Electrical Components - Design and Function: Other Volvo XC90 I

REAR SEAT ENTERTAINMENT SYSTEM

XC90

Scheme 43

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

The system is fully integrated in the car and has two separately controlled, high-resolution 8-inch screens mounted in the head restraints.

The Rear seat entertainment module (RSE) is integrated in the DVD player and can receive signals from up to three AV inputs or a digital TV receiver and can provide video to two separately controlled screens. The module can also provide output signals to an external screen.

The control module/DVD-player is installed in the storage compartment in the center console.

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.

A connection panel with AV inputs is installed behind the cover on the centre console, in XC90 it is located at the rear of the centre console. Other audio and video sources can be connected to the system via this, for example, video cameras, game consoles or portable DVD and CD players.

The system includes two pairs of wireless headphones. Audio is transferred to the headphones via infrared signals (IR) from the transmitters in each screen.

Audio can also be played in the vehicle's ordinary speakers via the connection from Rear seat entertainment module (RSE) to Integrated Audio Module (IAM).

The vehicle's ordinary AUX input is located in the storage tray between the front seats where a portable CD or media player can be connected. The Rear seat entertainment module (RSE) is connected to the AUX input with left and right audio signals. Select "AUX" as the audio source on the audio panel in order for this audio to be heard.

As an option there is a digital TV receiver (DVB-T). This receives digital terrestrial transmitted TV channels, converts them and sends them to the Rear seat entertainment module (RSE). In order to view paid-by-view channels the receiver must be supplemented with a subscription/program card.

The system is controlled using an infrared (IR) remote control, which can be used to control the screens, DVD player and TV receiver.

SIGNALS

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, (CIRCUIT BOARD) HEAD RESTRAINT (16/81A, B)

WIRELESS HEADPHONES

TV RECEIVER

Scheme 44

The system consists of two DVD devices with DVD player integrated in the screens. To access the DVD player, lift the button mounting at the lower edge of the screen. Discs are inserted via a feed slot in the DVD player.

Two DVD devices are included in the original installation kit: a and a. A DVD device is available as a replacement part. Select DVD device via the remote control. The screen is recoded via the service menu.

The DVD unit's mechanism is designed to withstand shaking to prevent the image or audio quality from being distorted during playback.

The DVD device is region coded, which can be changed using a security code. The screen is designed for PAL and NTSC image display.

The DVD device interprets and performs the commands that are specified by the user via the system's remote control or via the screen's front panel.

The DVD device has memory handling to remember where, for example, in a film different power cut-offs occurred.

The system is 15-supplied, which means that the ignition must be on to activate the system. When the ignition is switched off, the system shuts down automatically. There is also a voltage sensor that switches off the system when the battery has a low voltage level. Depending on which the system is set to, the screen will react differently when the DVD device is switched ON/OFF. Coding of can be done via a service menu.

The audio to the car's stereo can be switched off or on regardless of the setting of the headsets. However, if the customer connects an external source to the car's own A/V input, audio cannot be played-back from the system for rear seat entertainment in the car's stereo.

To select external audio and image sources there is a separate A/V input for each DVD unit. The A/V input is on the lower edge on the right-hand corner of the screen. The system for rear seat entertainment also contains a extension cable of the RCA type for the connection of external equipment: DVD or CD player, iPod®, MP3 player, video camera, VHS video or games console.

Connecting external equipment

1. Yellow socket: Video signal
2. White socket: Left channel for audio
3. Red socket: Right channel for audio

The following media formats can be played by the DVD player

1. DVD-R/+R
2. DVD-RW/+RW
3. CD-R/+R
4. CD-RW/+RW

The following information formats can be played

1. DVD - Video, Audio
2. CD Digital Audio
3. Super Audio CD
4. MP3 Audio CD/MP3 ID3 Tags ISO 96660
5. VCD
6. WMV
7. SVCD
8. DivX/MPEG-4
9. Windows Media Audio
10. OGG multimedia format

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

To easily check if the DVD device is powered and grounded, switch the ignition on, the background lighting on the screen's button should then illuminate. The system for rear seat entertainment is activated by pressing the button, the Volvo emblem then appears on the screen. The DVD devices and are controlled independently via the screen's front panel or via the system's remote control.

Scheme 45

The system has an A/V input that enables the connection of external media sources: iPod®, MP3 player, video camera or games console. The A/V input is on the lower edge on the right-hand corner of the screen.

SCREEN, HEAD RESTRAINT

The screen on each of the headrests is a 16:9 format, 7 inch TFT LCD screen and has a 120 degree horizontal viewing angle. The screen is manually adjustable to minimise the risk of reflections and mirroring in harsh light conditions. The top of the screen has 4 LEDS for transmitting and receiving infrared signals from remote controls and headsets.

Scheme 46

The wireless headsets can be used by passengers in the rear seat. Standard audio is transferred via infrared signals to the headsets in two-channel stereo format. The headsets are powered by a battery which is located in the left headset under a cover. The headsets are activated by a button on one side of the headsets. The volume for each headset is adjusted via a volume control. Selection of audio source, DRIVER or PASSENGER, is made via control button: CH A and CH B.

Corded headsets can also be connected to the system, one to each screen. The socket is located at the lower edge of the screen on the left corner.

Scheme 47

The remote control can be used to switch between different audio and/or video inputs in the system

1. DVD device, audio/video
2. A/V input, audio or audio/video

The remote controls can be used to navigate the menu system, system menu, DVD menu and the service menu. The remote control uses infrared signals to transfer the command to the system. The remote control uses two AAA batteries, installed under a cover on the rear of the control.

Scheme 48

The region coding means that only discs that correspond with the set region in the DVD device can be played. Preselected region code is region code 1. The region code in the DVD device can be changed up to 5 times. After that, the set region is then locked and cannot be changed.

Region codes

1. USA, Canada, and Bermuda.
2. Europe including Armenia, Georgia, Azerbaijan, Egypt, Iran, Japan, Lesotho, South Africa, Swaziland, French Guyana, and Greenland.
3. South East Asia, Hong Kong, Macao, South Korea, and Taiwan.
4. Australia, Oceania, Mexico, Central America, and South America.
5. Russia, South Asia, India, Mongolia, North Korea, and Africa.
6. China excluding Hong Kong and Macao.

Note. Warranty repairs due to locked region on the DVD device will not be approved. Region code changes to the region in which the vehicle will be used can only to be done at the workshop. The security code is not to be given to the customer. Region code 0 is not used.

Do as follows to open the menu for region code change

1. Turn on the ignition.
2. Activating the system for rear seat entertainment. NOTE: There must not be a disc in the DVD player.
3. Press or on the remote control depending on which DVD device is to be coded.
4. Point the remote control at the DVD device to be coded and press: 7, 7, 7 and then the button.
5. Select the region code that applies to the relevant vehicle and press.
6. Use the RIGHT respectively LEFT arrow to select region. Then press.
7. Press to exit the menu.
8. Deactivating the system for rear seat entertainment.

Perform the same procedure for both the right and left screens separately.

SERVICE MENU FOR CHANGING POWER MODE

There are three different in the system that define how the system is to interact in switching the system ON/off. The system is set to as default, and this should not be changed unless requested by the customer.

Short description of the various

1. The DVD device is automatically activated when the ignition is switched on.
2. The DVD device is automatically set to standby mode the next time the ignition is switched on after the power has been cut.
3. The DVD device is automatically activated if, in the last operating cycle, it was activated, and deactivated if, in the last operating cycle, it was deactivated, the next time the ignition is switched on.

Do as follows to open the menu for changing

1. Turn on the ignition.
2. Activating the system for rear seat entertainment. NOTE: There must not be a disc in the DVD player.
3. Press or on the remote control depending on which DVD device is to be coded. NOTE: Ensure that only the DVD unit to be coded is active.
4. Point the remote control at the DVD device to be coded and press the following sequence: UP , RIGHT , LEFT , DOWN and then.
5. Select the applicable coding for the relevant DVD device by scrolling the menu with the RIGHT arrow. Then press to confirm and exit the menu.
6. Deactivating the system for rear seat entertainment.

SERVICE MENU FOR CHANGING THE DRIVER/PASSENGER SETTINGS

All replacement parts of the DVD device are coded for the driver's side). To install a DVD device on the passenger side so that it corresponds with the remote control it must be recoded to.

Do as follows to open the menu for changing the / settings

1. Turn on the ignition.
2. Activating the system for rear seat entertainment. NOTE: There must not be a disc in the DVD player.
3. Press or on the remote control depending on which DVD device is to be coded. NOTE: Ensure that only the DVD unit to be coded is active.
4. Point the remote control at the DVD device to be coded and press the following sequence: UP , RIGHT , LEFT , DOWN and then.
5. Select the applicable coding for the relevant DVD device by scrolling the menu with the LEFT arrow. Then press to confirm and exit the menu.
6. Deactivating the system for rear seat entertainment.

FAULT-TRACING INFORMATION

The system for rear seat entertainment does not contain any diagnostic functions and is not connected to the vehicle's communication network. This means that no DTCs can be read out from the DVD device. All fault tracing must be performed via symptom fault tracings.

Scheme 49

The system can be activated either with the button on the screen or with the button on the remote control. This is done separately for the right, respectively left screens. If the system is to be activated with the remote control, the ignition must be on and the remote control pointed at the screen.

SYSTEM START-UP

When the ignition is switched on, the lighting in the screen's -button and the system become set to standby mode. When the button is pressed in, the system is activated and an image with the Volvo emblem appears.

The remote control can be used to activate/deactivate the system and to navigate the menu system.

1. Switch between audio/video source.
2. Image adjustment.
3. Audio settings.
4. Language selection for on-screen instructions.

An internal memory saves the language selection and the current audio and video settings. These settings are loaded upon start-up with the exception of volume level, which is set to low as standard.

When a CD/DVD is inserted, playback starts automatically if the CD/DVD does not have a menu. DVD playback can be resumed from a standby mode, e. g. if the ignition is switched off during the playback of a film. In this case, playback continues from the last point when the ignition is switched back on, after the system has been reactivated. To insert a disc, the screen must first be folded out.

CONTROL MODULE

The rear seat entertainment system is a mobile entertainment system integrated in the headrests for keeping passengers in the rear seats occupied and entertained with video games or movies.

The system consists of two brilliant 7-inch, 16:9 format LCD screens. The screens can be adjusted manually to minimise the risk of reflections and mirroring in strong light conditions. The DVD players are integrated in the screens. Media discs are loaded from underneath, which reduces the risk of small objects being inserted into the DVD player. The system is equipped with AUX inputs, which make it possible to connect external media sources: iPod®, MP3 player, video camera or games console. The system also contains two pairs of wireless headphones and a wireless remote control. The DVD devices have been thoroughly tested and meet Volvo's high demands on safety.

The following media formats can be played by the DVD player

1. DVD-R/+R
2. DVD-RW/+RW
3. CD-R/+R
4. CD-RW/+RW

The following information formats can be played

1. DVD - Video, Audio (Single/Dual layer)
2. CD Digital Audio
3. Super Audio CD (SACD)
4. MP3 Audio CD/MP3 ID3 Tags ISO 96660
5. VCD (Video CD)
6. WMV
7. SVCD (Super VCD)
8. DivX/MPEG-4
9. Windows Media Audio (WMA)
10. OGG multimedia format

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

The tables below include the in and output signals for the DVD devices in the system for rear seat entertainment.

DVD DEVICE

REMOTE CONTROL

WIRELESS HEADPHONES

Scheme 50

The system for digital radio reception consists of

1. antenna for digital satellite and terrestrial radio
2. Remote Digital Audio Receiver (RDAR)

The remote digital audio receiver (RDAR) has the task of receiving digital satellite and terrestrial radio signals. The remote digital audio receiver (RDAR) uses the signal that is the strongest at that instant.

Frequency range for radio reception

1. satellite transmitter 2320.0 - 2332.5 MHz
2. terrestrial 2324.2 - 2328.3 MHz

Remote Digital Audio Receiver (RDAR) has CD quality sound. The quality of the sound is not affected by poor reception, the sound is temporarily switched off instead. If the antenna is concealed by a roof box for example.

A Volvo SIRIUS satellite radio subscription must be activated in order for the satellite radio to function. Activation is carried out by the customer ringing Sirius and giving the serial number of the Remote Digital Audio Receiver (RDAR). The serial number can be obtained in the display for the Infotainment module (ICM).

Scheme 51

The Remote Digital Audio Receiver (RDAR) has an antenna. The antenna receives digital satellite and terrestrial radio signals. The antenna is directly connected to the Remote Digital Receiver (RDAR). The antenna is installed on the roof.

There are diagnostics for the antenna.

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.

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

Software can be downloaded to the Remote Digital Audio Receiver (RDAR). 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).

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.

ACTIVATING A SIRIUS SATELLITE RADIO SUBSCRIPTION

A Volvo SIRIUS satellite radio subscription must be activated for a satellite radio to function.

Activation is carried out by the customer ringing Sirius and giving the serial number for the Remote Digital Audio Receiver (RDAR). The serial number can be obtained in the display for the infotainment control module (ICM).

Scheme 52

During radio reception, the digital radio signals are received by the antenna system and transmitted to the remote digital audio receiver (RDAR) (16/145) where they are decoded. The remote digital audio receiver (RDAR) then transmits the signals onwards via the MOST network to the infotainment control module (ICM) (16/94) and the integrated audio module (IAM) (16/1) or the audio module (AUD) (16/105) depending on the vehicle configuration.

Remote Digital Audio Receiver (RDAR) uses the signal, satellite or terrestrial, which is strongest at the time.

Remote Digital Audio Receiver (RDAR) has the task of receiving both digital satellite and terrestrial radio signals, process them and transmit them onward on the MOST network.

The remote digital audio receiver (RDAR) is located beneath the rear side window on the right side of the vehicle.

The control module has serial optical communication with other components in the MOST network. This means that all communication with Remote Digital Audio Receiver (RDAR) occurs via the Infotainment control module (ICM) or on the initiative of the Infotainment control module (ICM).

The control module checks the input and output signals through an integrated diagnostic system.

The control module communicates with directly connected components, and via MOST communication.

Any diagnostic trouble codes are stored in the control module memory. The information can be read out via the data link connector in the vehicle.

The table below summarizes the input signals to and output signals from the Remote Digital Audio Receiver (RDAR). 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 53

Scheme 54

Monitor/DVD-player is central unit in the system for roof-mounted rear seat entertainment. Monitor and DVD-player are integrated and located in the roof between the front seats.

The unit interprets and performs the commands given by the user with the system's infrared remote control. Via external inputs (AV-panel), other audio and video sources can be connected, e. g., game pads or video cameras.

The monitor is an 8 inch TFT LCD-screen with a size format of 16:9 and with a 120 degree horizontal viewing angle. The monitor is manually adjustable in x-axis and via remote control adjustable in y-axis.

The monitor is adapted to both PAL as well as NTSC.

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 DVD-player has memory handling to remember where, e. g., in a film different power cut-offs occurred.

The system has 30-feed, that is, supplied directly from the battery. However, there is a signal that informs when the ignition turns off, and a question appears on the monitor if the system is to be active for another hour. Then the system will be shut off automatically and the ignition must be turned on again to start the system. There is also a voltage monitor that turns off the system when the battery voltage is too low.

The built-in loudspeakers can be turned off/on independent of the headphones.

To be able to select external audio and video sources there is an AUX-connection on the back of the unit. 3xRCA for video (yellow) and audio (red and white). AUX-inputs can be used to input signals from video camera, video game pad, VHS-video, MP3-player, portable DVD- or CD-player.

The following media formats can be played by the DVD player

1. DVD-R/+R
2. DVD-RW/+RW
3. CD-R/+R
4. CD-RW/+RW
5. CD-3 (80 mm)

The following information formats can be played

1. DVD - Video, Audio
2. Audio CD (CD-DA)
3. Super Audio CD (SACD)
4. MP3 Audio CD/MP3 ID3 Tags ISO 96660
5. VCD (Video CD)
6. SVCD (Super VCD)
7. DivX/MPEG-4
8. Photo-CD Kodak
9. Photo-CD (JPEG ISO 9660)
10. WMA - Video, Audio

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

For a simple check that the unit is supplied with voltage and grounded, turn on the ignition. The background lighting for the POWER-button should come on. Activate the system by pressing on the POWER-button. Then monitor will be lowered.

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 regional code in the DVD-player can be changed up to 20 times. After that the set region will be locked and cannot be changed 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. Point the remote control at a screen and hold down the button for child lock for approx. 5 seconds. The menu SERVICE MENU will be shown with four starts underneath.
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.

Scheme 55

The wireless IR-headphones can be used for all passengers in the rear seats. Standard audio is transmitted via IR to the headphones in two-channel stereo format. The headphones are powered 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.

Scheme 56

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-panel, audio or audio/video

The remote control can be used to navigate in the menu systems, system menu, DVD-menu and service menu.

HEADPHONES

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, sound will be interrupted.

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.

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.

SYSTEM FOR ROOF-MOUNTED REAR SEAT ENTERTAINMENT

The system for rear seat entertainment is a mobile entertainment to keep the rear seat passengers occupied and amused with TV-games or movies.

The roof-mounted system consists of a unit with an 8-inch monitor with integrated DVD-player. The unit is mounted in the roof between the front seats. The unit has automatic opening/closing of the monitor when it is turned on/off.

The following media formats can be played by the DVD player

1. DVD-R/+R
2. DVD-RW/+RW
3. CD-R/+R
4. CD-RW/+RW
5. CD-3 (80 mm)

The following information formats can be played

1. DVD - Video, Audio
2. Audio CD (CD-DA)
3. Super Audio CD (SACD)
4. MP3 Audio CD/MP3 ID3 Tags ISO 96660
5. VCD (Video CD)
6. SVCD (Super VCD)
7. DivX/MPEG-4
8. Photo-CD Kodak
9. Photo-CD (JPEG ISO 9660)
10. WMA - Video, Audio

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

An AUX-panel with RCA-inputs is found on the back of the DVD-player. Through this, other audio and video sources can be connected to the system, such as video cameras, game pads or portable MP3-, DVD- and CD-players.

The system includes two pairs of wireless headphones. Audio is transmitted to the headphones via an IR-transmitter from the monitor/DVD-player. Wired headphones can also be connected. Audio can also be played via internal speakers in the unit.

Control of the system is also possible with an infrared remote control.

The tables below include the input and output signals for the unit in the system for rear seat entertainment.

MONITOR/DVD-PLAYER

REMOTE CONTROL

WIRELESS HEADPHONES

When software is to be downloaded to the vehicle there are a number of stages in the downloading procedure in VIDA

1. Preparations
2. Verification
3. Downloading
4. Diagnostic services
5. Confirmation
6. Completion

PREPARATIONS

The preparations involve, among others that the user shall ascertain that the communications tool is connected and that there is sufficient power supply to the vehicle. VIDA performs a check of the voltage level status and the ignition position.

VERIFICATION

During verification, VIDA compares the software, hardware and serial number in the vehicle with that supplied in the software package.

If verification is OK, VIDA continues with the download.

If verification is not OK, a mismatch adaptation will be made and the Volvo central database will be updated before downloading can be performed.

DOWNLOADING

All control modules are set to programming mode when software is to be downloaded to a control module. Any existing software in the control module is erased so this cannot affect the new software.

When erasure is complete the new software is downloaded. Once the download has been sent a reset command is sent to the vehicle.

CONFIRMATION

Confirmation involves a confirmation file containing the vehicle's new configuration being created and sent to the Volvo central database. This is to update the Volvo central database with the vehicle's latest status and so a mismatch adaptation is not performed with the next download.

COMPLETION

The software download is completed by erasing all diagnostic trouble codes (DTC) stored in the vehicle.

Note. The clock in the vehicle may stop while downloading some software. Check the clock in the vehicle after downloading and adjust if necessary.

ORDERING SOFTWARE PRODUCTS

Generally you can divide software downloading into two stages.

First a software product must be ordered and sent from the Volvo central database to the VIDA station. The software must then be downloaded from the VIDA station to the vehicle.

This section describes ordering of a software product.

Each Volvo spare part has a part number, this also applies to software products. A software product is listed in the spare parts catalogue in exactly the same way as any other part.

Ordering a software product is done as follows

The mechanic specifies which software product is to be ordered and to which vehicle (model and chassis number). This is either done from the spare parts catalogue (via the part number) or via the software tab in VIDA (via software product). Several software products can be ordered at the same time for the same vehicle.

When ordering upgrades no reading is done from the vehicle. VIDA presupposes that the vehicle and the Volvo central database correspond and the software package is supplied to the VIDA station. A verification to ensure that the vehicle and the Volvo central database correspond will be performed before downloading starts.

When ordering re-downloading, VIDA reads the hardware and serial number from the vehicle and update the Volvo central database with information. The software packages is then supplied to the VIDA station.

The system structure for software controls the content of the software package for the ordered software product. A check is made that the software is applicable for the vehicle in question. If the check is not approved, an error message is shown to the mechanic. The mechanic must assess what the error is and reorder the software once the error has been rectified.

When the software package has been supplied to the VIDA station downloading can begin.

SOFTWARE PRODUCTS

The following types of software products are available

1. Re-downloading
2. Upgrading
3. Total upgrading CAN/MOST
4. Add or remove functionality or accessories
5. Individual configuration

RE-DOWNLOADING

The software product re-downloading is used when a control module has been replaced. In order to obtain software that corresponds with the replaced control module the vehicle data is read when placing the order.

Diagnostic services are run after downloading when necessary (e. g. programming of code).

