition has been switched on. This is to prevent the system being switched off unnecessarily if, for example, the temperature is too high in the passenger compartment when the vehicle is started. If the temperature is high the climate unit is usually used to lower the temperature.

The following occurs

1. At +72 °C (-19 °C) a warning is shown on the screen. The warning message clears if the temperature changes to +70 °C (-17 °C).
2. If the temperature changes to +77 °C (-24 °C) the system will also switches off.

Note. The temperature limits above apply inside the screen and not to the temperature in the passenger compartment.

The integrated infrared receiver is activated when the Rear seat entertainment module (RSE) is voltage fed. The receiver receives infrared signals from the remote control executes these commands.

The infrared receiver is also directly connected to the Rear seat entertainment module (RSE). When the ignition is switched on, the LEDs on the infrared receiver and transmitter should be slightly illuminated. The LEDs are on for approx. 2 minutes after the system has been switched on and when audio is played back from a selected audio source.

The screens are not activated until the system has been switched on using the POWER button on the remote control or the POWER button on the DVD player. Before the screens can be activated the Rear seat entertainment module (RSE) must establish communication with the integrated circuit board in the screens. This is performed directly when the ignition is switched on and normally takes approx. 8-10 seconds

The circuit board contains an image generator, infrared receiver, infrared transmitter and the unit that controls all screen settings

1. colour
2. contrast
3. brightness
4. aspect ratio.

The dampening control has a dampening factor of 30:1 to improve the image and reduce sharp light from bright day conditions down to complete dark. The brightness can be adjusted so that the image can be easily seen in daylight. The control module contains logic to interpret commands for setting video performance, input selection and the strength of the background lighting. Control commands are sent from the Rear seat entertainment module (RSE) via a private CAN network.

The screens are supplied power and grounded via the rear seat entertainment module (RSE).

To check whether a screen has power and ground, you can switch on the ignition and then switch on the system with the remote control. The screen will then come on.

Note. If the voltage supply and ground to the screen work, but the screen does not have contact with the Rear seat entertainment module (RSE)/DVD-player via the CAN network, the screen will start up and be lit in LOCAL mode. However this is not a guarantee that the complete system works.

For further information, see: DIAGNOSTIC FUNCTIONS

If the screen works in LOCAL mode this indicates that the voltage supply and ground to the screen's circuit board are OK.

Scheme 280

The remote control is used to control the Rear seat entertainment module (RSE)/DVD player, screens, TV receiver (if the accessory is installed).

The remote control is available in 2 designs. If the system is equipped with TV the remote control has 17 buttons.

If the system is equipped with TV (DVB-T) the remote control has 29 buttons.

The remote control uses infrared signals (IR) to transfer commands to the system. The signals are received by the screens' infrared receivers.

The remote control is equipped with two batteries, fitted under a cover at the rear.

Scheme 281

The wireless headphones can be used on both screens. The sound to the headphones is transferred from the screen via infrared signals (IR) to the headphones in two channel stereo format. The headphones are powered by an internal battery.

The headphones are switched on using a button on the side and the volume, in each earpiece, can be adjusted using a knob. The headphones also have a channel selector which controls the audio channel received by the headphones. The sound from the left-hand screen is always sent on channel A and the sound from the right-hand screen is always sent on channel B. A LED is lit when the headphones are switched on.

AV-PANEL

There is an AV panel with external input connections for audio/video in the storage tray in the centre console in front of the DVD player. In XC90 this is positioned at the rear of the centre console.

This input can be used to feed standard AV signals to the system from e. g. a video camera, video games console, VHS video, portable DVD or CD player.

All inputs on the AV-panel are directly connected to Rear seat entertainment module (RSE)/DVD-player.

Scheme 282

The digital TV receiver (DVB-T) is an extra option that can receive digital TV channels, convert them and send them on to the Rear seat entertainment module (RSE).

Two antennas are connected to the receiver so that the TV receiver is able to receive and send the channels.

DVB stands for Digital Video Broadcasting and is a series of internationally accepted open technical standards for digital television. The suffix "T" stands for Terrestrial and alludes to the subset of standards that regulate how a digital TV signal should appear when transmitted terrestrially.

In XC90 the receiver is installed in the cargo compartment, on the right-hand side under the cover above the wheel housing.

The following connections, switches and card slots can be found on the TV receiver

1. Connection to the vehicle and Rear seat entertainment module (RSE) the two connectors.
2. Connections for two antennas.
3. Slot for a subscription/program card.
4. Serial communications port (serial port RS232).
5. Reset button.
6. Two functions switches.
7. Green status LED.

The TV receiver is voltage fed directly from the battery via connector #A4 for the Rear seat entertainment module (RSE) and then a fuse. The fuse holder is on the TV receiver.

To easily, see whether the receiver is voltage fed and ground switch on the ignition. The status LED should then be lit green.

Subscription/program card

Used to watch paid-by-view channels.

Serial communications port (serial port RS232)

Used to connect a computer when updating the software.

Note. Special instructions are issued when this is to be performed.

Reset button

Used to restart the TV receiver when the ignition is on. Switching the ignition off and on has the same effect.

Function switches

Used to

1. Change the signal standard between PAL and NTSC.
2. Switch the TV receiver to software update mode.
3. Deleting stored TV channels.

Scheme 283

The following settings are possible

1. Normal mode
2. Software update mode
3. Mode to delete programmed TV channels.
4. Mode to change signal standard between PAL and NTSC.