UPGRADING

Software product upgrading is used to upgrade the software in the control module when there has been a complaint and there is a solution available to correct the issue.

VIDA does not read the vehicle data on ordering as no hardware is to be replaced during an upgrade.

If the latest software is already installed in the control module, the software package is not put together, the user receives the message that the control module already contains the latest software.

TOTAL UPGRADING CAN/MOST

The software product total upgrade is used to upgrade the software in several control modules on the CAN or MOST network.

Total upgrade involves building a software package for the control modules needing upgraded software. It all the control modules already have the latest software, no software package is formed.

INDIVIDUAL CONFIGURATION

The software product individual configuration is used to replace the software in a control module, so it no longer corresponds with the System structure for software. The system product individual configuration is not included in the spare part catalogue in VIDA (Volvo scan tool).

If an individual configuration has previously been downloaded to the vehicle the mechanic receives a warning before this is replaced.

A list of software products for individual configuration is available in the Technical Journals.

THE VOLVO CENTRAL DATABASE

The Volvo central database contains information about all Volvo cars in the world from model year 1999.

This includes information about the vehicles configuration, i. e. how the car is equipped, where the car was built, the vehicle structure week and VIN number.

It also contains information about which control modules are installed in the vehicle as well as their hardware, software and serial number. For S40 (-04) and V40 there is only a limited amount of information in the Volvo central database.

In the system structure for software, there are links between control modules and compatible software. The system structure of the software ensures that it is always the latest release of compatible software, which is included in the software package when ordering software re-downloading or upgrades.

Scheme 57

The starter motor consists of

1. Drive cover
2. Gear wheel
3. Solenoid magnet
4. Battery terminal
5. Rear end and bearing
6. Carbon brush holder and carbon brushes
7. Commutator
8. Armature
9. Permanent magnet
10. Armature housing
11. Planetary train
12. Lever with free rotating clutch
13. Engagement unit for the pinion.

Note. The starter motor of the V8 engine is equipped with field windings instead of permanent magnets. The field windings are electrically connected in series with the carbon brushes.

Scheme 58

Starter motor terminals

1. #1 (30) From the battery positive terminal
2. #2 (50) From starter motor relay.

Ground terminal via gearbox / cylinder block.

Scheme 59

The starter motor is a DC motor which uses a permanent magnet. This type of motor operates following the principle that the same poles (North/North) are forced away from each other and opposite poles (North/South) are drawn to each other.

Scheme 60

The control solenoid has two functions. The first is to mechanically engage the pinion in the flange/flywheel gear collar. The other is to function as a relay and to handle the greater current required to drive the starter motor when the pinion engages with the gear collar.

The control solenoid consists of the following components

1. Moving steel cores. Moved by pull-in winding in the control solenoid, slides the pinion into position and moves the moving switch towards the fixed switches
2. Pull-in winding. Pull in the moving steel core. Disconnect when the moving steel core reaches the bottom position
3. Hold-in winding. Holds the moving steel core in position for as long as the control solenoid is supplied
4. Fixed steel cores. Stop position for the moving steel core
5. Contact spring
6. Fixed contacts. Closes when the moving switches reach the fixed switches
7. Terminals. One for the battery and one for the DC motor
8. Moving switch. Switch which closes the fixed switches
9. Moving shaft. Affected by the moving steel core and connects the moving switches with the fixed switches
10. Return spring. Resets the control solenoid components to the rest position when the starter motor relay is disconnected.

Scheme 61

Functions as a one way clutch (freewheel). The freewheel allows the starter motor to drive the car engine, but not the other way around. This prevents the starter motor from being over-revved. This is carried out by spring-loaded rollers which lock the pinion and gear together when the starter motor operates.

The engine cannot drive the starter motor because the pinion turns in the rollers.

The freewheel clutch is attached to the armature shaft by spiral splines, which facilitate engagement and disengagement of the starter motor pinion / flywheel ring gear.

The left-hand illustration displays the normal position. The starter motor, connected to the outer section drives the pinion (inner section) by means of the rollers, which then lock.

The right-hand illustration displays what happens when the starter motor remains connected when the engine is started. The pinion (inner section) cannot drive the starter motor (outer section) because the rollers disengage.

Scheme 62

The planetary train is used to reduce the rotation speed of the pinion gear in relation to the speed of the armature and to increase the torque of the pinion.

The planetary train consists of

1. Pinion shaft with splines
2. Ring gear (fixed section)
3. Planetary gear (connected to the pinion shaft)
4. Sun gear (connected to the rotor)
5. Armature
6. Commutator

Scheme 63

When the ignition key is turned to position II, the starter motor relay is supplied power at position 86. If the immobilizer check is OK, the central electronic module (CEM) or engine control module (ECM) supply the relay with a ground connection at position 85 and the relay is activated. Depending on the type of engine management system, the starter motor relay is regulated by either the central electronic module (CEM) or the engine control module (ECM).

Solenoid position #2 (50) is supplied power from relay position 87. This creates a magnetic field in both the pull-in and hold-in winding. This generates a movement of the moving steel core. When the core moves, a lever fixed to the end of the core causes the starter motor 's pinion to mesh with the crown wheel on the flywheel/carrier.

The pull-in winding is grounded through the rotor and carbon brushes. This ground connection is lost when the moving switches close the circuit and the current passes from the solenoid to the starter motor.

Scheme 64

When the starter motor rotates, the sun wheel rotates clockwise. The planetary gears, which are constantly engaged with the sun wheel and ring wheel, rotate counter-clockwise. As the ring wheel is secured, the planetary gears are forced to circle around the sun wheel clockwise. The planetary gears rotate more slowly than the sun wheel. It is the clockwise rotation of the planetary gears which drives the pinion. The speed reduction that occurs between the sun gear and the planetary gear, results in greater torque. This means that a smaller and lighter starter motor can be used.

Scheme 65

When the moving steel cores for the solenoids reach their limit position the moving switches break the circuit with the fixes switches and the pull-in winding is disconnected. The hold-in winding keeps the switches closed. The current now passes through the positive carbon brushes and the armature winding. Grounding is carried out through the negative carbon brushes. This current creates a magnetic field in the rotor, which starts the rotor rotating. When the rotor rotates, the magnetic field is generated continuously depending on how the commutator and the windings are organized on the rotor. This allows the rotor to continue rotating.

Note. The starter motor of the V8 engine is equipped with field windings instead of permanent magnets. The field windings are electrically connected in series with the carbon brushes.

When the ignition key is released the starter motor relay is deactivated and the circuit for the hold in winding is broken. Then the return spring for the solenoid pulls the pinion back, at the same time as the fixed and moving switches separate and the current to the starter motor is broken.

Scheme 66

This document describes the principle design and function of a starter motor, regardless of the make.

The starter motor (6/25) cranks the engine to make starting possible. The starter motor is located on the transmission side of the engine block. The exact location depends on engine type. A solenoid causes a pinion to mesh with the crown wheel on the engine's flywheel/carrier. When the engine has started and engine speed exceeds starter motor speed, the pinion disengages. This prevents overcranking of the starter motor.

This type of starter motor is equipped with permanent magnets instead of field windings (except for the V8 engine, which has field windings).

The starter motor gives the greatest torque at low rpm at the same time as the voltage current through the starter motor is greatest.

Note. The engagement time for the starter motor must not exceed 20-30 seconds. Longer engagement time results in the starter motor overheating and becoming damaged.

The starter motor solenoid is controlled by a starter motor relay (2/35). The relay, in turn, is controlled by the ignition switch (3/1) together with either the central electronic module (CEM) (4/56) or the engine control module (ECM). The engine management system of the vehicle determines whether the starter motor relay is regulated by the central electronic module (CEM) or the engine control module (ECM).

Scheme 67

After initiation, with the ignition key in position II and when the steering wheel is turned 4.5 degrees in any direction, the steering wheel angle sensor module (SAS) continuously transmits information about the steering wheel angle position to the brake control module (BCM) to calculate the intended direction of travel. The steering wheel angle sensor module (SAS) also transmits information to the suspension module (SUM).

Communication between the steering wheel angle sensor module (SAS) and the brake control module (BCM) occurs on the high speed side of the controller area network (CAN). The steering wheel angle sensor module (SAS) is integrated in the steering wheel module (SWM).

The steering wheel angle sensor module (SAS) is powered via the steering wheel module (SWM).

Scheme 68

The steering wheel angle sensor is incorporated with the SRS contact reel, which in turn is installed on the steering wheel module (SWM). A code wheel is mounted inside the steering wheel angle sensor which follows the movements of the steering wheel. 9 optical digital sensors and 2 analog photo diodes read off the code wheel. The signal must create a specific pattern. This information is transmitted to the steering wheel angle sensor module (SAS) which uses these signals to calculate the steering wheel angle, speed and number of turns. In total, the steering wheel angle sensor can measure a range of +/- 720 degrees, although the steering wheel can only be turned a maximum of +/-540 degrees.

Due to the reliance of the DSTC (Dynamic stability and traction control) system on information from the steering angle sensor it is extremely important that the contact reel has been centered correctly and that only an original Volvo steering wheel is used.

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

For further information about parameters, see: DESCRIPTION OF PARAMETERS

READING OFF THE CONTROL MODULE IDENTITY

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

The codes contain the following information about the control module

1. hardware P/N
2. software P/N
3. diagnostic software P/N.

See the section about the Active Yaw Control (AYC) in BRAKE CONTROL SYSTEM - DESIGN AND FUNCTION

SOFTWARE DOWNLOADING

New software can be downloaded into the steering wheel angle sensor module (SAS). 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.

Scheme 69

1. The steering wheel angle sensor module (SAS) is integrated in the steering wheel module (SWM)
2. Steering wheel angle sensor.

Only cars equipped with DSTC (dynamic stability and traction control) have a steering wheel angle sensor module (SAS). The easiest way to determine if a car is equipped with DSTC (Dynamic stability and traction control) is to search for a switch, marked DSTC, positioned in the panel on the climate control module (CCM).

The steering wheel angle sensor module (SAS) is integrated in the steering wheel module (SWM). The only function of the steering angle sensor module (SAS) is to process the signals from the steering wheel angle sensor. The signals used by the DSTC system. The steering wheel angle sensor is installed on the steering wheel module (SWM). The sensor is directly connected to the steering wheel angle sensor module (SAS). The steering wheel angle sensor module (SAS) transmits signal information, via the high speed side of the controller area network (CAN), to the brake control module (BCM) and suspension module (SUM).

If a fault occurs, the steering wheel angle sensor module (SAS) detects this and a diagnostic trouble code (DTC) is stored. The DSTC function is switched off.

Diagnostic trouble codes (DTCs) stored in the steering wheel angle sensor module (SAS). This information can be read off using VIDA via the data link connector (DLC) in the vehicle.

The table below summarizes input and output signals to and from the steering wheel angle sensor module (SAS). The signal types are divided into directly connected signals, serial communication and controller area network (CAN) communication.

Scheme 70

The steering wheel buttons control functions and menu selection for

1. Traffic information (option)
2. Audio (option)
3. Carphone (option)
4. Cruise control (option).

The signals from the steering wheel buttons are transmitted via serial communication.

The steering wheel buttons are connected in series to the steering wheel module (SWM) via contact reel in the steering wheel hub. The steering wheel buttons are connected in the following order, counted from the contact reel

1. Cruise control
2. Audio /carphone
3. Traffic information.

There are diagnostics for the steering wheel buttons.

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

For further information about parameters, see DESCRIPTION OF PARAMETERS .

HIGH BEAM FLASH, STATUS

The value is displayed if the high beam flash is activated.

Not activated

Flash

Rocker position high beam / low beam

READ BUTTON, STATUS

The value indicates if the read button is pressed in.

Not activated

Activated

RESET BUTTON, STATUS

The value indicates if the reset button is pressed in.

Not activated

Activated

RIGHT-HAND INDICATOR LAMPS, STATUS

This value indicates whether the right-hand indicator lamps are activated.

Not activated

Activated

LEFT-HAND INDICATOR LAMPS, STATUS

This value indicates whether the left-hand indicator lamps are activated.

Not activated

Activated

CRUISE CONTROL ON / OFF BUTTON, STATUS

This value indicates whether the cruise control on / off button is pressed in.

Not activated

Activated

CRUISE CONTROL +BUTTON, STATUS

This value indicates whether the +button is pressed in.

Not activated

Activated

CRUISE CONTROL -BUTTON, STATUS

The value indicates whether the -button is pressed in.

Not activated

Activated

CRUISE CONTROL RESUME BUTTON, STATUS

This value indicates whether the cruise control resume button is pressed in.

Not activated

Activated

CRUISE CONTROL DISENGAGE BUTTON, STATUS

This value indicates whether the cruise control disengage button is pressed in.

Not activated

Activated

AUDIO / CARPHONE SEARCH+ BUTTON, STATUS

This value indicates whether the audio / carphone search+ button is pressed in.

Not activated

Activated

AUDIO / CARPHONE SEARCH- BUTTON, STATUS

This value indicates whether the audio / carphone search- button is pressed in.

Not activated

Activated

AUDIO / CARPHONE VOLUME+ BUTTON, STATUS

The value indicates whether the audio / carphone volume+ button is pressed in.

Not activated

Activated

AUDIO /CARPHONE VOLUME- BUTTON, STATUS

This value indicates whether the audio / carphone volume- button is pressed in.

Not activated

Activated

CARPHONE YES BUTTON, STATUS

This value indicates whether the carphone YES button is pressed in.

Not activated

Activated

CARPHONE NO BUTTON, STATUS

This value indicates whether the carphone NO button is pressed in.

Not activated

Activated

ROAD TRAFFIC INFORMATION (RTI) RIGHT-HAND BUTTON, STATUS

This value indicates whether the road traffic information (RTI) right-hand button is pressed in.

Not activated

Activated

ROAD TRAFFIC INFORMATION (RTI) LEFT-HAND BUTTON, STATUS

This value indicates whether the road traffic information (RTI) left-hand button is pressed in.

Not activated

Activated

ROAD TRAFFIC INFORMATION (RTI) UP BUTTON, STATUS

This value indicates whether the road traffic information (RTI) up button is depressed.

Not activated

Activated

ROAD TRAFFIC INFORMATION (RTI) DOWN BUTTON, STATUS

This value indicates whether the RTI down button is pressed in.

Not activated

Activated

ROAD TRAFFIC INFORMATION (RTI) ENTER BUTTON, STATUS

This value indicates whether the road traffic information (RTI) enter button is pressed in.

Not activated

Activated

ROAD TRAFFIC INFORMATION (RTI) RESET BUTTON, STATUS

This value indicates whether the road traffic information (RTI) reset button is depressed.

Not activated

Activated

WINDSCREEN WASHER, STATUS

This value indicates whether the windscreen wiper lever is activated in the washer position.

Not activated

Activated

HIGH SPEED POSITION, STATUS

This value indicates whether the windscreen wiper lever is activated in the high speed position.

Not activated

Activated

LOW SPEED POSITION, STATUS

This value indicates whether the windscreen wiper lever is activated in the low speed position.

Not activated

Activated

INTERMITTENT POSITION, STATUS

This value indicates whether the windscreen wiper lever is activated in the intermittent position.

Not activated

Activated

SINGLE SWEEP POSITION, STATUS

This value indicates whether the windscreen wiper lever is activated in the single sweep position.

Not activated

Activated

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: 0-28.4 V

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

The value indicates the voltage at the steering wheel module.

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 to +195 °C

The value indicates the passenger compartment temperature at the time the diagnostic trouble code (DTC) was stored.

OUTSIDE TEMPERATURE, VALUE

Measurement range: -128 to +127.75 °C

The value indicates the outside temperature at the time the diagnostic trouble code (DTC) was stored.

ENGINE RUNNING, STATUS

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

Yes = the engine was running

No = the engine was not running

TIME, VALUE

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

DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

New software can be downloaded into the steering wheel module (SWM). When ordering software, the hardware and the software in the car is compared to the data 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 steering wheel bracket. The steering wheel must be removed to replace the control module.

Scheme 71

The left-hand control stalk is used to control the trip computer and to display and erase text messages in the driver information module (DIM) (5/1). The steering wheel module (SWM) (3/130) transmits information to the driver information module (DIM) on the Control area network (CAN) indicating which function is selected.

The trip computer menu is controlled using the ring on the left-hand control stalk. Turn the ring forwards or backwards to scroll through the menu one step at a time. Some menu selections, such as average speed and fuel consumption, can be reset using the RESET button.

Error messages displayed in the driver information module display are erased using the READ button.

Scheme 72

The steering wheel module (SWM) has the task of managing the signals for those functions which can be controlled via the steering wheel control stalks and buttons. The signals are transmitted to the relevant control modules via the control area network (CAN). The actual functions are not in the steering wheel module (SWM).

The steering wheel module (SWM) manages the control signals for the following functions

1. Volume control and CD track / radio selection
2. Volume control during hands free carphone calls and menu selection for the phone module (PHM)
3. Menu selection for traffic information
4. Front windshield wipers/washers
5. Rear windshield wiper/washer (V70, V70XC/XC70 and XC90)
6. Cruise control
7. Turn signal lamps
8. High and low beam
9. Trip computer and displaying / erasing text messages in the driver information module (DIM).

The control module is integrated in the steering wheel bracket. The steering wheel must be removed to replace the control module. Control stalks, key pads and switches can be replaced as separate units.

Cars with DSTC also have a steering wheel angle sensor installed in the contact reel in the steering wheel module (SWM).

The steering wheel module (SWM) communicates with directly connected components and communicates with other control modules via the Control Area Network (CAN).

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 signal.

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 steering wheel module (SWM) is powered and grounded is to flash the headlamp high beam or to change the audio or carphone volume.

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

Scheme 73

Scheme 74

The subwoofer module (SUB) consists of two components

1. a loudspeaker element
2. an amplifier.

The loudspeaker element is an 8 inch bass loudspeaker with two sound axes. The impedance is 4 ohms for each sound axis.

The amplifier has two channels, one for each sound axis. The output from each channel on the amplifier is 70 W at 4 ohms. Power booster amplification is set so that the acoustic output from the subwoofer module (SUB) matches the other loudspeaker channels.

When transferring sound signals to the subwoofer module (SUB), the infotainment control module (ICM) allocates a channel on the MOST network. The audio module (AUD) transmits sound signals to the subwoofer module (SUB) via the MOST network. All filtering and sound treatment of the sound signal takes place in the audio module (AUD). Volume control takes place in the Subwoofer module (SUB).

The volume of the Subwoofer module (SUB) is raised or lowered using the volume knob on the infotainment control module (ICM). The infotainment control module (ICM) transmits a request on the MOST network to the subwoofer module (SUB), which then processes the request and actively raises or lowers the volume.

The limiter function in the subwoofer module (SUB) does not permit an increase in the output level if this leads to a fall in sound quality.

The subwoofer module (SUB) is supplied with power by one of the relays in the rear electronic module (REM).

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 subwoofer module (SUB). 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 located on the left-hand side behind the third row of seats.

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.

For further information about the function of the subwoofer module (SUB), see Design and Function, audio module (AUD) in MEDIA, COMMUNICATION AND NAVIGATION - DESIGN AND FUNCTION

SUBWOOFER MODULE (SUB)

The primary task of the subwoofer module (SUB) is to manage sound reproduction from the audio module (AUD) to the bass loudspeaker.

The bass loudspeakers and amplifier are integrated into the control module. This means that the whole unit must be replaced when replacing the control module.

The subwoofer module (SUB) only functions if the audio module (AUD) is connected to the MOST network.

The subwoofer module (SUB) 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.

The subwoofer module (SUB) uses the MOST network to communicate with other control modules.

In order to work correctly on the MOST network, the infotainment control module (ICM) checks that the serial number in the subwoofer module (SUB) is correct. The subwoofer module (SUB) 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 check whether the subwoofer module (SUB) is functioning is to switch on the radio and to then change the volume. The volume from the subwoofer module (SUB) should rise and fall with the changes.

Note. Ensure that the bass loudspeaker is selected in the infotainment control module (ICM). Turn the SEL button on the infotainment control module (ICM).

The subwoofer module (SUB) is on the left-hand side of the cargo compartment.

The table below summarizes the input signals to and output signals from the subwoofer module (SUB) on the MOST network. The illustration below displays the same information with the Volvo component designations.

Scheme 75

Scheme 76

1. Sun roof frame
2. Drain channel
3. Glass panel
4. Sunshade (closed)
5. Sun Roof Module (SRM)
6. Motor
7. Drive cables
8. Mechanism

The drive mechanism consists of the Sun Roof Module (SRM), motor and mechanism with drive cables. The Sun Roof Module (SRM) with motor is connected to the vehicle electrical system.

Sun roof frame

Scheme 77

The sun roof frame is designed to hold all components together and to maintain rigidity, which keeps the movements of the mechanism stable. The A-frame struts serve as guide rails (1) for the drive mechanism. The guide rails contain fixed notches (8), which are necessary for the function of the mechanism. The center member (2) is riveted between the guide rails to increase frame strength and is used for mounting the edging. The front member (4) houses mountings (3) for the motor and Sun Roof Module (SRM). There are eight mounting points (6) along the guide rails and front member to mount the sun roof in the body.

The frame also serves to lead rain water to the drain hoses housed in the four corners (5). The drain channel, which is not part of the frame, collects the water and leads it to the guide rail channels in the frame. These channels are connected to the drain hoses (5) in the front edge and the drains with drain hoses (7) in the rear edge. The drain hoses, drains and connections between the front crossmember and the guide rails are sealed to prevent water from leaking into the headlining.

Drain channel

Scheme 78

The drain channel is designed to lead rain water to the guide rail channels. The drain channel is mounted on the mechanism and moves along with the glass panel when it slides back.

When the sun roof is closed, the drain channel lies under the glass panel seals to catch any water that may leak in. When the sun roof is in the tilted position, the drain rail is positioned farther forward to catch rain water and prevent it from entering the passenger compartment.

Glass panel

Scheme 79

The glass panel (2) and sunshade are the visible components of the sun roof. The glass provides extra light to the drive and passengers while protecting them from cold air and rain. The panel is made of safety glass to protect the driver and passengers. It is mounted on metal reinforcements (3) and side brackets (4). The glass panel is mounted in the drive mechanism with screws in the side brackets. The reinforcements are secured to the glass with adhesive, which provides extra rigidity against impact and wind load. The glass edge is covered with a rubber seal (1) that keeps out rain water and dust.

Sunshade

Scheme 80

The sunshade protects the driver and passengers from intense sunlight and also serves as an insulator. The sunshade is usually opened and closed manually. If, however, the glass panel is open to the comfort position or is completely open, the sunshade is opened by the drain channel, which moves the sunshade back to the open position. The spring-loaded carriages (1) sit in the guide rail and allow the sunshade to slide easily.

Drive cables

Scheme 81

1. Drive cables
2. Drive plate

The two sun roof drive cables constitute the connection between the motor and the drive mechanism. Each cable is of a worm type, which moves forward or back by the motor turning a gear wheel. The rear end of the cable is fixed in the drive plate, which is connected to the drive mechanism. The cable moves in the guide rail and drive tube.

Drive mechanism

Scheme 82

The drive mechanism is depicted above. The mechanism bears the glass panel and moves it to the various positions. The left and right mechanism each have two mounting points for the glass panel (1). The drive mechanism can move through the guide rail on carriages (2). Because the carriages slide through the rail, it must be well lubricated.

The drain channel is mounted on the support (3) and the drive plate on the carriage (4).

Scheme 83

The Sun Roof Module (SRM) regulates the sun roof motor with the help of software. This software regulates pinch protection, calibration and drive mechanism movements.

1. Pinch protection is a safety requirement to prevent anyone from getting injured when the sun roof is closed. Maximum closing force up to 50 km/h (30 mph) is 100 Nm. Over 50 km/h (30 mph), the closing force is adjusted based on vehicle speed to compensate for wind resistance.
2. The sun roof is calibrated by opening the glass panel to its end position (completely open), which is then set as its zero position. The Sun Roof Module (SRM) must be calibrated for the panel to be able to find its main positions and for the pinch protection function to be active. The sun roof must be calibrated each time it has been disassembled. Calibration is performed following the information in VIDA under Repairing/Cleaning, checking and adjusting.

The following are the main glass panel positions programmed in the Sun Roof Module (SRM)

Tilted position

Scheme 84

Closed

Scheme 85

Open

Scheme 86

Comfort position

Scheme 87

The Sun Roof Module (SRM) determines the positions using a slotted gear wheel and two light sensors. These measure the number of gear wheel revolutions, which is proportionate to glass panel displacement.

Scheme 88

The sun roof motor is connected (1) to the Sun Roof Module (SRM), which regulates current to the motor. Nominal system voltage is 12 V. Maximum top load during normal operation is 5 A. The motor drives a gear wheel (2), which engages the drive cables and causes them to rotate. The gear wheel has a maximum torque of 2.0 Nm and the motor has thermal overload protection. The motor is mounted with screws in the three mounting points (3) in the sun roof frame.

Scheme 89

1. Drain channel support
2. Carriage
3. Guide link
4. Main arm
5. Front arm
6. Return rod
7. Mounting rail
8. Connecting rod

The three main positions of the glass panel (tilted, closed and completely open) are depicted below. When completely open, the glass panel lies under the vehicle roof.

Tilted position

Closed

Completely open

Comfort position

The fourth position (known as the Comfort position) is regulated by the Sun Roof Module (SRM). This position is 80 mm in front of the completely open position. Wind noise is reduced in this position.

When the mechanism slides from the open to the closed position, the it is locked by the notches in the guide rails. The front part of the mechanism stops moving while the rear part slides the rear of the glass panel to the normal closed or tilted position. These positions are electronically regulated. The mechanical stop in the fully tilted position is only used for calibration. The electronically regulated tilted position is slightly lower. The drain rail is part of the mechanism and moves along with it.

ELECTRICAL FUNCTION

The sun roof receives its main input signal from the sun roof switch. The switch has a two-way function and an automatic function. There are two ways to operate the sun roof. If the switch is held, the glass will move to the desired position. A brief press with the switch rearward opens the sun roof to the comfort position. A brief press with the switch forward closes the sun roof completely. Note that the automatic function can be used to move the glass panel from the tilted position to the comfort position. The automatic function cannot be used to close the glass panel from the tilted position.

When the sun roof is tilted, only continual operation is possible (except for automatic opening from the tilted to the completely open position).

Sun roof motor

Scheme 90

1. Battery voltage
2. Sun roof switch, forward
3. Sun roof switch, tilt
4. C cable
5. Body connection
6. Battery voltage
7. Sun roof switch, automatic function
8. Sun roof switch, rearward
9. Sun roof switch, switch feed
10. Body connection

The sun roof switch is connected to the Sun Roof Module (SRM) and the Sun Roof Module (SRM) is connected to the motor.

Input signals to the Sun Roof Module (SRM) are the vehicle communication cable (C cable (4)), battery voltage and the sun roof switch. Numbers 1 and 10 are for the motor's power supply, which goes through the Sun Roof Module (SRM). Sun roof feed (9) is the switch's signal voltage.

FRONT AIRBAGS

Driver airbag

Scheme 91

Front passenger airbag

Scheme 92

For the XC90 in USA/CDN, the front airbags are

1. driver airbag, 3 stage deployment
2. front passenger airbag, 3 stage deployment.

For other models and markets, the front airbags are

1. driver airbag, 2 stage deployment
2. front passenger airbag, 2 stage deployment.

The driver's airbag is located in the steering wheel. The passenger airbag is located above the glove compartment in the dashboard.

Each airbag stage has a separate ignition section. These are electrically separated from each other. This means that the different ignition components have their own separate power supply and grounding points from the control module.

When activating the airbags electrical signals are transmitted from the supplemental restraint system module (SRS) to the relevant airbag stage.

Stage 1

Stage 1 of the driver's airbag is pyrotechnic. In the event of activation the charge combusts and the gas which develops is blown into the airbag.

Stage 1 on the passenger airbag consists of a pyrotechnic component in combination with a reservoir which stores a gas. On activation the pyrotechnic charge and mixes with the stored gas. The gas mixture is blown into the airbag.

Stage 2

Stage 2 of the driver's and passenger airbags is pyrotechnical. In the event of activation the charge combusts and the gas which develops is blown into the airbag.

The pace of the airbag 2 stage activation is dependent on collision type and seat belt use. Both stages activate but in the event of a lesser impact, there is a greater time delay between stage 1 and stage 2. For more serious impacts the time delay is shorter between stages 1 and 2.

Stage 3 (XC90 USA/CDN only)

Stage 3 of the driver's and passenger airbags is pyrotechnical. A valve opens on the airbag during deactivation.

The control module uses information from the occupant weight sensor (OWS), seat position sensor and collision sensor to determine the size of the driver/passenger and the force of the collision. The control module adapts the volume of the airbag to the force of the collision. This is done using airbag ventilation.

Scheme 93

There are two side impact protection (SIPS) bags connected to the supplemental restraint system module (SRS). Their connectors are electrically separated from each other. The side impact protection (SIPS) bags are on the outside of the front seats, underneath the upholstery. The side impact protection (SIPS) bags deploy on the side of the impact. Their task is to protect the hips, chest and upper body in the event of a side on collision.

The side airbags together with the inflatable curtains and other safety systems can help to protect the driver and front passenger in the event of a collision.

The side impact protection (SIPS) bag uses a pyrotechnic component in combination with a reservoir which stores a gas. On activation the pyrotechnic charge and mixes with the stored gas. The gas mixture is blown into the airbag.

Scheme 94

Depending on the model and market, there may be up to seven seat belt tensioners in the vehicle. Two in the front seat, three in the rear seats and two in the third row if applicable. The seat belt tensioners contain an explosive charge which tensions the seat belts when deployed. The seat belt tensioners are separated from each other electrically. This means that each seat belt tensioner has a separate individual power supply and ground from the control module.

The seat belt tensioner tensions the seat belt to reduce the forward movement of the body. This also reduces the forces on the chest from the airbag and seat belt.

The supplemental restraint system module (SRS) determines whether to deploy the seat belt tensioners based on whether the seat belts are being used. The seat belt tensioner will not be activated if the seat belt is not engaged. If the seat belt is fastened and the seatbelt indication does not function for the front seat belt buckles, the seat belt tensioners will be activated anyway.

The seat belt tensioner consists of a pyrotechnical charge and a cylinder with a piston. The piston is connected to a steel cable which is secured to the seat belt reel. When the control module activates the seat belt tensioner the piston is forced downwards by the expanding gas. The piston pulls in the steel cable which reels in the belt.

INFLATABLE CURTAINS

XC90

Scheme 95

Depending on the model and configuration, there are up to four inflatable curtains connected to the supplemental restraint system module (SRS). Their connectors are electrically separated from each other.

For the 7 seater XC90 models, the inflatable curtains are in the roof between the A and D-posts. For the 5 seater XC90 models and other models, the inflatable curtains are in the roof between the A and C-posts.

The configuration is as follows

1. On the 7 seater XC90, side and rear inflatable curtains on each side. There are a total of four inflatable curtains
2. On the 5 seater XC90 and other models, there is one inflatable curtain on each side. There are a total of two inflatable curtains.

The inflatable curtains have only one ignition component each. The task of the inflatable curtains is to protect the head and the upper body in the event of a side impact. The supplemental restraint system module (SRS) activates the inflatable curtains on the side where the collision occurred.

The inflatable curtain uses a pyrotechnic component in combination with a reservoir which stores a gas. On activation the pyrotechnic charge and mixes with the stored gas. The gas mixture is blown into the inflatable curtain which falls and covers the side windows and B post. If rear inflatable curtains are installed the C post is also covered.

Where there are two inflatable curtains per side, these are always activated simultaneously.

SRS INDICATION

The supplemental restraint system module (SRS) continuously checks the system. A diagnostic trouble code (DTC) is stored and an SRS indication is made.

SRS indication is accompanied by a text message in the Driver information module (DIM), partly through

1. an SRS warning lamp
2. a general warning lamp.

The lamps light depending on how serious the fault is: Information about which lamp should be lit is transmitted by the supplemental restraint system module (SRS) on the controller area network (CAN).

The SRS indicator lamp lights when the ignition is switched on. If no faults are registered by the control module, either internally or from the sensors, wiring or igniters, a signal is transmitted on the controller area network (CAN) to the driver information module (DIM) confirming that the SRS indicator lamp can be switched off. If no faults are detected when the ignition is switched on, the lamp will remain lit for a few seconds. The lamp goes out when the system has been checked and is operating without faults.

The control module has an EEPROM memory which retains data about diagnostic trouble codes (DTCs) even when the battery has been disconnected.

The driver information module (DIM) continuously indicates to the supplemental restraint system module (SRS) the function of the SRS indicator lamp. If the lamp stops working, the general warning lamp lights up and a text message is displayed.

Note. If a diagnostic trouble code (DTC) is stored because the resistance in an SRS ignition cable is too high or too low, it is important that the resistance of the SRS ignition cable is not measured when the collision protection system is connected. Special tools with the same resistance as the collision protection system must be used for fault-tracing.

Scheme 96

Supplemental restraint system module (SRS) transmits signals on the CAN network to the upper electronic module (UEM) if the front passenger airbag is activated or not. If the upper electronic module (UEM) receives information that the passenger airbag is deactivated, the upper electronic module (UEM) lights the passenger airbag warning lamp (PAD). The warning lamp is located in the upper section of the rear view mirror.

Depending on the market, if the switch for activating and deactivating the front passenger airbag is used to deactivate it, the passenger airbag disconnected (PAD) warning lamp lights.

The warning lamp goes out when the airbag is reactivated.

If an occupant weight sensor (OWS) is installed (market and model dependent), the passenger airbag disconnected (PAD) warning lamp lights when the airbag is deactivated. However there is an exception to this

1. The passenger airbag disconnected warning lamp will remain unlit if the occupant weight sensor (OWS) registers that the passenger seat is unoccupied. This means that the passenger airbag is deactivated.

The warning lamp goes out when the airbag is reactivated.

Reasons that the passenger airbag disconnected warning lamp lights may also be

1. communication problems between the supplemental restraint system module (SRS) and upper electronic module (UEM)
2. faulty function in the on/off switch for the front passenger airbag
3. defective occupant weight sensor (OWS) function.

Scheme 97

The two front seat belt buckles have Hall sensors and are connected to the SRS module. These connections are electrically separated from each other.

The hall sensor detects whether the belt is engaged in the seat belt buckle or not and indicates this to the supplemental restraint system module (SRS). The information is used to set the activation level for the airbags and seat belt tensioners. If a fault is detected in the seat belt buckles or in their terminals, an adjustment is made for this, depending on the type of fault.

ACTIVATING THE COLLISION PROTECTION SYSTEM

The collision safety system is extremely advanced. It is able to adapt the collision protection system to suit the specific circumstances of a collision. In general it is extremely unlikely that all airbags and seat belt tensioners will be deployed in the same accident. It is possible that only one airbag or seat belt tensioner is deployed. This is determined by the supplemental restraint system module (SRS) based on the forces that occur during the collision.

If the control module deploys the front airbags, all stages will always be activated. By varying the time between the deployment phases, the inflation of the airbag is more gentle for a low speed collision.

ACTIVATION LEVELS FOR THE COLLISION PROTECTION SYSTEM

The table below shows how the SRS system reacts in the event of a frontal impact.

Level 1= Low speed collision

Level 5 = Severe collision

ACTIVATING THE SIDE IMPACT PROTECTION SYSTEM

The table below shows how the SRS system reacts in the event of a side impact.

Scheme 98

The diagnostic system for the supplemental restraint system (SRS) continually diagnoses the function of supplemental restraint system (SRS) components and stores any diagnostic trouble codes (DTCs). Diagnostic trouble codes can be read via VIDA (Volvo scan tool). Information is presented in VIDA in a manner similar to that of other diagnostic systems.

FAULT INDICATION

If a fault occurs in the SRS system, the driver is warned in various ways via the driver information module (DIM)

1. SRS warning lamp and text message in the display
2. the general warning lamp and text message in the display.

A VIDA station must be connected to the data link connector (DLC) in order to identify the source of the fault.

READING OFF THE PARAMETERS

Data can be read off from the supplemental restraint system module (SRS) using this function.

Vehicle type

Read out which type of vehicle is programmed in the supplemental restraint system module (SRS).

Steering

Read out which type of steering is programmed in the supplemental restraint system module (SRS) - left-hand or right-hand drive.

Passenger airbag

Read out whether the supplemental restraint system module (SRS) is programmed for a front passenger airbag.

Also read out the status of the airbag.

Occupant weight sensor (OWS)

Read out whether the supplemental restraint system module (SRS) is programmed for an occupant weight sensor (OWS).

Switch On/Off, front passenger airbag

Read out whether the supplemental restraint system module (SRS) is programmed for a switch.

Front seat belt buckle

Reads off the status of the driver and passenger seatbelt buckles.

Warning lamp, front passenger airbag (PAD)

Read out whether the supplemental restraint system module (SRS) sends a signal to request illumination of the warning lamp.

CONFIGURATION OF NUMBER OF SEATS (XC90 ONLY)

This service makes it possible to change the parameter value for number of seats in the supplemental restraint system module (SRS).

ID NUMBER STORAGE FOR OCCUPANT WEIGHT SENSOR (OWS) (CERTAIN MARKETS AND MODELS ONLY)

This service makes it possible to store the ID number of the occupant weight sensor (OWS) in the supplemental restraint system module (SRS).

New software for the supplemental restraint system module (SRS) can be downloaded. 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.

Software can be downloaded if the comparison between the car and the Volvo central database does not correspond.

When the control module is replaced, the new control module will have certain preprogrammed software.

The software which is preprogrammed is

1. application software
2. diagnostic software
3. collision algorithm software.

The software which will be downloaded is parameter files containing

1. parameters unique to this model
2. vehicle equipment level
3. a signal configuration file.

Scheme 99

When the ignition key is turned from 0 to I, II or III, the communication on the controller area network (CAN), the status of the internal functions in the supplemental restraint system module (SRS) (4/9) as well as all directly connected components are checked

1. driver's airbag stages 1 and 2 (8/30 and 8/61)
2. driver's airbag stage 3 (8/123) (XC90 USA/CDN only)
3. passenger airbag stages 1 and 2 (8/31 and 8/32)
4. passenger airbag stage 3 (8/124) (XC90 USA/CDN only)
5. seat belt tensioners front and rear (8/33, 8/34 8/55, 8/56 and 8/62)
6. seat belt tensioners third row (8/94 and 8/95) (XC90 7 seater only)
7. side impact sensors (7/108, 7/109, 7/115 and 7/116)
8. left and right inflatable curtains (8/66 and 8/67)
9. left and right rear inflatable curtains (8/96 and 8/97) (XC90 7 seater only)
10. SIPS bags (8/51 and 8/52)
11. front impact sensors (7/178 and 7/179) (certain markets and models only)
12. front seat belt buckles (3/93 and 3/94)
13. adaptive steering column (8/99) (XC90 USA/CDN only)
14. switch on/off, front passenger airbag (3/157) (not USA/CDN)
15. occupant weight sensor (OWS) (7/93) (certain markets and models only)

The supplemental restraint system module (SRS) transmits information via the controller area network (CAN) to the driver information module (DIM) (5/1) indicating that this test is in progress. The central electronic module (CEM) (4/56) also transmits the parameter values during the status check.

The driver information module (DIM) then lights the SRS indicator lamp. The SRS indicator lamp is lit while the supplemental restraint system (SRS) is being checked. When the supplemental restraint system (SRS) has been tested and no faults have been detected, the SRS indicator lamp goes out.

If a fault is detected during the check it will be indicated in one of the following ways, depending on how serious it is

1. the SRS indicator lamp continues to light and a warning text is displayed in the driver information module (DIM)
2. the general warning lamp lights and a warning text is displayed in the driver information module (DIM).

The driver information module (DIM) continuously transmits a signal to the supplemental restraint system module (SRS) via the controller area network (CAN) with information about whether the SRS indicator lamp is working or not. The general warning lamp will light and a text message will be displayed in the driver information module (DIM) if the SRS warning lamp is not working. If the CAN communication between the supplemental restraint system (SRS) module and the driver information module (DIM) fails, the red lamp in the general warning lamp lights up and text is displayed in the driver information module (DIM). If the faults disappear and the driver information module (DIM) can transmit information to the supplemental restraint system module (SRS) and the status of the SRS warning lamp is OK, the warning lamps will return to normal function.

Scheme 100

In event of a side-on collision, the side impact sensors (7/108, 7/109, 7/115 and 7/116) on the left and right-hand sides evaluate the force of the collision pulse. If the collision pulse is powerful enough, the level of the acceleration signal from the side impact sensors will exceed the calculated activation level for the collision protection system in the supplemental restraint system module (SRS) (4/9).

The control module also requires a further acceleration sensor, either from the acceleration sensors in the control module or from another side impact sensor. If the signal from the collision sensor meets the conditions for activation of the side impact airbags (8/51 and 8/52) and/or inflatable curtains (8/66 and 8/67) (8/96 and 8/97 on the 7 seater XC90 only), the control module sends a current pulse to those side impact airbags and/or inflatable curtains that are to be deployed. The side impact protection system will only be deployed on the side where the impact is registered.

The activation level of the side impact protection system depends on the vehicle speed and whether any of the front doors are open during the collision. The central electronic module (CEM) (4/56) transmits information about vehicle speed on the controller area network (CAN). The rear electronic module (REM) (4/58) transmits information about the status (open or closed) of the left and right-hand front doors.

The control module also transmits a collision signal on a directly connected cable to the central electronic module (CEM) and the phone module (PHM) (16/60), so that these control modules can take certain actions.

A collision status signal is also sent to the phone module (PHM) and the central electronic module (CEM) via the controller area network (CAN).

Scheme 101

A function known as multi-point detection is used during a head-on collision. This means that the impact pulse is registered in several points. This function is integrated in the supplemental restraint system module (SRS) (4/9). The front impact sensors (7/178 and 7/179) (certain markets and models only) is also part of multi-point detection in the control module. The front impact sensors register the impact pulse and send acceleration data to the control module.

When the collision pulse is sufficiently large an activation signal (current pulse) is transmitted to one or more of the following

1. front airbags stages 1 and 2 (8/30, 8/31, 8/32 and 8/61)
2. front airbags stage 3 (8/123 and 8/124) (XC90 USA/CDN only)
3. seat belt tensioners (8/33, 8/34, 8/55 8/56 and 8/62)
4. seat belt tensioners third row (8/94 and 8/95) (XC90 7 seater only).

In vehicles with an on/off switch for the front passenger airbag (3/157), the passenger airbag will not be activated if it has been switched off.

In cars with an occupant weight sensor (OWS) (7/93), this is used to activate and deactivate the passenger airbag.

For cars with an adaptive steering column (8/99), when the driver's airbag is activated and the driver seatbelt is fastened, an activation signal (current pulse) is transmitted by the control module to the adaptive steering column.