To initiate one of the settings, proceed as follows

1. Ignition on.
2. Set the switches to the required mode as set out above.
3. Ignition off and on again. This initiates the selected function. As an option the reset button can be used instead of switching the ignition off and on.
4. The selected function is now initiated.

When initiation takes place with the switches in the positions set out above the following occurs

1. Mode 2. A special menu to update the software is shown on the screens.
2. Mode 3. All stored channels are deleted directly. A message about deletion is shown on the screens followed by a menu to restore the channels.
3. Mode 4. The receiver switch the signal standard from either PAL to NTSC depended on the original setting. Each time the system is restarted (ignition off and on again) or when the reset button is used, the TV receiver switches between PAL or NTSC. The screens can handle both types of standard signals so that no difference in image is seen.

HINT: If the customer comes in with his/her vehicle and complains about one of the following, the position of the switches, as set out above must be checked. Normally these should always be set in Normal mode.

1. a software update menu is always shown on the screens when showing the TV.
2. the stored TV channels are always deleted and a message is shown.

Scheme 284

The two antennas receive the transmitted digital TV signals and send these to the digital TV receiver. The antennas are voltage fed and ground from the TV receiver. A supply voltage of approx. 5 V is fed via the antenna cable's conductor and is ground via the cable's screen.

On each antenna, under the cover, is a status LED that lights when the digital TV receiver is on and the antenna is OK. If the system is on and the LED is not lit, there is either a fault on the antenna, its cables or the supply from the TV receiver.

The antennas are installed underneath the upper side corners on the rear bumpers.

See: SYSTEM START-UP PROCEDURE

Scheme 285

HINT: AUX-input (16/123.2) in XC90 has number 17/40.1.

In order to playback audio from the DVD player using the vehicle's ordinary audio system the Rear seat entertainment module (RSE)/DVD player is connected to the AUX input on the Integrated Audio Module (IAM).

Audio from the DVD-player or AUX-input can be selected as audio source on Integrated Audio Module (IAM) by selecting input signal "AUX" in the audio system's menu system.

When Rear seat entertainment module (RSE)/DVD-player plays a disc, the audio is automatically sent out on the outputs to the Integrated Audio Module (IAM). But no sound will be heard in the speakers until "AUX" has been selected as the audio source.

Note. If an audio source is connected to the AUX input's 3.5 mm stereo connection, the audio signals from the Rear seat entertainment module (RSE)/DVD player to the Integrated Audio Module (IAM) are disconnected.

Scheme 286

There is an infrared receiver (IR receiver) in each screen. The IR receivers are directly connected to the Rear seat entertainment module (RSE) (16/109) and are activated when the Rear seat entertainment module (RSE) is voltage fed. When a button is pressed on the remote control a signal is sent out with infrared light (IR). This signal has a different coding depending on the button pressed. The IR signal is received by the IR receiver under the screen (16/81A, B) on each head restraint and is forwarded to the Rear seat entertainment module (RSE) for processing.

The remote control can be used to switch between different audio and/or video inputs in the system

1. DVD player, audio/video
2. AV-panel, audio or audio/video
3. Audio/video from a TV receiver (if installed) to one or both screens.

Selection is performed by aiming the remote control at the screen where the command is to be executed.

Depending on which of the two screens that received the command, the Rear seat entertainment module (RSE) will select AV- or audio source for that screen. Then the remote control can be aimed at the other screen to select source for that screen.

Scheme 287

Two pairs of headphones are supplied with the system as standard. The transfer of sound between the screen and the wireless headphones takes place using an infrared signal (IR). Any number of headphones can be connected provided that they are within the working range of the IR transmitters.

There must be a clear path between the transmitter on the lower edge of the screen and the receiver on the side of the headphones. If the path is blocked the signals may be disrupted and the audio quality impaired.

The headphones are switched on with the switch located on the side. The headphones switch off automatically if no IR signal is received for 3-4 minutes.

The headphones also have a button to set which audio channel to listen to. Channel A or B can be selected. Channel A is always transmitted from the left screen and channel B is always transmitted from the right screen.

Note. The audio signal from the screens to the headphones has a fixed sound level. This means the headphone volume can only be adjusted using the knob on the headphones.

Scheme 288

When the ignition is switched on the Rear seat entertainment module (RSE) performs a basic internal system check and starts the start-up procedure with the screens. At the same time a wake-up signal is sent to the TV receiver and the TV receiver's green status LED comes on.

When the start-up procedure for the screens has finished and the illuminated buttons on the DVD player, except the POWER button, have gone out the TV receiver's status LED also goes out.

When the system is switched on using e. g. the POWER button on the DVD player the status LED comes on.

When the remote control is directed towards a screen (16/81A, B) and the function button to select the signal source (DVD/AUX/TV) is pressed a menu is displayed. The TV receiver can be selected as the "source" from the menu. When the TV receiver is selected, the last tuned channel is shown. If no channel has been stored a channel menu is shown.

Note. The direction of the antenna and the current reception conditions determine the image quality. If the image breaks up or freezes, if the audio stutters or if some channels disappear this is probably due to a weak antenna signal. The signal was affected among others by the lay of the land, weather conditions and the position of the vehicle in relation to the TV transmitter, consequently the problem can appear in connection with movements, time of the year, weather conditions.