A collision signal is transmitted on a direct connection from the supplemental restraint system module (SRS) to the central electronic module (CEM) (4/56) and phone module (PHM) (16/60) when the collision protection system is activated. These two control modules ensure that

1. the central locking system is unlocked
2. the fuel pump (FP) is switched off
3. the interior lighting lights
4. the hazard warning signal flashers are activated
5. the collision pulse is registered
6. an automatic alarm is sent to CSC (customer service center) if the vehicle is equipped with Volvo On Call (Plus).

A collision status signal is also sent to the phone module (PHM) and the central electronic module (CEM) via the controller area network (CAN).

Scheme 102

If the side tilt of the car exceeds 50 - 55 degrees, the supplemental restraint system module (SRS) starts calculating the strength of the rotational energy. If the sideways lean and rotational energy are high enough, the control module will activate the roll over protection. All seat belt tensioners in the car, front (8/33, 8/34), rear (8/55, 8/56, 8/62) and for the third row of seats (8/94, 8/95) (7 seater XC90 only) will be activated. The front (8/66, 8/67) and rear (8/96, 8/97 (7 seater XC90 only)) inflatable curtains will also be activated.

A collision signal is transmitted on a direct connection from the supplemental restraint system module (SRS) to the central electronic module (CEM) (4/56) and phone module (PHM) (16/60) when the collision protection system is activated. These two control modules ensure that

1. the central locking system is unlocked
2. the fuel pump (FP) is switched off
3. the interior lighting lights
4. the hazard warning signal flashers are activated
5. the collision pulse is registered
6. an automatic alarm is sent to CSC (customer service center) if the vehicle is equipped with Volvo On Call (Plus).

A collision status signal is also sent to the phone module (PHM) and the central electronic module (CEM) via the controller area network (CAN).

Scheme 103

If necessary, the front passenger airbag (8/31 and 8/32) can be deactivated. This is done using a switch (3/157) positioned on the side of the dashboard on the passenger side.

If the position of the switch is changed from "on" to "off", the level of current at the two Hall sensors connected to the switch changes. The Hall sensors transmit the altered current levels to the supplemental restraint system module (SRS) (4/9) via directly connected cables.

The control module software deactivates the front passenger airbag, which means that the airbag has no functionality in the event of a collision. The supplemental restraint system module (SRS) transmits a signal on the controller area network (CAN) to the upper electronic module (UEM) (4/70), with a request to light the passenger airbag disconnected warning lamp. The upper electronic module (UEM) then lights the passenger airbag disconnected warning lamp.

When the position of the switch is changed from "off" to "on", a new current level is transmitted from the Hall sensors to the supplemental restraint system module (SRS). The control module software then activates the airbag, which means that the airbag has full functionality in the event of a collision. At the same time, the supplemental restraint system module (SRS) transmits a signal on the controller area network (CAN) to the upper electronic module (UEM), with a request to switch off the passenger airbag disconnected warning lamp. The upper electronic module (UEM) then switches off the passenger airbag disconnected warning lamp.

Note. The on/off switch for the front passenger airbag and occupant weight sensor (OWS) must not be installed in the vehicle together.

Scheme 104

Under normal conditions the information from the occupant weight sensor (OWS) system (7/93) is the basis for whether the supplemental restraint system module (SRS) (4/9) should activate or deactivate the front passenger airbag (8/31 8/32 and 8/124). The occupant weight sensor (OWS) communicates continuously with the supplemental restraint system (SRS) module on the local LIN bus. When a passenger weighing more than a certain weight is in the seat, the supplemental restraint system module (SRS) is informed by the occupant weight sensor (OWS). The control module software activates the front passenger airbag, which means that the airbag has full functionality in the event of a collision. At the same time the supplemental restraint system module (SRS) transmits a signal on the controller area network (CAN) to the upper electronic module (UEM) (4/70), with a request to switch off the passenger airbag disconnected warning lamp. The upper electronic module (UEM) then switches off the passenger airbag disconnected warning lamp.

If the weight on the front passenger seat is below a certain level the supplemental restraint system module (SRS) is informed by the occupant weight sensor (OWS). The control module software deactivates the front passenger airbag, which means that the airbag has no functionality in the event of a collision. At the same time the supplemental restraint system module (SRS) transmits a signal on the controller area network (CAN) to the upper electronic module (UEM), with a request to switch on the passenger airbag disconnected warning lamp. The upper electronic module (UEM) then lights the passenger airbag disconnected warning lamp. However there is an exception to this

1. The passenger airbag disconnected warning lamp will remain unlit if the occupant weight sensor (OWS) registers that the passenger seat is unoccupied. This means that the passenger airbag is deactivated.

Note. The on/off switch for the front passenger airbag and occupant weight sensor (OWS) must not be installed in the vehicle together.

THE OCCUPANT WEIGHT SENSOR (OWS) SYSTEM (USA/CDN - CERTAIN MODELS ONLY)

The occupant weight sensor (OWS) is designed to meet the regulatory requirements of Federal Motor Vehicle Safety Standard (FMVSS) 208 and is designed to disable (will not inflate) the passenger's side front airbag under certain conditions.

The occupant weight sensor (OWS) works with sensors that are part of the front passenger's seat and safety belt. The sensors are designed to detect the presence of a properly seated occupant and determine if the passenger's side front airbag should be enabled (may inflate) or disabled (will not inflate).

The occupant weight sensor (OWS) will disable (will not inflate) the passenger's side front airbag when

1. the front passenger seat is unoccupied, or there are small/medium objects in the front passenger seat
2. the system determines that an infant is present in a rear-facing infant seat that is installed according to the manufacturer's instructions
3. the system determines that a small child is present in a forward-facing child restraint that is installed according to the manufacturer's instructions
4. the system determines that a small child is present in a booster seat
5. a front passenger takes his/her weight off of the seat for a period of time
6. a child or a small person occupies the front passenger seat.

The occupant weight sensor (OWS) uses a passenger airbag warning lamp (PAD) which will illuminate and stay lit to remind you that the passenger's side front airbag is disabled. The passenger airbag warning lamp (PAD) is located in the interior rear view mirror.

Note. The passenger airbag warning lamp (PAD) will illuminate for a short period of time when the ignition is turned on to confirm it is functional.

When the front passenger seat is not occupied (empty seat) or in the event that the passenger's side front airbag is enabled (may inflate), the passenger airbag warning lamp (PAD) will be unlit.

The occupant weight sensor (OWS) is designed to disable (will not inflate) the passenger's side front airbag when a rear facing infant seat, a forward-facing child restraint, or a booster seat is detected. The passenger airbag warning lamp (PAD) will illuminate and stay lit to remind you that the passenger's side front airbag is disabled.

Note. Volvo recommends that children always be properly restrained in appropriate child restraints in the rear seats.

In rare situations when the safety belt is not latched, some child restraints may not be detected by the OWS because there is very little weight on the vehicle seat cushion. In these cases the passenger's side front airbag may be disabled, but the passenger airbag warning lamp (PAD) will not be lit. Do not assume that the passenger's side front airbag is disabled unless the passenger airbag warning lamp (PAD) is lit.

The occupant weight sensor (OWS) is designed to enable (may inflate) the passenger's side front airbag anytime the system senses that a person of adult size is sitting properly in the front passenger seat. The passenger airbag warning lamp (PAD) will be unlit and stay unlit.

The occupant weight sensor (OWS) detects pressure on the front passenger seat cushion as a result of load put in the seat. The occupant weight sensor (OWS) classifies the occupant as small or large based on whether the induced pressure is below or above a predetermined threshold. The threshold is defined between the pressure induced by children and the pressure induced by adults in accordance with the regulatory requirements of Federal Motor Vehicle Safety Standard (FMVSS) 208. If the occupant weight sensor (OWS) determines a small occupant classification, the passenger's side front airbag will be disabled and the passenger airbag warning lamp (PAD) will be lit. If the occupant weight sensor (OWS) determines a large occupant classification, the passenger's side front airbag will be enabled and the passenger airbag warning lamp (PAD) will be unlit.

The supplemental restraint system module (SRS) handles functions for

1. seat belt tensioners
2. side impact sensors
3. front impact sensor (certain markets and models only)
4. seat position sensors (XC90 USA/CDN only)
5. side impact protection (SIPS) bags
6. front driver and passenger airbags
7. inflatable curtains
8. SRS indication
9. passenger airbag indication
10. collision output signal
11. collision registration
12. adaptive steering column (XC90 USA/CDN only)
13. front seat belt buckles
14. switch on/off, front passenger airbag (not USA/CDN)
15. occupant weight sensor (OWS) (certain markets and models only)

The control module is in the transmission tunnel, between the gear selector lever and the parking brake.

The supplemental restraint system module (SRS) communicates with directly connected components and with other control modules via the Controller Area Network (CAN).

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

Any diagnostic trouble codes (DTCs) are stored in the control module memory. The data can be read off using VIDA (Volvo scan tool).

The control module can process multiple collisions, frontal collisions, collisions from behind, side-on collisions and overturning.

The control module function can be easily checked by switching on the ignition. The SRS indicator lamp in the combined instrument panel must light up when the key is in ignition positions I-III. The lamp goes out after a short while if no faults are detected. This means that the supplemental restraint system (SRS) is functioning correctly.

The table below summarizes the input signals to and output signals from the supplemental restraint system module (SRS). The signal types are divided into directly connected signals, LIN and CAN communication. The illustration below displays the same information with the Volvo component designations.

Scheme 105

The primary task of the supplemental restraint system module (SRS) is to minimize injuries to the driver and passengers in different types of accident. To do this, the control module validates incoming pulsed collision signals (acceleration signals generated by a collision) and then determines the required action. The control module uses internal sensors as well as external collision sensors. Using the data collected from the sensors, the system determines which of the following will be activated

1. front airbags
2. side impact protection (SIPS) bags
3. inflatable curtains
4. seat belt tensioners.

The collision sensor in the control module registers the longitudinal mechanical stress that occurs in a frontal collision. A side impact may also be registered in the collision sensor. Front-rear stresses are gauged by two acceleration sensors. Two frontal collision sensors are also used to register stresses in the event of a frontal collision. If the longitudinal stresses exceed a certain level, the stress will be calculated (the collision pulse). The calculation evaluates whether the collision pulse was sufficient to activate the airbags and/or the seat belt tensioners. Airbags and seat belt tensioners can be activated individually.

The control module is also able to register when the car is about to roll over. If the sideways tilt and rotational energy of the car exceed a certain level, the control module begins a calculation to determine whether the roll over protection should be activated. The critical tilt angle is 50-55 degrees. All seat belt tensioners and inflatable curtains are deployed if the roll over protection is activated.

The driver and passenger airbags and the seat belt tensioners are designed to deploy in the event of a frontal collision.

When the collision protection system is activated, the control module transmits a pulsed current to the ignition mechanisms in the airbags and/or the seat belt tensioners. No seat belt tensioners or airbags will be activated in the event of a collision from the rear.

Two requirements need to be fulfilled in order for the side impact protection system to be activated

1. that the collision pulse is sufficiently high that a trigger signal is sent from the side impact sensor to the control module
2. the control module or another collision sensor transmits a confirmation signal which allows the collision protection system to be deployed.

The side impact protection system is deployed when the control module has received both an activation and a confirmation signal.

If the side impact occurred at the front of the vehicle the side airbags and the inflatable curtain are deployed on the side that received the impact. If the side impact is towards the rear of the car, only the inflatable curtains are deployed on that side.

The control module has a collision recording function. This records certain system information in the event of a collision. If necessary, this information can be analyzed and used after a collision. This data is used in ongoing development of collision safety systems.

In the event of a collision a collision signal is transmitted from the supplemental restraint system module (SRS) to the carphone module (PHM) and the central electronic module (CEM) using a directly connected cable. The purpose of the signal is to switch off the fuel pump, light the interior lighting, unlock the doors and to transmit an automatic alarm to the Customer Service Center (if the car is equipped with Volvo On Call (Plus)) in the event of a collision. This also applies in the event of a collision from the rear.

A collision signal is also sent to the phone module (PHM) and the rear electronic module (REM) via the controller area network (CAN).

The supplemental restraint system module (SRS) either deploys the airbags or the seat belt tensioners. This depends on whether

1. if the driver and front passenger are wearing seat belts or not
2. if there is a fault in the side impact sensor or the connection to the side impact sensor
3. if there is a fault in the seat belt buckles
4. if Controller area network (CAN) communication is not working.

As a result of the above conditions, in the event of a low speed collision the seat belt tensioner may deploy on the driver's side whilst the airbag is deployed on the passenger side.

The SRS indicator lamp lights when the ignition is switched on. If no faults are registered by the control module, either internally or from the sensors, wiring or igniters, a signal is transmitted on the controller area network (CAN) to the driver information module (DIM) confirming that the SRS indicator lamp can be switched off. If there is a fault, the supplemental restraint system module (SRS) transmits information to the driver information module (DIM) indicating which lamp should be lit and the text to be displayed in the combined instrument panel.

The driver information module (DIM) continuously transmits information to the supplemental restraint system (SRS) control module via the controller area network (CAN) about the status of the SRS indicator lamp.

If the SRS indicator lamp stops functioning, the orange or red light in the general warning lamp is used instead.

Note that after a collision, it may be necessary to replace the wiring for the airbags and seat belt tensioners which deployed. This is because the connectors may melt at the moment of deployment. If a connector has melted, the wiring adjacent to it must be replaced.

SIDE IMPACT SENSOR

The side impact sensors in the car are used to measure and evaluate the collision pulses. An assessment is then transmitted to the supplemental restraint system module (SRS).

The sensors which are used in the car are

1. 2 side impact sensors in the B-post
2. 2 side impact sensors in the C-post.

The side impact sensors have integrated logic. In the event of a collision, they determine whether the impact was large enough to warrant transmitting an activation signal to the control module to deploy the side impact airbag. Only the side impact protection on the side from which the activation signal was sent can be deployed.

The side impact sensors transmit continuous OK signals to the control module to indicate that they are working. In the event of a fault in the side impact sensor, a fault signal is transmitted to the control module which then stores a diagnostic trouble code (DTC). A diagnostic trouble code (DTC) is also stored when the control module has not received an OK signal. Each side impact sensor has a software ID. The ID is used to check that the correct side impact sensor is installed. This is because the activation level of the signal which is transmitted to the control module is not necessarily the same for the different side impact sensors.

The front (B-post) and rear (C-post) side impact sensors are a different color and have different coding on their connectors to simplify installation.

The front side impact sensors cannot be installed in place of the rear sensors and vice versa.

Data transmission occurs on the same cable used for power supply, i. e. one cable to each side impact sensor.

Scheme 106

The car's frontal impact sensors are used to provide the supplemental restraint system module (SRS) with accurate advanced information about the collision pulse. This enables the supplemental restraint system module (SRS) to determine more accurately the components to be activated.

The frontal impact sensors have integrated logic which transmits acceleration data to the supplemental restraint system module (SRS).

The frontal impact sensors transmit continuous OK signals to the control module to indicate that they are working. In the event of a fault in a frontal impact sensor, a fault signal is transmitted to the control module which then stores a diagnostic trouble code (DTC). A diagnostic trouble code (DTC) is also stored when the control module has not received an OK signal. Each frontal impact sensor has a software ID. The ID is used to check that the correct frontal impact sensor is installed.

Data is transmitted on the cable used for power supply, i. e. there is one cable for each frontal impact sensor.

The two frontal impact sensors are under the left and right-hand headlamps.

Driver airbag

Scheme 107

Front passenger airbag

The airbags at the front of the car are

1. driver airbag - 2 stage deployment
2. front passenger airbag - 2 stage deployment.

The front airbags have two ignition components each. These are electrically separated from each other. This means that the different ignition components have their own separate power supply and grounding points from the control module. Two power supply outputs are required from the control module for each airbag. That is one output for each ignition component. This means that in total four pins on the control module, two power supply pins and two ground pins, are used for each airbag.

When activating the airbags electrical signals are transmitted from the supplemental restraint system module (SRS) to the relevant airbag stage.

Stage 1

Stage 1 of the driver's airbag is pyrotechnic. In the event of activation the charge combusts and the gas which develops is blown into the airbag.

Stage 1 on the passenger airbag consists of a pyrotechnic component in combination with a reservoir which stores a gas. On activation the pyrotechnic charge and mixes with the stored gas. The gas mixture is blown into the airbag.

Stage 2

Stage 2 of the driver's and passenger airbags is pyrotechnical. In the event of activation the charge combusts and the gas which develops is blown into the airbag.

The pace of the airbag 2 stage activation is dependent on collision type and seat belt use. Both stages activate but in the event of a lesser impact, there is a greater time delay between stage 1 and stage 2. For more serious impacts the time delay is shorter between stages 1 and 2.

The driver's airbag is located in the steering wheel. The passenger airbag is located above the glove compartment in the dashboard.

SIDE IMPACT AIR BAGS

There are two side impact protection (SIPS) bags connected to the supplemental restraint system module (SRS). Their connectors are electrically separated from each other. The side impact protection (SIPS) bags are on the outside of the front seats. The side impact protection (SIPS) bags deploy on the side of the impact. Their task is to protect the upper body in the event of a side on collision.

The side airbags together with the inflatable curtains and other safety systems can help to protect the driver and front passenger in the event of a collision.

The side impact protection (SIPS) bag uses a pyrotechnic component in combination with a reservoir which stores a gas. On activation the pyrotechnic charge and mixes with the stored gas. The gas mixture is blown into the airbag.

FRONT, REAR AND THIRD ROW SEAT BELT TENSIONERS

There are up to seven seat belt tensioners in the car, two in the front, three on the rear seat and two on the third row if applicable. They contain an explosive charge which tensions the seat belts when deployed. The seat belt tensioners are separated from each other electrically. This means that each seat belt tensioner has a separate individual power supply and ground from the control module.

The front seat belt buckles are directly connected to the supplemental restraint system module (SRS). This means that data indicating whether the seat belts are engaged or not is transmitted directly to the supplemental restraint system module (SRS).

The seat belt tensioner tensions the seat belt to reduce the forward movement of the body. This also reduces the forces on the chest from the airbag and seat belt. Each seat has a seat belt tensioner.

The supplemental restraint system module (SRS) determines whether to deploy the seat belt tensioners based on whether the seat belts are being used. The seat belt tensioner will not be activated if the seat belt is not engaged. However, if the control module reads off incorrect data for the front seat belt buckles, the seat belt tensioners will be activated and the air bag will be deployed. Deployment of the airbags occurs in the same way as when the seat belts are not fastened.

The seat belt tensioner consists of a pyrotechnical charge and a cylinder with a piston. The piston is connected to a steel cable which is secured to the seat belt reel. When the control module activates the seat belt tensioner the piston is forced downwards by the expanding gas. The piston pulls in the steel cable which reels in the belt.

Scheme 108

There are up to four inflatable curtains connected to the supplemental restraint system module (SRS). Their connectors are electrically separated from each other.

The inflatable curtains are located in the roof between the A and D-posts. The front and rear inflatable curtains have only one ignition component each. The task of the inflatable curtain is to protect the head and the upper body in the event of a side impact. The supplemental restraint system module (SRS) deploys the inflatable curtains on the side from which the side impact sensors transmitted an activation signal.

The number of inflatable curtains in the car depends on whether the car is a 5 or 7 seater model. The configuration is as follows

1. 5 seater models: There is a front inflatable curtain on each side, two in total
2. 7 seater models: There are front and rear inflatable curtains on each side, four in total.

The inflatable curtain uses a pyrotechnic component in combination with a reservoir which stores a gas. On activation the pyrotechnic charge and mixes with the stored gas. The gas mixture is blown into the inflatable curtain which falls and covers the side windows and B post. If rear inflatable curtains are installed the C post is also covered.

Where there are two inflatable curtains per side, these are always activated simultaneously.

The supplemental restraint system module (SRS) checks the system once every second. A diagnostic trouble code (DTC) is stored and the SRS indicator lamp lights if the same fault is detected 10 times in one ignition cycle.

SRS indication is partially via the SRS indicator lamp which changes between red and orange depending on how serious the fault is and partially via a text message display. The SRS indicator lamp lights when the ignition is switched on. If no faults are registered by the control module, either internally or from the sensors, wiring or igniters, a signal is transmitted on the controller area network (CAN) to the driver information module (DIM) confirming that the SRS indicator lamp can be switched off. If no faults are detected when the ignition is switched on, the lamp will remain lit for 7 seconds. The lamp goes out when the system has been checked and is operating without faults. If a fault is detected in the supplemental restraint system module (SRS), the SRS indicator lamp lights and a text message is displayed in the text box. Information about which lamp should be lit is transmitted by the supplemental restraint system module (SRS) on the controller area network (CAN).

The control module has an EEPROM memory which retains data about diagnostic trouble codes (DTCs) even when the battery has been disconnected.

The driver information module (DIM) continuously indicates to the supplemental restraint system module (SRS) whether the SRS indicator lamp is working or not. If the lamp stops working, the general warning lamp lights up and a text message is displayed in the text box.

Note. Never take a resistance reading across the airbags or seat belt tensioners if a diagnostic trouble code (DTC) is stored for too high or low igniter resistance. Special tools with the same resistance as the airbag or seat belt tensioner must be used for fault-tracing.

SEAT BELT BUCKLE

The two front seat belt buckles have hall sensors and are connected to the SRS module. These connections are electrically separated from each other.

The hall sensor detects whether the belt is engaged in the seat belt buckle or not and indicates this to the supplemental restraint system module (SRS).

This data is used to set the activation level of the airbags and to determine whether or not the seat belt tensioners need to be activated. If a fault is detected in the seat belt buckles or in the terminal for the seat belt buckles, the activation level of both the driver and passenger airbags is set as if the occupant is not wearing a seat belt. The seat belt tensioner will still function as if the occupant is wearing a seat belt however.

DEPLOYING AIRBAGS / SEAT BELT TENSIONERS

The collision safety system is extremely advanced. It is able to adapt airbag deployment and the activation of the seat belt tensioners to suit the specific circumstances of a collision. In general it is extremely unlikely that all airbags and seat belt tensioners will be deployed in the same accident. It is possible that only one airbag or seat belt tensioners is deployed. This is determined by the supplemental restraint system module (SRS) based on the forces that occur during the collision.

If the control module deploys the front airbags, both stages will always be activated. By varying the time between the two deployment phases, the deployment of the airbag is more gentle for a low speed collision.

ACTIVATION LEVELS FOR AIRBAGS AND SEAT BELT TENSIONERS

The table below shows how the SRS system reacts in the event of a frontal impact.

Note. The deployment of the driver and passenger airbags is calculated individually.

Level 1 = Low speed collision

Level 5 = Severe collision

DEPLOYMENT OF SIDE IMPACT PROTECTION (SIPS) BAGS

The table below shows how the SRS system reacts in the event of a side impact.

Scheme 109

The on-board diagnostic (OBD) system for the supplemental restraint system module (SRS) continually diagnoses the function of supplemental restraint system components and stores any diagnostic trouble codes (DTCs). The diagnostic trouble codes (DTCs) can then be read off via VIDA (Volvo scan tool). The principle behind VIDA information presentation is the same as for other on-board diagnostic (OBD) systems.

The driver is warned in a number of ways via the combined instrument panel if any fault occurs in the supplemental restraint system

1. SRS warning lamp and text in the display
2. the general warning lamp lights up in red and there is text in the display
3. the general warning lamp lights up in orange and there is text in the display.

A VIDA station must be connected to the car data link connector (DLC) in order for a fault source to be identified.

DATA READ-OUT

Data can be read off from the supplemental restraint system module (SRS) using this function.

Car model

Reads off the model that is programmed into the control module.

Steering

Read off whether the supplemental restraint system module (SRS) is programmed for left or right-hand drive.

Passenger airbag

Read off the configuration that is programmed into the supplemental restraint system module (SRS), with or without passenger airbag.

Front seat belt buckle

Reads off the status of the driver and passenger seatbelt buckles.

New software for the supplemental restraint system module (SRS) can be downloaded. 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.

When the control module is replaced, the new control module will not have any preprogrammed software.

The type of information which is downloaded is parameter files containing

1. vehicle type
2. right / left hand drive
3. parameters unique to this model
4. whether the car has a passenger airbag or not
5. a signal configuration file.

The MOST network is used for a total software reload.

Scheme 110

When the ignition key is turned from 0 to I, II or III, the status of the internal functions in the supplemental restraint system module (SRS) (4/9) is checked, as well as all directly connected components such as

1. driver airbags (8/30 and 8/61)
2. passenger airbags (8/31 and 8/32)
3. seat belt tensioners (8/33, 8/34, 8/55, 8/56, 8/62, 8/94, 8/95)
4. side impact sensors (7/108, 7/109, 7/115 and 7/116)
5. front and rear inflatable curtains (8/66, 8/67, 8/96, 8/97)
6. SIPS bags (8/51 and 8/52)
7. frontal impact sensor (7/178, 7/179)
8. front seat belt buckles (3/93, 3/94).

At the same time, the supplemental restraint system module (SRS) transmits data via the Controller area network (CAN) to the driver information module (DIM) (5/1) indicating that this test is in progress. The central electronic module (CEM) (4/56) also transmits the parameter values during the status check.

The driver information module (DIM) then lights the SRS indicator lamp. The SRS indicator lamp is lit while the SRS system is being checked. When the SRS system has been tested and if no faults have been detected, the SRS indicator lamp goes out.

If a fault is detected, the lamp remains lit and a warning text is displayed in the text box in the combined instrument panel. The driver information module (DIM) continuously transmits a signal to the supplemental restraint system module (SRS) via the Controller area network (CAN) with information about whether the SRS indicator lamp is working or not. The orange general warning lamp lights up if the SRS indicator lamp stops working. If this lamp also stops working, the red general warning lamp is used. If the CAN communication between the supplemental restraint system (SRS) module and the driver information module (DIM) fails, the red lamp in the general warning lamp lights up and text is displayed in the text box in the combined instrument panel. If the fault disappears and the driver information module (DIM) is again able to transmit information to the supplemental restraint system module (SRS) indicating that the status of the SRS indicator lamp is OK, the general warning lamp will not light but the SRS indicator lamp will take over.

It may take up to 3 minutes before the seat belt buckles indicate whether they are functioning correctly.

Scheme 111

In event of a side-on collision, the side impact sensors in the left (7/108 and 7/115) and right-hand (7/109 and 7/116) sides evaluate the force of the collision pulse. If the collision pulse is powerful enough, an activation signal for the collision protection system is transmitted to the SRS (supplemental restraint system) (4/9).

The control module also requires a confirmation signal, either from the acceleration sensors in the control module or from another side impact sensor. If the pulse from the collision sensor meets the conditions for activation of the SIPS bags (8/51 and 8/52) and inflatable curtains (8/66, 8/67, 8/96 and 8/97), the control module sends a current pulse to those SIPS bags or inflatable curtains that are to be deployed. The side impact protection system will only be deployed on the side where the impact is registered.

The control module also transmits a collision signal on the directly connected cable to the central electronic module (CEM) (4/56) and the phone module (PHM) (16/60), so that these control modules can take certain actions.

A collision status signal is also sent to the phone module (PHM) and rear electronic module (REM) (4/58) on the Controller Area Network (CAN).

Scheme 112

In the event of frontal collision a function called multi point detection is used. The collision pulse is registered at several points. This function is integrated in the supplemental restraint system module (SRS) (4/9) and is called a collision sensor. When the collision pulse is sufficiently large an activation signal (current pulse) is transmitted to the front airbags and/or the seat belt tensioners. The frontal collision sensors (7/178, 7/179) are also part of multi point detection in the control module. They register the collision pulse and transmit acceleration data to the control module indicating the size of the collision pulse. The driver (8/30, 8/61) and front passenger (8/31, 8/32) airbags are deployed. The seat belt tensioners for the front (8/33, 8/34), rear (8/55, 8/56 and 8/62) and third row of seats (8/94, 8/95) are activated.

When the collision protection system has been activated a collision signal is transmitted from the supplemental restraint system module (SRS) (4/9) to the central electronic module (CEM) (4/56) and phone module (PHM) (16/60) on a directly connected cable. These two control modules ensure that

1. the central locking system is unlocked
2. the fuel pump (FP) is switched off
3. the interior lighting is lit
4. the warning lamps are lit
5. the collision pulse is registered
6. an automatic alarm is sent to CSC (customer service center), and to Volvo On Call (Plus) if applicable.

Scheme 113

If the side tilt of the car exceeds 50 - 55 degrees, the supplemental restraint system module (SRS) starts calculating the strength of the rotational energy. If the sideways lean and rotational energy are high enough, the control module will activate the roll over protection. All seat belt tensioners in the car, front (8/33, 8/34), rear (8/55, 8/56, 8/62) and for the third row of seats (8/94, 8/95) (if applicable) will be activated. The front (8/66, 8/67) and rear (8/96, 8/97) inflatable curtains will also be activated.

When the collision protection system has been activated a collision signal is transmitted from the supplemental restraint system module (SRS) (4/9) to the central electronic module (CEM) (4/56) and phone module (PHM) (16/60) on a directly connected cable. These two control modules ensure that

1. the central locking system is unlocked
2. the fuel pump (FP) is switched off
3. the interior lighting is lit
4. the warning lamps are lit
5. the collision pulse is registered
6. an automatic alarm is sent to CSC (customer service center), and to Volvo On Call (Plus) if applicable.

A collision status signal is also sent to the phone module (PHM) and rear electronic module (REM) (4/58) on the Controller Area Network (CAN).

SUPPLEMENTAL RESTRAINT SYSTEM MODULE (SRS)

The primary task of the supplemental restraint system module (SRS) is to manage the following functions

1. seat belt tensioners
2. side impact sensors
3. frontal collision sensors
4. side impact protection (SIPS) bags
5. front driver and passenger airbags
6. inflatable curtains
7. SRS indication
8. collision output signal
9. collision registration.

The control module is in the transmission tunnel, between the gear selector lever and the parking brake.

The supplemental restraint system module (SRS) communicates with directly connected components and with other control modules via the Controller Area Network (CAN).

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

Any diagnostic trouble codes (DTCs) are stored in the control module memory. The data can be read off using VIDA (Volvo scan tool).

The control module can process multiple collisions, frontal collisions, collisions from behind, side-on collisions and overturning.

The control module function can be easily checked by switching on the ignition. The SRS indicator lamp in the combined instrument panel must light up when the key is in ignition positions I-III. The lamp goes out after a short while if no faults are detected. This means that the supplemental restraint system (SRS) is functioning correctly.

The table below summarizes the input signals to and output signals from the supplemental restraint system module (SRS). The signal types are divided into directly connected signals and Controller area network (CAN) communication. The illustration below displays the same information with the Volvo component designations.

Scheme 114

PRIORITISING

Conflicts can occur in a network when several control modules wish to send a message at the same time. For example when the driver presses the brake pedal at the same time as the passenger changes the climate control settings and a passenger in the rear seat opens the power window.

For safe function the messages must be prioritised. In addition the time delays which occur in the event of a queue situation must be held with reasonable limits. This is so that the customer does not experience the system as slow.

To solve problems with conflicts and time delays there is a priority order of messages to ensure good functionality.

Prioritisation of messages is determined by the number of zeroes at the beginning of a message, the more zeroes the higher the priority.

Prioritisation occurs as follows

1. When the network is available all the control modules with "something to say" send bit one in their message
2. All the control modules detect what has been transmitted on the network
3. If a control module has transmitted 0 those that have sent 1 stop and wait until the next time the network is available
4. Those that transmitted 0 transmit bit two of the message
5. If a control module has transmitted 0 as bit two those that have sent 1 stop and wait until the next time the network is available and so on.

The message with the highest priority (most zeroes at the beginning) "wins" and is sent first.

The end of a message is seven zeroes. The control modules then know that the network is available and a new message can be sent in priority order.

TWO TYPES OF MESSAGE

There are two types of message in the system

1. Periodical frames. These messages are sent regularly and give the present status of a parameter. They are used for information which is frequently updated, speed signals for example
2. Event frames, which are only sent when predetermined conditions have been met. This type of message is used for things that seldom occur, raising / lowering a window for example.

The message can contain an update bit which states how "fresh" the information is.

The system assumes that the receiver has received the message so an acknowledgement is not sent (a reply is only sent to a direct question from another control module).

But the receiver knows how often it should receive a message about which status applies. If the message is missing the receiver can connect an emergency program and / or set a diagnostic trouble code.

COMPATIBILITY

The units must "speak" the same language and must be compatible with each other. A standardised communication protocol is used for this.

Signal configuration (sfg) contains the language between the units. If any module has a signal configuration which does not correspond to other units the module cannot communicate. This means that all the units must have compatible signal configuration. The signal configuration is occasionally modified so that the new messages are added and old messages removed.

CONFIGURATION

Instructions for the following are downloaded when a system is configured

1. Which control modules are included in the system (for example central electronic module, and others.)
2. Which control module should do what (for example "you are the control module for the passenger door - you are the control module for the driver's door")
3. Which functions should be included (for example if the alarm function should be on or off)
4. Which components are connected to the control modules (for example whether the inclination sensor is included in the alarm or not)
5. Which messages a control module is to transmit and which it is to receive
6. Where the different data should be stored.

The configuration must be adapted after installation of accessories and must be downloaded again after any control module is replaced. The configuration is adapted and downloaded via VIDA (Volvo scan tool).

Note. Even if two cars appear identical, they may behave differently because of differing configurations, a parameter may have been modified by, e. g., the customer or workshop.

Scheme 115

The number of control modules in the CAN varies depending on the level of equipment, the car model and the structure week. The description applies to the structure week 199815-200149. The structure week and the manufacture week are not necessarily the same week. The week of manufacture is the week in which the car was manufactured in the factory. The content of the car is guided by the structure week A structure week can extend over many manufacture weeks. The structure week is specified in the format YYYYWW.

For example, the structure week 199815 indicates that the structure week of the car is week 15 1998.

ELECTRICAL FAULTS

In the event of errors in the signal levels on the communication cables for the central electronic module a diagnostic trouble code (DTC) is stored in the central electronic module. A check is carried out on each communication cable to the central electronic module, CAN L, CAN H on the low speed side and CAN L and CAN H on the high speed side There are two different levels which are detected (low or high).

This gives eight diagnostic trouble codes for detecting electrical faults.

The diagnostic trouble codes for electrical faults are CEM-DF0X for the low speed network and CEM-DF1X for high speed network.

NO COMMUNICATION FROM THE CONTROL MODULE

The central electronic module knows which control modules are in the Controller area network and checks that all the control modules communicate. If any control module on the Controller area network (CAN) does not communicate a diagnostic trouble code is stored in the central electronic module. There is a diagnostic trouble code for each control module. The diagnostic trouble codes are CEM-1A5X respectively CEM-1A6X.

FAULTY COMMUNICATION

Each control module except for the central electronic module has two diagnostic trouble code types which are related to faulty communication (the central electronic module only has one type of diagnostic trouble code).

These are

1. Faulty messages
2. Configuration fault (missing in the central electronic module (CEM)).

Faulty messages

When a control module sends errors in the messages a number of times, the control module stops communication. The diagnostic trouble code is stored in the control module which caused the faulty message. If the fault is permanent it is impossible to communicate with the control module. It is not possible to read off diagnostic trouble codes from the control module with the switched off communication.

The diagnostic trouble codes (DTCs) are XXX-E000 for the high speed network and XXX-E001 for low speed network.

Configuration fault

If the signal configuration of a control module does not correspond to the signal configuration of the central electronic module, a diagnostic trouble code is stored in the control module with the faulty signal configuration.

The diagnostic trouble code for configuration fault is XXX-E003.

ADVANTAGES OF A NETWORK

Easier to add further functions and install accessories

Because the control modules in the network are already connected to each other and are easy to add more information to, all that is required 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 alter the configuration and programming of the network.

The length of the wiring and the number of components which are introduced with the car are less than previously.

An example of this is the addition of cruise control for the car.

Before the introduction of the network the installation of control modules, switches, vacuum pumps, vacuum servos, hoses and cable harnesses was necessary.

With the network only the installation of a switch and the downloading of software which alters the configuration of the car is required.

Easier to introduce logical functions

Logical functions can be explained as "if this occurs then the following corrective action must be carried out". For example, the system is programmed so that if a tail lamp is broken, a message is transmitted via the Controller area network (CAN) to the driver information module to warn the driver.

All that is required to introduce a logical function is to change the programming of the affected control module - the rear electronic module and driver information module in the example above.

Introduction of logic functions does not increase the number of components or cables.

Easy to adapt the system to customer and market requirements

The functions can be altered depending on the requirements of the customer and market. An example of this could be fog tail lamps. Certain markets use two fog tail lamps, others only use one on the driver's side. Previously it was required that different replacement parts were stored for different markets. Now the same replacement part can be used for all markets, by changing the programming depending on the market.

Similar basic systems can be used for a whole model program

Similar networks (hardware) can be used for a large number of different cars.

The only thing which differentiates the cars is

1. the components (control modules, sensors controlled components etc.) which are connected to the system
2. Which components do what
3. Which components/functions are standard /optional/accessories
4. The configuration /programming of the system.

HIGH AND LOW SPEED SIDES ON THE NETWORK

The network consists of two parts. A high speed side which transfers (HS CAN) signals/messages between the central electronic module and the control modules in the engine compartment, and a low speed side (LS CAN) which transfers the signals /messages between the central electronic module and the control modules in the passenger compartment.

The interface between the high and low speed sides is supplied by the central electronic module which speeds up or slows down the communication between the two network sides.

TRANSFER SPEEDS

The Volvo Controller area network (CAN) has two transfer speeds.

1. HS CAN (High speed) has a transfer speed of 250 Kbps
2. LS CAN (Low speed) has a transfer speed of 125 Kbps.

1 Kbps = 1024 bit per second (1byte = 8 bits).

For serial communication (Volcano Lite) between a control module and a slave control module the transfer speed is 10.4 Kbps.

TERMINATING RESISTOR

To prevent electrical reflections and interference in the Controller area network (CAN) there are terminating resistors which bridge CAN H and CAN L. One in each end point on both the high and low speed side of the network. Each terminating resistor has a resistance of 120 ohm.

1. The terminating resistor for the high speed Controller area network (CAN) is positioned in the brake control module/ABS control module and in the engine control module (ECM) or electronic throttle module. The terminating resistor is in the engine control module, on models without an electronic throttle module
2. There are terminating resistors for the low speed Controller area network (CAN) in the upper electronic module and the rear electronic module.

Both the terminating resistors create a parallel circuit The following resistors can be measured under specified conditions

1. When the Controller area network (CAN) is intact the resistance in the network is approximately 60 ohm
2. In the event of an open-circuit in the wiring, the resistance in the network is approximately 120 ohm
3. In the event of a short-circuit between the communication cables the resistance is approximately 0 ohm.

CABLES, CAN H AND CAN L

The wires CAN H and CAN L must not be confused with HS CAN and LS CAN, which indicate the speed of the CAN network. CAN H and CAN L are the names for the wires used to distribute the signals in the multiplex communications network.

Communication takes place using two wires. These two wires are twisted together and are made of a copper material.

The voltage levels for communication take place using differential voltage levels. Two twisted-pair wires and differential voltage levels are used because this makes the network less susceptible to interference.

The same message is transferred simultaneously by both cables, but different voltage levels are used.

1. Binary 1 = 2.5 V on both CAN H and CAN L.
2. Binary 0 = 4 V on CAN H and 1 V on CAN L.

When measured between CAN L and earth, the average voltage level is approx. 2.3 V.

When measuring between CAN H and ground, the average voltage level is approx. 2.8 V. When measuring between the two CAN wires, with normal traffic on the network, the average voltage level is approx. 0.55-0.90 V (up to max. 0.6-1.4 V).

Volvo's CAN-net meets ISO 11898-2. Other standard is 11898-3 where the voltage on CAN H changes from approx. 5 V to approx. 1 V, and CAN L from approx. 0 V to approx. 4 V when changing from logic "0" to logic "1". Other standard is SAE J2411 where only one cable is used for CAN-communication.

CONTROLLER AREA NETWORK (CAN) MESSAGE

The message consists of the following components

1. Identifier ("flag"), which indicates the message's identity and priority.
2. Data information (value, information, etc.).
3. Check sum, used to check that the message has arrived correctly
4. Stop signal, which indicates that the message has finished.

A complete CAN-message is called a frame.

Conflicts can occur in a network when several control modules wish to send a message at the same time. For example when the driver presses the brake pedal at the same time as the passenger changes the climate control settings and a passenger in the rear seat opens the power window.

For safe function the messages have to be prioritised. In addition the time delays which occur in case of queue situations must be held within reasonable limits. This is so that the customer does not experience the system as "sluggish" or slow.

To solve problems with conflicts and time delays there is a priority order of messages to ensure good functionality.

Prioritisation of messages is determined by the number of zeroes at the beginning of a message, the more zeroes the higher the priority.

Prioritisation occurs as follows

1. When the network is available, all the control modules that have "something to say" send bit one in their message.
2. All the control modules detect what has been transmitted on the network
3. If a control module has transmitted 0 those that have sent 1 stop and wait until the next time the network is available
4. Those that transmitted 0 transmit bit two of the message
5. If a control module has transmitted 0 as bit two those that have sent 1 stop and wait until the next time the network is available and so on.

The message with the highest priority (most zeroes at the beginning) "wins" and is sent first.

The end of a message is seven zeroes. The control modules then know that the network is available and a new message can be sent in priority order.

There are two types of message in the system

1. Periodical frames . These messages are sent regularly and give the status of a parameter. They are used for information which is frequently updated, speed signals for example.
2. Event frames , which are only sent when predetermined conditions have been met. This type of message is used for things that seldom occur, raising / lowering a window for example.

The message can contain an update bit which states how "fresh" the information is.

The system assumes that the receiver has received the message so an acknowledgement is not sent (a reply is only sent to a direct question from another control module).

However, the receiver "knows" how often it should receive a message about which status applies. If the message is missing, the receiver can connect an emergency program and/or generate a diagnostic trouble code.

Diagnostic trouble codes (DTCs) can also be stored if the receiving control module does not "understand" the message it has received. Examples of this may include intermittent short-circuits between one of the CAN wires and voltage or earth.

QUALITY FACTOR

In a distributed system where information (signals) is sent between different control modules in a network, it is usually the control module that generates/creates information (the signal) that knows the quality of the information that is sent. To be able to inform receiving control modules about the quality of information, a quality factor (Q-factor) is sent over the network at the same time as the information (signal). The quality factor describes status of the information (signal). For example, if the signal is defective due to a faulty sensor, a receiving control module can use the quality factor to decide if the control module shall take any action (e. g., reconfiguration).

The quality factor can be of the following status

1. Ok The value indicates that the signal is normal and shows a credible status and accuracy.
2. Outside specified range Even though the value indicates that the signal is normal and may be usable, some fault has been detected that indicates that accuracy has been reduced so that performance may be affected or instability can occur.
3. No data found The value indicates that the signal has its initial start-up value and has not yet had time to receive measured or calculated value. This may occur when the control module's start-up process is not completely finished. As soon as the control module has started, the signal shall have a correct value. Receiving control module has a built-in delay to wait for correct signal.
4. No data exists The value indicates that the signal is faulty. This prevents the signal from being used by receiving control modules.

SUMMARY OF QUALITY FACTOR THAT MAY APPLY.

* Diagnostic trouble code may be stored.

The units must "speak" the same language and must be compatible with each other. A standardised communication protocol is used for this.

Signal configuration (sfg) contains the language between the modules. If any module has a signal configuration which does not tally with other modules, this module is unable to communicate with other modules. This means that all modules must have compatible signal configuration. The signal configuration is sometimes changed as new messages are added and old ones are deleted.

Instructions for the following are downloaded when a system is configured

1. Which control modules are included in the system (for example central electronic module (CEM), and others.)
2. Which control module should do what (for example "you are the control module for the driver's door - you are the control module for the passenger door")
3. Which functions should be included (for example if the alarm function should be on or off)
4. Which components are connected to the control modules (for example whether the inclination sensor is included in the alarm or not)
5. Which messages a control module is to transmit and which it is to receive
6. Where the different data should be stored.

In the central electronic module (CEM), information is stored on which control modules are installed in this particular vehicle. This information is stored and retrieved from Volvo's central database when software is downloaded. The central electronic module (CEM) also contains information on which primary signal configuration is to be used in the vehicle. Information on the vehicle's signal configuration must be stored in all control modules connected to the CAN network so that they can communicate in the first place.

The signal configuration is a part of the software downloaded after a control module is fitted or replaced. When software is loaded to a control module, the information in the control module indicating, for example, that a new accessory has been connected is updated automatically.

Once software has been downloaded, some values may be changed according to the customer's requirements, for example whether lamp indication upon locking or unlocking the vehicle should be active, or the dip degree of the interior rear view mirror. These settings may disappear when new software is downloaded.

Software is downloaded via the Software Manager.

Note. Even if two vehicles appear identical they may behave differently due to differing configurations, a parameter may have been modified by, e. g., the customer or workshop.

The Volvo Controller area network (CAN) has two transfer speeds.

1. HS CAN (high speed) has a transfer rate of 500 kbit/s.
2. LS CAN (low speed) has a transfer rate of 125 kbit/s.

1 kbit/s = 1024 bits per second (1 byte = 8 bits).

For serial communication (Volcano Lite) between a control module and a slave control module the transfer rate is 10.4 kbit/s.

There is another serial standard known as LIN. This is an international standard which is becoming more commonly used. Its function is almost identical to that of Volcano Lite. The difference is in the communication method and rate. The transfer rate for LIN is 9.6 kbit/s.

High-speed net HS CAN (High Speed), example

Scheme 116

Low-speed net LS CAN (Low Speed), example

Scheme 117

To prevent electrical reflections and interference in the CAN network, there are terminating resistors which bridge CAN H (High) and CAN L (Low), one at each end (main line) on both the high and low speed sides of the network. Each terminating resistor has a resistance of 120 ohm

1. For HS CAN (high speed), the terminating resistors are located in the brake control module (BCM) and the engine control module (ECM).
2. For LS CAN (low speed), the terminating resistors are located in the upper electronic module (UEM) and the rear electronic module (REM).

Resistance measurement of parallel circuit with terminating resistor

Both the terminating resistors create a parallel circuit The following resistors can be measured under specified conditions

1. When the CAN network is intact, the resistance on the network is approx. 60 ohm.
2. In case of open circuits on the cables, so that 1 terminating resistor is not included in the circuit, the resistance in the net is approx. 120 ohm (only one main line is measured)
3. An open circuit on the cables to control modules located "outside" the measured circuit cannot be detected with this measurement.
4. In case of short-circuiting between the communication cables, the resistance is approx. 0 ohm between the cables, regardless of where the short-circuiting is located.

Scheme 118

Scheme 119

Scheme 120

The number of control modules in the CAN network varies depending on the car model, equipment level and structure week, The structure week and construction week are not necessarily the same week. The construction week is the week in which the vehicle is built in the factory. The content of the vehicle is steered towards structure week. A structure week may extend over a number of construction weeks. Structure weeks are specified in the format YYYYWW.

For example, structure week 199815 indicates that the structure week of the vehicle is week 15, year 1998.

Note. To troubleshoot respective CAN-net, see troubleshooting for CAN-related diagnostic trouble codes for Central electronic module (CEM). For example, choose any of CEM-DF01 - DF17 depending on CAN-net.

When there is a fault in the signal levels on the communication wire to the central electronic module (CEM), a diagnostic trouble code (DTC) is stored in the central electronic module (CEM). Each individual communication wire to the central electronic module (CEM), CAN L and CAN H on the low speed side of the network and CAN L and CAN H on the high speed side of the network, is checked. There are two different levels detected on each wire: short-circuit to voltage or short-circuit to earth. As the central electronic module (CEM) can also determine when a short-circuit on one or more wires takes place, the control module can also detect a short-circuit between the two CAN wires in the same part of the network.

This gives eight diagnostic trouble codes for detecting electrical faults.

HINT: The central electronic module (CEM) is unable to store diagnostic trouble codes (DTCs) for open-circuits on the CAN wires. Other diagnostic trouble codes (DTCs) may, however, be stored on account of this.

The central electronic module (CEM) knows which control modules should be present in the CAN network and checks at regular intervals to ensure that all control modules are communicating. If any control module in the CAN network is not communicating, a diagnostic trouble code (DTC) is stored in the central electronic module (CEM). There is a specific diagnostic trouble code (DTC) for every control module in the CAN network.

Every control module, apart from the central electronic module (CEM), has two diagnostic trouble code (DTC) types which relate to faulty communication (the central electronic module (CEM) has only one diagnostic trouble code (DTC) type).

These are

1. Faulty messages
2. Configuration error (not present on the central electronic module (CEM)).

Diagnostic trouble code (DTC) for faulty configuration is missing from the Central electronic module (CEM) since the control module is always the main control module in the network.

Faulty messages

When a control module transmits faulty signals in its messages a number of times, the control module shuts down communication. This is referred to as the control module going to "Bus-off". A diagnostic trouble code (DTC) is stored in the control module that transmitted faulty messages, and the control module stops communicating on the CAN network. This is done so that the control module does not interfere with other communication on the CAN network. If the fault is permanent, it is not possible to communicate with the control module and there is no chance of reading diagnostic trouble codes (DTCs) from the control module that has shut down communication as long as the control module continues to be powered. If the control module which stored a diagnostic trouble code (DTC) is powered down (for example by switching off the ignition or if the fuse to the power feed is removed), the control module will attempt again to communicate when the control module is powered up again. When troubleshooting such faults, therefore, it is important to know what kind of power feed is used for the control module in question.

Configuration fault

The central electronic module (CEM) transmits at regular intervals a control message to all control modules on the CAN network, This message includes, among other things, the ID number of the signal configuration currently being used. The reason for this is that all control modules on the CAN network must have the same signal configuration if they are to be able to communicate.

If the ID number of a control module's signal configuration does not tally with the ID number transmitted by the central electronic module (CEM), a diagnostic trouble code (DTC) is stored in the control module with the faulty signal configuration.

The control module which stores the diagnostic trouble code (DTC) will stop communicating on the CAN network but will still monitor traffic and respond to diagnostics communication.

Easier to add further functions and install accessories.

Because the control modules in the network are already connected to each other and are easy to add more information to, all that is required 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 alter the configuration and programming of the network.

The length of the wiring and the number of components which are introduced with the vehicle are less than previously.

An example of this is the addition of cruise control for the car.

Before the introduction of the network the installation of control modules, switches, vacuum pumps, vacuum servos, hoses and cable harnesses was necessary.

With the network only the installation of a switch and the downloading of software which alters the configuration of the vehicle is required.

Easier to introduce logical functions.

Logical functions can be explained as "If this occurs then the following corrective action must be carried out". For example, the system is programmed so that if a tail light is broken, a message is transmitted via the control area network (CAN) to the driver information module (DIM) to warn the driver.

The only thing you need to do to introduce a logical function is alter the programming of control modules affected - the rear electronic module (REM) and the driver information module (DIM) in the example above.

Introduction of logic functions does not increase the number of components or cables.

Easy to adapt the system to customer and market requirements.

The functions can be altered depending on the requirements/demands of the customer and market. An example of this could be fog tail lamps. Certain markets use two fog tail lamps, others only use one on the driver's side. Previously it was required that different replacement parts were stored for different markets. Now the same replacement part can be used for all markets, by changing the programming depending on the market.

A similar basic system can be used for a whole model programme.

Similar networks (hardware) can be used for a large number of different vehicles.

The only thing that differentiates the vehicles is

1. the components (control modules, sensors controlled components etc.) which are connected to the system
2. Which components do what.
3. Which components/functions are standard /optional/accessories
4. Configuration/programming of the system

Scheme 121

The purpose of the tire pressure monitoring system, TPMS, is to enable the driver to have optimum tire pressure by giving a warning when the pressure in any of the tires becomes too low. Correct tire pressure is important for

1. achieving good fuel economy
2. achieving optimum comfort and good driving characteristics
3. preventing flat tires due to too low tire pressure.

The function is integrated in the Upper electronic module (UEM). Sensors are installed together with the air valve on each wheel to measure the air pressure in the tires.

Note. The system shall be regarded as a helpful tool for the driver to maintain correct tire pressure. The system shall NOT be regarded as a warning system that some serious vehicle malfunction has occurred. No tire seals completely tight - there is always some minor leak since the tire can never seal tight against the rim. When inflating the tires with air, try to make sure that all tires have the same temperature as the outdoor temperature. Also, do not use so-called "Comfort pressure" as this gives a tire pressure that is too close to the limit value for the monitoring system. This means that even minor changes in temperature or load can result in tire pressure becoming too low for what the system considers acceptable. "Comfort pressure" may also have a negative impact on the vehicle's driving characteristics. When inflating tires, inflate to the pressure indicated on the decal on the body or in the owner's manual. The pressure is developed with consideration of fuel economy, comfort, and safety. Therefore, do not use another pressure. If the decal is missing or damaged, order and install a new one. This is especially important on vehicles with TPMS.

Scheme 122

The tire pressure sensors are installed together with the air valve on the rim. The sensor consists of a pressure sensor, a communication circuit, an acceleration sensor and a battery.

Note. Special procedures are required for removing the tire from the rim depending on vehicle model and tire type. This is to prevent damaging the sensor.

TIRE PRESSURE MONITORING SYSTEM (TPMS)

The Upper electronic module (UEM) can store diagnostic trouble codes (DTCs) in the event of a fault on the actual receiver or on one of the sensors.

In order to perform a correct evaluation of the function, the vehicle must have traveled faster than 40 km/h (25 mph) for more than 570 seconds. This time is accumulated time, i. e. the time count stops if the vehicle travels slower than 40 km/h if, for example, you stop at traffic lights.

The count continues where it was as soon as the vehicle travels faster than 40 km/h once again.

Upper Electronic Module can store two diagnostic trouble codes per sensor. One diagnostic trouble code for lost communication and one diagnostic trouble code for low battery voltage. When a diagnostic trouble code is stored, the ID-number of the sensor to which the diagnostic trouble code applies is also stored.

When a diagnostic trouble code is stored, a message will be shown in the Driver information module.

Scheme 123

Note. Some car/model years require that you are more accurate when aiming the diagnostic tool at the sensor for an activation to succeed. If an activation fails, realign the diagnostic tool and perform the activation again. First after three failed activation attempts can a sensor be regarded as defective.

The system can be checked, using the diagnostic tool, by activating a read off at the same time as activating the sensors using a special tool.

The special tool is placed against the tire in the place where the sensor is installed, at the same time as you push in a button on the special tool. Then the special tool sends out a signal that activates the sensor so that it starts to transmit signals to Upper Electronic Module. The activated sensor's ID-number and tire pressure are then shown on the display in the diagnostic tool. Note the sensor's id-number and its position.

Scheme 124

The system covers the upper electronic module and the sensors in the wheels. The sensors in the wheels are activated when the vehicle exceeds 40 km/h. The sensors then start to transmit data messages approximately once per minute, which are received by the remote control receiver in the Upper electronic module. These messages contain the sensor's ID number and air pressure in the tire where the sensor is mounted.

The frequency used by sensors to transmit is the same for all sensors. Thus, the control module can receive signals also from other vehicles with the same system installed. However, the ID-number in each sensor is unique.

Sensors installed on your own vehicle can be retrieved by a statistical selection in the Upper Electronic Module. When the ignition is turned on the Upper Electronic Module starts to listen for messages from the sensors. The control module registers the ID-numbers contained in the received messages transmitted by the sensors, both from own and from other vehicles.

All ID-numbers are added in a list in the internal memory by the Upper Electronic Module. For each received ID-number, the number of times it has been received is also saved. As the quantity of received ID-numbers increases, an assessment takes place of which ID-numbers have been received most times. The four ID-numbers that have been received most often get the highest "ranking" and are then considered to belong to the own vehicle.

In this way any ID-numbers that may have been received from other vehicles with the same type of system, e. g., driving in the adjacent lane, are separated. This assessment takes approx. 5 minutes if the Upper Electronic Module is empty of data.

If the evaluation has been carried out, the sensors that are assumed to belong to the actual vehicle are stored in the control module. The information remains between each driving cycle. In this case, it is sufficient for the control module to receive a message from each sensor with corresponding ID number to complete evaluation.

In Upper Electronic Module, there are tables programmed with the recommended air pressure for this specific vehicle model. This information about air pressure in tires included in messages from sensors is compared to programmed values in Upper Electronic Module.

If the pressure reported from a sensor differs more than 22% from the recommended value, a warning message will be shown in the Driver information module.

There are two warning levels that generate different warning messages, one warning for low pressure and one warning for no pressure. A message will also be shown is a sensor should stop transmitting or should receive too low battery voltage.

To reset a warning it is easiest to stop the vehicle and fill air in the tire where the air pressure is low. In order for the warning to reset air has to be filled so that the air pressure reaches a level that corresponds to at least 95% of the recommended air pressure, and then drive the vehicle faster than 40 km/h for more than 10 minutes, accumulated time.

If the customer has come to the workshop, the warning can also be reset by filling air in the tire where the air pressure is low and then the sensor is activated with the special tool for activating the tire pressure sensor.

When air is filled and the pressure changes, the sensor immediately sends a signal to Upper Electronic Module. If the ignition is on, the warning is reset immediately.

Note. Only applies to USA/CDN. A warning lamp also lights in the Driver information module at the same time as the warning message.

TYRE PRESSURE MESSAGES

The tire pressure warning function is checked by the Upper Electronic Module. The system must give a warning to driver on the driver information module display if the air pressure in one of the tires is lower than the predetermined limit value.

Scheme 125

The automatic transmission has five forward gears and one back-up gear. The fifth gear is an overdrive which saves fuel during highway driving.

The mechanical components of the transmission are enclosed within the torque converter cover, the transmission housing and valve housing.

Gearshifts are controlled by an hydraulic operating system. Gearshifts take place without freewheeling and completely automatically in terms of load and speed.

The solenoid valves are located under the valve housing cover on the transmission, in the valve housing for the hydraulic system. These are activated by the transmission control module.

The transmission input speed sensor is electro-magnetic and acts on a toothed pulse wheel. By comparing the engine and transmission speeds, the control module can determine the amount of slippage in the torque converter.

The gear-shift position sensor has three separate functions

1. using an electrical route to inform the transmission control module of the selected gear position
2. to activate the back-up light when the gear selector is in -position
3. To allow engine start if the gear selector is in or -position. This signal is also transmitted to the engine's control system and is used for drive position compensation of idle.

The transmission and final drive share a common oil pan. A dipstick in the transmission is used to check the oil level in the transmission.

Scheme 126

The torque converter is between the engine and the automatic transmission.

When the engine is idling the pump effect is too weak to drive the turbine and the vehicle will not move. As the engine speed rises it successively starts to drive in a gradual way. At higher engine speeds the power transfer to the turbine can be up to 95%. The torque converter functions as an hydraulic clutch. It also amplifies the torque of the engine at lower engine speeds and therefore an automatic transmission does not require as many gears as a manual transmission.

The torque converter consists of a round metal casing which contains two impeller wheels and is filled with oil. One of the impeller wheels, the pump wheel, is fixed to the casing. Both are connected to the engine crankshaft and rotate with it. The other impeller wheel, the turbine wheel, is connected to the input shaft of the transmission and is driven by the oil which is pumped around by the pump wheel. The rotating impeller wheels and the oil in the torque converter "slip" slightly and creates a slight loss of power, which raises fuel consumption slightly.

Thanks to a third, smaller wheel, the stator wheel, the torque converter also reinforces the engine torque at low engine speeds.

Scheme 127

The differential distributes power equally between the drive wheels, even if they are rotating at different speeds.

The differential consists of the differential housing, large and small side gears, shaft journals and thrust washers.

The differential has 6 gearwheels. The differential housing is completely sealed so that if a drive shaft is removed no dirt can penetrate and no oil can run out.

TRANSMISSION, GENERAL

The basic parameters for shifting are the accelerator pedal position and the vehicle speed.

The gear shift quality is determined by the torque control by reading off speed changes of the transmission input shaft and comparing the calculated value.

This is used to calculate the pressure setting for the clutches and brakes.

DIFFERENTIAL

The differential distributes power equally between the drive wheels, even if they are rotating at different speeds.

When driving straight ahead, the ring wheel and differential housing rotate at the same speed as the drive shafts and the driving wheels.

When cornering, the differential gears rotate to compensate for the different speeds of the wheels. Because the small side gears are rotating on the shaft journal, the drive shafts can rotate at different speeds. Power is transferred from the differential housing to the drive shafts via the small side gears in the same way as when driving straight ahead. Both drive wheels still have the same driven power.

Cars with four wheel drive have a splined pin on the differential housing. The sleeve on the pin connects the differential housing with the bevel gear. This transfers the power to the rear wheels.

Scheme 128

Scheme 129

The gear selector assembly is positioned in the center console and is mechanically connected to the transmission by a cable which affects the gear valve.

Gear selectors and cables are shaped differently depending on which car model they are installed in.

Gear selector assemblies with Geartronic, in addition to P/R/N/D modes, also have a manual shifting mode. The manual gear positions can be selected at any point while driving. The engaged gear is locked until the driver selects another gear. The automatic transmission only down shifts if the vehicle slows down to very low speed.

To downshift the gear selector must be moved to minus. To upshift the gear selector must be moved to plus. At start, 3rd is the highest possible gear.

The engine can only be started in position P or N .

THE DIFFERENT GEAR SELECTOR POSITIONS

POWER FLOW

When throttling off, the output shaft's power in 5th, 4th, 3rd, 2nd or reverse gear goes directly to the input shaft without any freewheel, which provides engine braking. 1st gear does not have any engine braking since the power transmission is interrupted by freewheel.

Position

Scheme 130

Primary shaft

The input shaft rotates clockwise. All clutches and brakes are disengaged, and no power is transferred to the planetary trains.

Output shaft

No power is transmitted to the output shaft. Brake band locks the sun gear so that it cannot rotate in any direction. Shiftlock, which is affected by the mechanical link system, is engaged with the lock wheel on the output shaft and prevents the vehicle from rolling.

Position

Scheme 131

Primary shaft

The input shaft rotates clockwise. All clutches and brakes are disengaged, and no power is transferred to the planetary trains.

Output shaft

No power is transmitted to the output shaft. Brake band locks the sun gear so that it cannot rotate in any direction. Shift-lock is disengaged. The planetary gears can rotate freely around the sun gear and the vehicle will start to roll if it is on an incline.

The reason for the brake being activated in both as -position is to minimize the engagement shock that otherwise is produced when several brakes and clutches are activated at the same time when the gear selector is moved to or -position. Since is still activated in both first gear and reverse, in this way simultaneous engagements are reduced.

Position and 1st gear

Scheme 132

Main section

The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear, which rotates clockwise. The rear planetary gear rotates clockwise. The front large planetary gear rotates clockwise with the rear planetary gear as a unit.

The front small planetary gear rotates clockwise. The front ring gear rotates counter-clockwise. Freewheel locks the front ring gear's rotation counter-clockwise.

The front and rear planetary carriers are turned clockwise because of the reactive forces from the small gear. The primary intermediate gear rotates clockwise with the front and rear planetary carriers as a unit.

U/D section

The secondary intermediate gear rotates counter-clockwise. The front ring gear rotates counter-clockwise with secondary intermediate gear as a unit.

The front planetary gear rotates clockwise. The front planetary gear rotates clockwise. The rear sun gear rotates clockwise with the front sun gear as a unit.

The rear planetary gear rotates counter-clockwise. Brake locks the rear planetary carrier's rotation. The rear ring gear rotates counter-clockwise. The front planetary carrier and final drive pinion rotates counter-clockwise with the rear ring gear as a unit. The final drive rotates clockwise.

Engine brake

The primary intermediate gear and front and rear main planetary carriers rotate clockwise. The rear planetary carrier rotates clockwise. The rear planetary gear is turned counter-clockwise while it rotates counter-clockwise because of the resistance from the rear ring gear.

The front large gear wheel is turned clockwise while it rotates counter-clockwise and the small gear wheel is turned clockwise while it rotates clockwise. The front planetary carrier is turned clockwise.

The front ring gear rotates clockwise because the front small gear rotates clockwise, but drive force is reduced because freewheel is disengaged. Therefore the engine brake does not operate.

Position and 2nd gear

Scheme 133

Main section

The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear. The rear ring gear rotates clockwise. The rear planetary gear rotates clockwise.

The front large planetary gear rotates clockwise with the rear planetary gear as a unit. Brake, freewheel and brake lock the sun gear's rotation.

The front and rear planetary carriers are turned clockwise because of the reactive forces from the front large gear. The primary intermediate gear rotates clockwise with the front and rear planetary carriers as a unit.

U/D section

The secondary intermediate gear rotates counter-clockwise. The front ring gear rotates counter-clockwise with the secondary intermediate gear as a unit. The front planetary gear rotates clockwise. The front planetary gear rotates clockwise.

The rear sun gear rotates clockwise with the front sun gear as a unit. The rear planetary gear rotates counter-clockwise. Brake locks the rear planetary carrier's rotation. The rear ring gear rotates counter-clockwise.

The front planetary carrier and final drive pinion rotates clockwise with the rear ring gear as a unit. The final drive rotates clockwise.

Engine brake

Drive force is transferred directly to the input shaft without the one way clutch. Therefore the engine brake operates.

Position and 3rd gear

Scheme 134

Main section

The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear. The rear ring gear rotates clockwise. The rear planetary gear rotates clockwise.

The front large planetary gear rotates clockwise with the rear planetary gear as a unit. Brake, freewheel and brake lock the sun gear's rotation.

The front and rear planetary carriers are turned clockwise because of the reactive forces from the front large gear. The primary intermediate gear rotates clockwise with the front and rear planetary carriers as a unit.

U/D section

The secondary intermediate gear rotates counter-clockwise. The front ring gear rotates counter-clockwise with the secondary intermediate gear as a unit. The front planetary gear rotates clockwise. Brake locks the rotation of the front and rear sun gear.

The front planetary carrier is turned clockwise because of the reactive forces from the front large planetary gear. The front planetary carrier and final drive pinion rotate clockwise with the rear ring gear as a unit. The final drive rotates clockwise.

Engine brake

Drive force is transferred directly to the input shaft without the one way clutch. Therefore the engine brake operates

Position and 4th gear

Scheme 135

Main section

The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear. The rear ring gear rotates clockwise. The rear planetary gear rotates clockwise.

The front large planetary gear rotates clockwise with the rear planetary gear as a unit. Brake, freewheel and brake lock the sun gear's rotation.

The front and rear planetary carriers are turned clockwise because of the reactive forces from the front large gear. The primary intermediate gear rotates clockwise with the front and rear planetary carriers as a unit.

U/D section

The secondary intermediate gear rotates clockwise. The front ring gear rotates counter-clockwise with the secondary intermediate gear as a unit. Clutch C3 connects the sun gear to the front planetary carrier.

The front planetary gear cannot rotate and the U/D unit rotates counter-clockwise as a unit. The final drive pinion rotates counter-clockwise with the U/D unit as a unit. The final drive rotates clockwise.

Engine brake

Drive force is transferred directly to the input shaft without the one way clutch. Therefore the engine brake operates.

Position and 5th gear

Scheme 136

Main section

The input shaft rotates clockwise. Clutch connects the input shaft to the rear ring gear. Clutch connects the input shaft to the sun gear.

The rear planetary gear cannot rotate and the rear planetary gear unit rotates clockwise as a unit. The front planetary gear cannot rotate with the rear planetary gear as a unit. The front planetary unit rotates clockwise as a unit. The primary intermediate gear rotates clockwise with the front planetary unit as a unit.

U/D section

The secondary intermediate gear rotates counter-clockwise. The front ring gear rotates counter-clockwise with the secondary intermediate gear as a unit. Clutch connects the sun gear to the front planetary carrier.

The front planetary gear cannot rotate and the U/D unit rotates counter-clockwise as a unit. The final drive pinion rotates counter-clockwise with the U/D unit as a unit. The final drive rotates clockwise.

Engine brake

Drive force is transferred directly to the input shaft without the one way clutch. Therefore the engine brake operates.

Position

Scheme 137

Main section

The input shaft rotates clockwise. Clutch connects the input shaft to the sun gear. The sun gear rotates clockwise.

The rear planetary gear rotates counter-clockwise. The front large planetary gear rotates counter-clockwise with the rear planetary gear as a unit. The front small planetary gear rotates clockwise.

Brake locks the front ring gear's rotation counter-clockwise. The front and rear planetary carriers are turned clockwise because of the reaction forces from the front small gear. The primary intermediate gear rotates counter-clockwise with the front and rear planetary carriers as a unit.

U/D section

The secondary intermediate gear rotates clockwise. The front ring gear rotates clockwise with the secondary intermediate gear as a unit. The front planetary gear rotates clockwise. The front sun gear rotates counter-clockwise.

The rear sun gear rotates counter-clockwise with the front sun gear as a unit. The rear planetary gear rotates clockwise. Brake locks the rear planetary carrier's rotation. The rear ring gear rotates clockwise. The front planetary carrier and final drive pinion rotate clockwise with the rear ring gear as a unit. The final drive rotates counter-clockwise.

Engine brake

Drive force is transferred directly to the input shaft without the one way clutch. Therefore the engine brake operates.

TOWING

Towing is only permitted in the vehicle's forward direction at max. 80 km/h for max. 80 km.

The gear selector shall be in position.

Scheme 138

AW55-51 is a 5 speed electronically controlled automatic transmission with a lock-up function for the three highest gears. The transmission control module (TCM) adapts the gear changes to ensure that the correct gear is selected for the driving mode, engine load, driver requirements, speed etc. This gives good fuel economy combined with increased comfort by ensuring smoother gear changes and lower noise levels.

In a vehicle with an automatic transmission, the driver neither needs to decide which gear should be used nor shift gear. There is a operating system in the AW55-51 which uses a torque converter and gear shift system to do this.

Scheme 139

Scheme 140

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

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

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

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

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

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

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

Scheme 141

X = locked

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

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

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

Planetary train, Ravigneaux

Scheme 142

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

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

Principles of function

Scheme 143

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

Scheme 144

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

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

OIL COOLER

The oil is routed in/out in separate lines to the external oil cooler.

Scheme 145

The transmission's hydraulic system consists of oil pump, torque converter, hydraulic control system and oil cooler.

The solenoids, which control the hydraulic valves, are located in the transmission's control system, which are mounted on the front edge of the transmission. The solenoids are activated by the Transmission control module (TCM).

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

The oil level is checked though a level pipe (transmission does not have conventional oil dipstick).

Scheme 146

Shifting occurs by the oil pump building up hydraulic pressure. The hydraulic valves, which are controlled by their respective solenoids, send the hydraulic pressure to the relevant clutch, brake or lock-up depending on which signals come from the Transmission control module (TCM).

Hydraulic pressure chamber

Scheme 147

A = Piston's hydraulic pressure chamber

B = Counter acting hydraulic pressure chamber

When the rotation of the clutch increases, the centrifugal force affects the oil inside the clutch. The hydraulic pressure increases and the clutch engages. The centrifugal force means that a difference occurs in the rotation between the input and output shafts, which can mean a shift judder. To solve this, there is an extra pressure chamber opposite the piston's hydraulic pressure chamber. This extra pressure chamber means that the centrifugal force also works in the opposite direction and therefore affects the pressure from the piston's hydraulic pressure chamber. In addition, the clutch does not engage too soon.

Scheme 148

The gear selector assembly is in the tunnel console. It is mechanically connected to the transmission by a cable which moves the gear valve. The gear valve is integrated in the Transmission control module (TCM). The gear selected is indicated by a row of LEDs in the top panel on the gear selector assembly.

Gear selector assemblies with Geartronic, in addition to P/R/N/D modes, have a manual (M) shifting mode. The manual gear positions can be selected at any point while driving. The engaged gear is locked until the driver selects another gear. The automatic transmission only down shifts if the vehicle slows down to very low speed. To downshift the gear selector must be moved to minus (-). To upshift the gear selector must be moved to plus (+). At start, 3rd is the highest possible gear.

The engine can only be started in position P or N.

THE DIFFERENT GEAR SELECTOR POSITIONS

Clutches, brakes and freewheel

Scheme 149

Position D, 1st gear

Scheme 150

X = activated

= not activated

* B2 is only active during engine braking.

The input shaft rotates clockwise, the same direction as the torque converter's turbine rotor.

The front planetary train's ring gear rotates clockwise.

The front planetary train's planetary gear rotates clockwise on its shafts. Because the front planetary train's sun gear is locked by the oil pump, the planetary train's planetary gear presses against the front planetary train's ring gear, and therefore rotates around the sun gear. Because the front planetary train's ring gear has inner teeth, the direction of rotation does not change.

The front planetary gear carrier rotates clockwise.

Clutch C1 rotates clockwise and connects the front planetary gear carrier with the rear planetary train's small sun gear.

Rear planetary train's sun gear rotates clockwise.

The rear planetary train's inner planetary gear rotates counter-clockwise on its shaft. The rear planetary gear carrier attempts to rotate counter-clockwise but is prevented by freewheel F1.

The rear planetary train's outer planetary gear rotates clockwise on its shafts. The rear planetary train's small sun gear rotates counter-clockwise, at idle.

The rear planetary train's ring gear rotates clockwise using the rear planetary train's outer planetary gear. Because the rear planetary train's ring gear has inner teeth, the direction of rotation does not change.

The driven gear rotates clockwise. Because the rear planetary train's ring gear is on the driven gear, the driven gear rotates in the same direction as the rear planetary train's ring gear.

The counter-rotating gear rotates counter-clockwise.

The differential's ring gear rotates clockwise.

Position D, 2nd gear

Scheme 151

X = activated

= not activated

The input shaft rotates clockwise, the same direction as the torque converter's turbine rotor.

The front planetary train's ring gear rotates clockwise.

The front planetary train's planetary gear rotates clockwise on its shafts. Because the front planetary train's sun gear is locked by the oil pump, the planetary train's planetary gear presses against the front planetary train's ring gear, and therefore rotates around the sun gear. Because the front planetary train's ring gear has inner teeth, the direction of rotation does not change.

The front planetary gear carrier rotates clockwise.

Clutch C1 rotates clockwise and connects the front planetary gear carrier with the rear planetary train's small sun gear.

Rear planetary train's sun gear rotates clockwise.

The rear planetary train's large sun gear is locked by brake B1.

The rear planetary train's inner planetary gear rotates counter-clockwise on its shaft.

The rear planetary train's outer planetary gear rotates clockwise on its shafts.

The rear planetary train's ring gear rotates clockwise using the rear planetary train's outer planetary gear. Because the rear planetary train's ring gear has inner teeth, the direction of rotation does not change.

The driven gear rotates clockwise. Because the rear planetary train's ring gear is on the driven gear, the driven gear rotates in the same direction as the rear planetary train's ring gear.

The counter-rotating gear rotates counter-clockwise.

The differential's ring gear rotates clockwise.

Engine brake

When the engine brake works, the driven force is transferred from the tires.

Position D, 3rd gear

Scheme 152

X = activated

= not activated

The input shaft rotates clockwise, the same direction as the torque converter's turbine rotor.

The front planetary train's ring gear rotates clockwise.

The front planetary train's planetary gear rotates clockwise on its shafts. Because the front planetary train's sun gear is locked by the oil pump, the planetary train's planetary gear presses against the front planetary train's ring gear, and therefore rotates around the sun gear. Because the front planetary train's ring gear has inner teeth, the direction of rotation does not change.

The front planetary gear carrier rotates clockwise.

Clutch C1 rotates clockwise and connects the front planetary gear carrier with the rear planetary train's small sun gear.

Clutch C3 rotates clockwise and connects the front planetary gear carrier with the rear planetary train's large sun gear.

The rear planetary train rotates clockwise. Because the rear planetary train's inner and outer planetary gears are in constant engagement with each other, they are kinetically locked in relation to each other. The kinetic energy from both the rear planetary train's sun gears is therefore transferred to the rear planetary train's ring gear.

The rear planetary train's ring gear rotates clockwise.

The driven gear rotates clockwise. Because the rear planetary train's ring gear is on the driven gear, the driven gear rotates in the same direction as the rear planetary train's ring gear.

The counter-rotating gear rotates counter-clockwise.

The differential's ring gear rotates clockwise.

Engine brake

When the engine brake works, the driven force is transferred from the tires.

Position D, 4th gear

Scheme 153

X = activated

= not activated

The input shaft rotates clockwise, the same direction as the torque converter's turbine rotor.

The front planetary train's ring gear rotates clockwise.

The front planetary train's planetary gear rotates clockwise on its shafts. Because the front planetary train's sun gear is locked by the oil pump, the planetary train's planetary gear presses against the front planetary train's ring gear, and therefore rotates around the sun gear. Because the front planetary train's ring gear has inner teeth, the direction of rotation does not change.

The front planetary gear carrier rotates clockwise.

Clutch C1 rotates clockwise and connects the front planetary gear carrier with the rear planetary train's small sun gear.

The intermediate shaft rotates clockwise, the same direction as the input shaft.

Clutch C2 rotates clockwise.

The rear planetary gear carrier rotates clockwise.

The rear planetary train's inner planetary gear rotates clockwise on its shafts.

The rear planetary train's outer planetary gear rotates counter-clockwise on its shafts.

The rear planetary train's ring gear rotates clockwise. Because the rear planetary train's outer planetary gear rotation pulls away from the rear planetary gear carrier's rotation, the ring gear's speed is lower than the speed at the planetary carrier.

The driven gear rotates clockwise. Because the rear planetary train's ring gear is on the driven gear, the driven gear rotates in the same direction as the rear planetary train's ring gear.

The counter-rotating gear rotates counter-clockwise.

The differential's ring gear rotates clockwise.

Engine brake

When the engine brake works, the driven force is transferred from the tires.

Position D, 5th gear

Scheme 154

X = activated

= not activated

The input shaft rotates clockwise, the same direction as the torque converter's turbine rotor.

The front planetary train's ring gear rotates clockwise.

The front planetary train's planetary gear rotates clockwise on its shafts. Because the front planetary train's sun gear is locked by the oil pump, the planetary train's planetary gear presses against the front planetary train's ring gear, and therefore rotates around the sun gear. Because the front planetary train's ring gear has inner teeth, the direction of rotation does not change.

The front planetary gear carrier rotates clockwise.

Clutch C3 rotates clockwise and connects the front planetary gear carrier with the rear planetary train's large sun gear.

The rear planetary train's large sun gear rotated clockwise. Its speed is reduced by the front planetary train so that the speed becomes lower than the speed of the input shaft.

The intermediate shaft rotates clockwise, the same direction as the input shaft.

Clutch C2 rotates clockwise.

The rear planetary gear carrier rotates clockwise.

The rear planetary train's outer planetary gear rotates clockwise. Because the rear planetary gear carrier rotates faster than the rear planetary train's large sun gear, the inner planetary gears are pressed outwards by the speed difference and rotate clockwise on their shafts.

The rear planetary train's ring gear rotates clockwise. Because the rear planetary train's outer planetary gear rotation is added to the rear planetary gear carrier's rotation, the ring gear's speed is greater than the speed at the planetary carrier.

The driven gear rotates clockwise. Because the rear planetary train's ring gear is on the driven gear, the driven gear rotates in the same direction as the rear planetary train's ring gear.

The counter-rotating gear rotates counter-clockwise.

The differential's ring gear rotates clockwise.

Engine brake

When the engine brake works, the driven force is transferred from the tires.

Position D, 6th gear

Scheme 155

X = activated

= not activated

The input shaft rotates clockwise, the same direction as the torque converter's turbine rotor.

The intermediate shaft rotates clockwise, the same direction as the torque converter's turbine rotor

Brake B1 locks the rear planetary train's large sun gear.

Clutch C2 connects the intermediate shaft with the rear planetary gear carrier.

The rear planetary gear carrier rotates clockwise.

The rear planetary train's outer planetary gear rotates clockwise on its shafts. Because the rear planetary train's large sun gear is locked, the planetary train's outer planetary gear can always increase the speed.

The rear planetary train's ring gear rotates clockwise. Because the rear planetary train's outer planetary gear rotation is added to the rear planetary gear carrier's rotation, the ring gear's speed is greater than the speed at the planetary carrier.

The driven gear rotates clockwise. Because the rear planetary train's ring gear is on the driven gear, the driven gear rotates in the same direction as the rear planetary train's ring gear.

The counter-rotating gear rotates counter-clockwise.

The differential's ring gear rotates clockwise.

Engine brake

When the engine brake works, the driven force is transferred from the tires.

Position R, reverse gear

Scheme 156

X = activated

= not activated

The input shaft rotates clockwise, the same direction as the torque converter's turbine rotor.

The front planetary train's ring gear rotates clockwise.

The front planetary train's planetary gear rotates clockwise on its shafts. Because the front planetary train's sun gear is locked by the oil pump, the planetary train's planetary gear presses against the front planetary train's ring gear, and therefore rotates around the sun gear. Because the front planetary train's ring gear has inner teeth, the direction of rotation does not change.

The front planetary gear carrier rotates clockwise.

Clutch C3 rotates clockwise and connects the front planetary gear carrier with the rear planetary train's large sun gear.

The rear planetary train's large sun gear rotates clockwise.

Brake B2 locks the rear planetary gear carrier.

The rear planetary train's outer planetary gear rotates counter-clockwise.

The rear planetary train's ring gear rotates counter-clockwise using the rear planetary train's outer planetary gear. Because the rear planetary train's ring gear has inner teeth, the direction of rotation does not change.

The driven gear rotates counter-clockwise. Because the rear planetary train's ring gear is on the driven gear, the driven gear rotates in the same direction as the rear planetary train's ring gear.

The counter-rotating gear rotates clockwise.

The differential's ring gear rotates counter-clockwise.

Engine brake

When the engine brake works, the driven force is transferred from the tires.

Scheme 157

The differential consists of the differential housing, large and small differential gears, shaft journals and thrust washers. The differential housing is completely sealed so that if a drive shaft is removed no dirt can penetrate and no oil can run out.

The differential distributes power equally between the drive wheels, even if they are rotating at different speeds. When driving straight ahead, the ring gear and differential housing rotate at the same speed as the drive shafts and the driving wheels. When cornering, the differential gears rotate to compensate for the different speeds of the wheels. Because the small differential gears are rotating on the shaft journal, the drive shafts can rotate at different speeds. Power is transferred from the differential housing to the drive shafts via the small differential gears in the same way as when driving straight ahead. Both drive wheels still have the same driven power.

AWD

Cars with four wheel drive have a splined pin on the differential housing. The sleeve on the pin connects the differential housing with the bevel gear. This transfers the power to the rear wheels.

Scheme 158

Scheme 159

A. Model number ( T ransverse F wd, S lipping lock-up, integrated C omputer)

B. Serial number

1. Production year (04 indicates 2004)
2. Production month (C indicates March, see table below)
3. Transmission model (38 indicates TF-80SC)
4. Sequence number

Scheme 160

HINT: The shape of the transmission casing differs depending on which engine is included in the driveline.

TF-80SC (TF-80SC AWD) is an electronically controlled 6-speed automatic transmission with Geartronic.

The Geartronic function combines two transmissions in one. One adaptive 6-gear automatic transmission which enables relaxed driving, and a "manually" shifted transmission which enables more active driving with manual shifting. In case of manual shifting, the gear selector is pushed forward to upshift to a higher gear and it's pulled back to downshift to a lower gear. However, in certain situations the Transmission control module (TCM) assumes the gearshifting decisions.

TF-80SC has a lock-up-function on all forward gears except 1st gear. The torque converter has a locked and slipping lock-up-function.

Gearshifts are controlled by an hydraulic operating system. Gearshifts take place without freewheeling and completely automatically in terms of load and speed.

TF-80SC has two planetary train units, a front and a rear, whose shifts are controlled by a number of clutches and brakes. The rear planetary train is of the Ravigneaux type.

The oil level is checked by level pipe (the transmission does not have a conventional dipstick).

The transmission has a total of 8 solenoids that control the hydraulic flow. 6 of these solenoids control the shift process, 1 solenoid controls the torque converter's lock-up function and 1 solenoid controls the system pressure.

The gear selector sensor is integrated in the Transmission control module (TCM). The Transmission control module (TCM) is integrated in the transmission.

see DESIGN AND FUNCTION

New software can be downloaded into the transmission control module (TCM). When ordering software, the hardware and the software in the car is compared to the data 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.

CONTROLLING THE SHIFT SOLENOIDS WHEN SHIFTING

The solenoids are activated in a specific pattern to control shifting and the lock-up function. Solenoids S1 and S2 determine which gear is to be used at the time. Solenoids SL and STH determine engagement by adjusting the hydraulic line pressure of the transmission. The basic parameters for the different shifting points are the accelerator pedal (AP) position and the vehicle speed. The shift quality is decided by the control of torque and pressure control of the STH solenoid.

The pressurization of the clutches and the brakes are adjusted by reading the changes of the speed of the transmission input shaft during the shifting process and comparing them to the values calculated in the transmission control module (TCM).

Two shifting patterns can be selected, normal conditions and winter mode (selected using the button).

In normal mode shifting and lock-up occur at relatively low engine speeds to reduce fuel consumption. In the event of rapid accelerator pedal movements, the transmission control module (TCM) automatically shifts to sport mode.

Shifting patterns

SHIFTING PROGRAM

Economy mode

When driving at normal acceleration, the transmission control module (TCM) uses a pre-set shifting program, optimized to shift for economy driving. This shifting program is suitable for "normal" driving which provides earlier up shifts and lock-up. In addition the transmission oil pressure is adjusted to provide smooth gear engagement.

Sport mode

In the sport mode shifting program the shifting points are adjusted to provide the best possible performance. Downshifts occur earlier. The transmission control module (TCM) selects the shifting and lock-up points which provide the best possible performance. The transmission switches from economy mode to sport mode in step 1 or step 2 if the accelerator pedal (AP) is pressed down quickly. The conditions are that the throttle opens and the vehicle speed exceeds 50 km/h. As soon as the accelerator pedal (AP) is released to a certain level economy mode is resumed.

Kick-down program

At wide open throttle (WOT) the kick-down function is engaged which provides quick downshifts for maximum performance. In this way a boost of power is achieved when overtaking for example.

Winter mode

Winter mode is selected using the (W) button on the top panel of the gear selector assembly. Winter mode enables starting off in a high gear to prevent the wheels from spinning on a slippery surface. This mode can also be used in other difficult situations in which the driver needs more direct control over gear selection. Lock-up can be engaged in 1st and 2nd gear. The shifting pattern is optimized to minimize the number of shifts. Depending on the gear position, the following combinations can be obtained

1. D The car starts in 2nd gear. Automatic shifting between 2nd and 3rd gears occurs earlier than in Economy mode, D position
2. 3 The car starts in 2nd gear. 4th gear is locked out
3. 2 The car starts in 2nd gear. There is no up shifting or downshifting
4. 1 The car starts in 1st gear. There is no up shifting or downshifting.

The W lamp on the dashboard lights when winter mode is selected.

If kick-down is activated in Winter mode, the transmission uses all gears for maximum performance.

OTHER MODES

Adaptation

The transmission control module (TCM) monitors each shift during all driving conditions to ensure consistent and smooth gear shifts. The control module does this by either lowering or increasing the hydraulic pressure used during the shift itself. The changed pressure levels are stored in the control module memory when the car has been switched off and are retrieved on start-up. This provides improved shifting comfort and increased service life.

Adaptation occurs when the following conditions have been met

1. Throttle opening is steady
2. Oil temperature between 50 °C and 110 °C.

Temperature controlled lock-up

If the transmission temperature increases abnormally as a result of heavy load under high ambient temperature conditions, the torque converter lock-up function is activated as often as possible (temperature controlled lock-up). This reduces slippage and the generation of heat in the transmission. If the temperature is below +20 °C the lock-up function does not engage in order to increase the temperature of the oil more rapidly.

Scheme 161

When the gear selector is moved to the Geartronic position (MAN) the automatic transmission remains in hydraulic position D, but when the gear selector is moved upwards (+) the gear selector module (GSM) transmits a signal to the transmission control module (TCM) to shift up. When the gear selector is moved downwards (-) a signal is transmitted to the transmission control module (TCM) to shift down. The driver information module (DIM) switches the symbol in the combined instrument panel from D to the current gear, for example 3, when the gear selector is in the MAN position. A signal is sent to the gear selector module (GSM) to light the M LED and switches off the other LEDs. The transmission control module (TCM) determines if shifting can be carried out and the driver information module (DIM) indicates the current gear. If shifting is permitted the solenoids are activated according to each specific gear pattern.

However, in certain situations the transmission control module (TCM) assumes the shifting decision. The following applies

1. When stationary only 1st, 2nd and 3rd gears can be selected. 4th gear can be selected at speeds exceeding 30 km/h
2. Automatic down shifting occurs for all gears below a certain speed. Example: 2nd gear is selected. Automatic down shifting occurs when shifting from 2nd gear to 1st at 2 km/h if the speed, before this has exceeded 25 km/h. in other cases 2nd gear is retained. For example, when 3rd gear is engaged despite the car being stationary
3. Manual up shifting is required after automatic down shifting. Kick-down is not available in the Geartronic-position (MAN)
4. The permitted speed for manual down shifting corresponds to those for kick-down up shifting, i. e. engine speed at approximately 6, 000 rpm
5. If the transmission temperature becomes too high the transmission control module (TCM) determines the shift position. The purpose is to maintain a gear where lock-up is possible at the current speed
6. Lock-up is possible in 3rd and 4th gears. (1st and 2nd gears do not have lock-up).

Other

In the MAN position a signal about the lever position is generated for the gear selector module (GSM) as follows

For each of the three gear selector positions a hall sensor is mounted on the printed circuit board for the gear selector control module (GSM). A permanent magnet on the lever affects the output signals from the sensors to the control module. The control module can read off the position of the lever through the differences in the signal characteristics.

Scheme 162

To avoid any chance of the gear selector inadvertently moving from the P position, the car is also equipped with an electrically operated shift-lock function. This locks the interlock pin in the gear selector lever in the shift-lock section, locking the selector lever in the P position. To move the gear selector from the P position, the ignition must be switched on and the brake pedal depressed. (The stop lamp switch is activated.). The central electronic module (CEM) reads the position of the brake pedal via direct connection to the brake pedal sensor and transmits a signal to the gear selector module (GSM) to deactivate the solenoid in the gear lever selector. The solenoid lock pin is pushed in and the gear selector lock button can be pressed down as usual to select another gear. When the ignition is in position "0", the solenoid is deactivated. In this position the gear selector is mechanically locked by the ignition switch interlock.

Scheme 163

An interlock and security feature (ignition switch interlock) is mechanically connected to the ignition switch by a cable. The ignition switch interlock is controlled by the position of the lock cylinder in the ignition switch and by the position of the gear selector. This means that the gear selector must be in the P position for the ignition key to be removed from the ignition switch. The ignition key must be turned to position I or II before the lever can be moved from the P-position. The ignition switch interlock is used only in combination with shift-lock.

PARK / NEUTRAL POSITION (PNP) FUNCTION

The gear-shift position sensor has a park / neutral position (PNP) function to prevent the engine being started with a gear selected.

This function prevents the engine being started unless the P or N positions are selected. This prevents the car from lurching forwards when started.

ADAPTATION DATA

There is a function for resetting adaptation in the transmission control module (TCM) which can be activated via VIDA vehicle communication. This must be carried out after replacing internal components, such as the valve housing or a solenoid, or when replacing the entire transmission.

EMERGENCY MODE IN THE EVENT OF A FAULT

If the transmission control module (TCM) detects a permanent fault, an emergency mode is activated. The transmission control module (TCM) then implements corrective action to protect the transmission, while leaving the car in the best possible drivable condition. Minor malfunctions do not activate an emergency program. There are different programs depending on the type of fault

1. Emergency mode
2. Limp home mode.

Emergency mode is activated for minor faults and the Limp home mode for the most serious faults. If the malfunction is intermittent, the transmission control module (TCM) returns to normal operation the next time the ignition is switched on.

Emergency mode

A text message is displayed in the combined instrument panel for diagnostic trouble codes (DTCs) stored in the transmission control module (TCM).

The transmission shifts in all gears but transmits no signal to the lock-up solenoid. This means that lock-up is not available.

Limp home mode

A text message is displayed in the combined instrument panel for diagnostic trouble codes (DTCs) stored in the transmission control module (TCM).

The transmission control module (TCM) interrupts the activation of all solenoids. This means that no shifting is possible. The transmission only functions in 3rd gear and back-up (reverse) gear.

No regulation of line pressure solenoid STH. Maximum system pressure constantly which results in harsh meshing and harsher shifts when engaging P-R, N-R and N-D. This can also result in a whining noise from the transmission pump.

Scheme 164

4T65EV (-GT) is an electronically controlled automatic gearbox with an optional lock-up function on the three highest gears. The gearbox control module (TCM) adapts the gear shifts so that the correct gear is always selected to match the driving style, engine load, the wishes of the driver, vehicle speed etc. This ensures good fuel economy and increased comfort through smoother gear changes and lower sound levels.

The gearbox control module (TCM) receives information about the desired gear position and driving mode from the driver. Unlike with a purely hydraulically controlled gearbox, this information, in conjunction with the signals from a number of sensors in the gearbox and the engine control system, allows the control module to calculate the optimal shifting points and engagement of torque converter lock-up. The control module allows for small changes in the operating conditions and adapts the various gearbox functions to ensure that the correct gear is always selected in relation to the driving mode selected by the driver.

This adaptability guarantees smooth and consistent gear shift quality throughout the operational life of the gearbox.

In order to precisely determine the gear shift and lock-up engagement points based on the driving mode selected, the control module receives information about the following

1. Selected gear position - from the gear-shift position sensor, which is positioned on the inside of the gearbox housing
2. Selected driving mode - reactive function programmed in the control module which is controlled by the speed at which the accelerator pedal is depressed. Quick "pedal movement" = sport mode.
3. Vehicle speed - from the brake control system via the Controller area network (CAN)
4. Gearbox input shaft rpm - from the gearbox speed sensor
5. The gearbox output shaft rpm - from the gearbox output speed sensor
6. The engine speed (RPM) and torque signal - from the engine management system via the control area network (CAN)
7. If the brake pedal is depressed - from the brake system via the control area network (CAN)
8. Accelerator pedal (AP) and movement speed - from the engine management system via the control area network (CAN)
9. The gearbox fluid temperature - from the temperature sensor in the gearbox.

Scheme 165

The following components are included in the control system for the automatic gearbox (4T65EV)

1. The gearbox control module (TCM) - Controls the solenoids
2. Shift solenoid, S1 - Controls shifting in the gearbox
3. Shift solenoid, S2 - Controls shifting in the gearbox
4. Lock-up solenoid, SL - Controls the torque converter lock-up function
5. Line pressure solenoid, STH - Controls the gearbox line pressure
6. Gearbox input speed sensor (input shaft speed) (5) - Provides the gearbox control module (TCM) with information about the input shaft speed. This is measured on the turbine side of the torque converter
7. Speed sensor (output shaft speed) (7) - Provides the gearbox control module (TCM) with information about the output shaft speed from the gearbox
8. Temperature sensor (6) - Provides the gearbox control module (TCM) with information about the oil temperature of the gearbox
9. Gear-shift position sensor (8) - Provides the gearbox control module (TCM) with information about the selected gear position (PRND321)
10. Pressure sensor lock-up (9) - Provides the gearbox control module (TCM) with information about the gearbox oil pressure and selected gear
11. Gear selector module (GSM) - Provides the gearbox control module (TCM) with information about the gear selector position: If the selector is in position D or in the Geartronic mode, or if up or down shifting occurs in the Geartronic position.

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

Scheme 166

READING INPUT AND OUTPUT SIGNALS

Status of control unit input and output signals can be continually read using this facility.

For more information about parameters, see DESCRIPTION OF PARAMETERS .

ACTIVATION OF COMPONENTS

Using this facility, components can be activated to check their function.

For more information about activations, see DESCRIPTION OF ACTIVATIONS .

PARAMETERS, STATUS

GENERAL

Certain values deviate from those contained in the signal specifications, see SIGNAL DESCRIPTION. TRANSMISSION CONTROL MODULE (TCM) . This is because read off values are calculated and filtered by the control module. In certain cases the engine must be running to obtain the relevant values.

GEAR-SHIFT POSITION SENSOR POSITION

P/R/N/D/4/3/L = normal gear positions.

OR/OD/OL = Undefined R, D or L positions. The signals from the gear-shift position sensor are outside the normal range but this not interpreted as a fault. This may be because the gear selector is between positions or that the gear-shift position sensor is incorrectly adjusted.

FAULT = the gear-shift position sensor has transmitted the wrong combination of signals and a diagnostic trouble code (DTC) has been stored.

GEAR-SHIFT POSITION SENSOR SIGNAL A

LOW = The signal is grounded in the gear-shift position sensor

HIGH = The signal is not grounded in the gear-shift position sensor

Position P: Signal A= LOW

Position R: Signal A= LOW

Position N: Signal A = HIGH

Position D: Signal A = HIGH

Position 3: Signal A= LOW

Position L: Signal A= LOW

GEAR-SHIFT POSITION SENSOR SIGNAL B

LOW = The signal is grounded in the gear-shift position sensor

HIGH = The signal is not grounded in the gear-shift position sensor

Position P: Signal B= HIGH

Position R: Signal B = LOW

Position N: Signal B = LOW

Position D: Signal B = LOW

Position 3: Signal B = LOW

Position L: Signal B= HIGH

GEAR-SHIFT POSITION SENSOR SIGNAL C

LOW = The signal is grounded in the gear-shift position sensor

HIGH = The signal is not grounded in the gear-shift position sensor

Position P: Signal C= HIGH

Position R: Signal C= HIGH

Position N: Signal C= HIGH

Position D: Signal C= LOW

Position 3: Signal C= LOW

Position L: Signal C= LOW

GEAR-SHIFT POSITION SENSOR SIGNAL PA

LOW = The signal is grounded in the gear-shift position sensor

HIGH = The signal is not grounded in the gear-shift position sensor

Position P: Signal C= LOW

Position R: Signal C= HIGH

Position N: Signal C= LOW

Position D: Signal C= HIGH

Position 3: Signal C= LOW

Position L: Signal C= HIGH

QUICK SHIFT FUNCTION FROM THE GEAR SELECTOR MODULE

Applies only to 4T65EV-GT.

The value indicates whether the quick shift mode is selected or not.

ON = Gear selector in position P/R/N/D

ON = Gear selector in Quick shift mode

QUICK SHIFT SHIFTING FROM GEAR SELECTOR MODULE

Applies only to 4T65EV-GT.

The value indicates the quick shift mode which the gear selector module transmits to the transmission control module (TCM).

No shift = no quick shift function

Increase gear = shift up

Decrease gear = shift down

QUICK SHIFT STATUS ACCORDING TO TRANSMISSION CONTROL MODULE

Applies only to 4T65EV-GT.

This value indicates the shifting program selected by the control module based on the signal from the gear selector.

Normal = P/R/N/D

Quick shift = Quick shift

WINTER MODE STATUS

This value indicates the shifting program selected by the control module based on the signal from the mode selector. W = Winter mode.

Engaged = Winter mode engaged

Disengaged = Winter mode disengaged

CURRENT GEAR (ACCORDING TO GEAR RATIO)

1. R, no lock-up
2. Gear 1, no lock-up
3. Gear 2, no lock-up
4. Gear 3, no lock-up
5. Gear 4, no lock-up
6. Gear 5, no lock-up
7. Gear 2, lock-up
8. Gear 3, lock-up
9. Gear 4, lock-up
10. Gear 5, lock-up

NEW GEAR (ACCORDING TO SOLENOIDS)

1. R, no lock-up
2. Gear 1, no lock-up
3. Gear 2, no lock-up
4. Gear 3, no lock-up
5. Gear 4, no lock-up
6. Gear 5, no lock-up
7. Gear 2, lock-up
8. Gear 3, lock-up
9. Gear 4, lock-up
10. Gear 5, lock-up

SHIFT SOLENOID STATUS S1

OFF = The solenoid is not activated

ON = The solenoid is activated

SHIFT SOLENOID STATUS S2

OFF = The solenoid is not activated

ON = The solenoid is activated

LOCK-UP SOLENOID SL STATUS

OFF = The lock-up solenoid is not activated

ON = The lock-up solenoid is activated

LOCK-UP PRESSURE SWITCH

Applies only to 4T65EV-GT.

The pressure switch is affected by the transmission line pressure. The control module uses the signal from the pressure switch to check whether the lock-up solenoid is activated when the control module has requested lock-up.

OFF = No lock-up activated

ON = Lock-up activated

STOP (BRAKE) LAMP SWITCH

The engine control module (ECM) transmits a signal on the Control area network (CAN) indicating whether the stop (brake) lamp switch is activated or not. The transmission control module (TCM) uses the signal to disconnect the lock-up function when braking in order to avoid jolts in the transmission.

OFF = Stop (brake) lamp switch unaffected

ON = Stop (brake) lamp switch affected

KICKDOWN

The engine control module (ECM) transmits a signal indicating the accelerator pedal (AP) position. During rapid acceleration, with the accelerator pedal (AP) depressed to approximately 87 %, the transmission control module (TCM) receives a signal about kickdown.

OFF = Kickdown is not activated

ON = Kickdown is activated

ENGINE SPEED (RPM)

The engine control module (ECM) transmits the engine speed (RPM) on the Control area network (CAN) from which the transmission control module (TCM) retrieves the signal which it then compares with its own speed sensor signal.

Measurement range: 0 - 8191 rpm

Idling speed: 850 rpm

TRANSMISSION SPEED SENSOR, INPUT SPEED

The speed can be generated with the engine idling and the gear selector in P/N position. If the gear selector is in any other position, a gear is engaged and the transmission input shaft is connected to the output shaft and an RPM will not be indicated until the car is driven. Depending on slippage in the torque converter the transmission speed and the engine speed will differ when the lock-up function is not engaged. With lock-up engaged the transmission speed should be the same as engine speed (RPM).

Measurement range (rpm): 0

Peak = 14 mA

Trough = 7 mA

TCM SPEED SENSOR, CALCULATED SPEED

The control module receives a signal from the transmission speed sensor which is affected by a toothed pulse wheel and calculates the vehicle speed based on the signal. The speed sensor is an "active" sensor, magnet resistive with a current activated interface????. The speed is directly proportional to the frequency.

Measurement range: 0 km/h - top speed

Peak = 14 mA

Trough = 7 mA

VEHICLE SPEED ABS

The ABS control module transmits a signal indicating the vehicle speed on the Control area network (CAN) from where the transmission control module retrieves the signal. The transmission control module (TCM) compares it with the signal from the transmission speed sensor.

Measurement range: 0 km/h - top speed

Peak = 14 mA

Trough = 7 mA

THROTTLE, POSITION

The engine control module (ECM) transmits the accelerator pedal (AP) position on the Control area network (CAN) from where the transmission control module (TCM) retrieves the signal. The signal is used by the transmission to activate the kickdown function.

Measurement range: 0 - 100 %

>87 % = kickdown

CALCULATED BATTERY VOLTAGE

The value indicates the calculated battery voltage at the control module.

Measurement range: 0.0 -25.5 V

BATTERY VOLTAGE

The value indicates battery voltage at the control module.

Measurement range: 0.0 -25.5 V

OIL TEMPERATURE SENSOR SIGNAL

The value indicates the oil temperature sensor signal. Voltage decreases with increased sensor temperature.

Measurement range: 0.0 - 5.0 V

AW 50-42

Cold transmission (+20°C): approximately 2.4 V

Hot transmission (+100°C): 0.3 -0.5 V

4T65EV/EV-GT

Cold transmission (+20°C):??? V

Warm transmission (+100°C):??? V

OIL TEMPERATURE

The transmission control module (TCM) calculates the temperature from the oil temperature sensor signal.

Measurement range: -60 - +180°C

LINE PRESSURE SOLENOID STH AMPERAGE

The value indicates the amperage passing through the solenoid circuit. A lower amperage gives a higher reference pressure, which gives a higher line pressure. Solenoid control is directly dependent on the throttle sensor signal. The higher the signal from the throttle sensor the lower the amperage through the solenoid and therefore the higher the line pressure.

Measurement range: 0.0 -1.5 A

Normal value at closed throttle: 280 mA

LINE PRESSURE SOLENOID STH CONTROL

Line pressure solenoid STH controls the reference pressure for the transmission. The reference pressure in turn controls the system pressure in the transmission so that the system pressure in gear D varies between 0.28 - 1.2 MPa (R position: 0.5 - 1.8 MPa). Solenoid control is directly dependent on the signal from the throttle position (TP) sensor. The higher the signal from the throttle position (TP) sensor the greater the reference pressure and therefore line pressure.

Measurement range: 0 - 100 %

0 % control, minimal reference pressure, gives lowest line pressure.

100 % control, maximum reference pressure, gives highest line pressure.

LOCK-UP SOLENOID SL, AMPERAGE

The value indicates the amperage through the solenoid circuit. Control of the solenoid circuit depends on

1. The gear position selected
2. Vehicle speed
3. The transmission speed - from the transmission speed sensor
4. The engine speed (RPM) and load - from the fuel injection system control module
5. Throttle opening
6. If the brake pedal is depressed - from the stop (brake) lamp switch
7. Transmission temperature

ENGINE CONTROL MODULE (ECM) ENGINE COOLANT TEMPERATURE (ECT)

The engine control module (ECM) transmits a signal indicating the engine coolant temperature (ECT) on the Control area network (CAN). The automatic transmission uses the signal to govern lock-up.

Measurement range: -60 - +195°C

TEXT TRANSMITTED TO THE DRIVER INFORMATION MODULE

In the event of a service reminder indicator fault, the transmission control module (TCM) transmits a message to the driver information module. The text is displayed in the combined instrument panel display.

1 = TRANSMISSION SERVICE URGENT

2 = TRANSMISSION SERVICE REQUIRED

3 = TRANSMISSION FIX NEXT SERVICE

4 = TRANSMISSION OIL TEMP HIGH

5 = CHANGE TRANS OIL AT NEXT SERVICE

The transmission control module (TCM) is positioned in an air cooled plastic box in the engine compartment together with the engine control module (ECM).

Scheme 167

The shift solenoids S1, S2, S3, S4 and S5 are positioned in the valve body in the gearbox control system, which is mounted on the front edge of the gearbox. The shift solenoids (on/off type), consist of an electrical coil which controls a hydraulic valve. The solenoids are supplied with 12 V via the transmission control module (TCM) and grounded in the control system. The shift solenoids control shifting and the transmission control module (TCM) determines which gear is to be used by activating them in different patterns.

There is a diagnostic for the shift solenoids.

Scheme 168

The lock-up-solenoid, SLU is located in the gearbox control system, which is mounted on the front edge of the gearbox.

The lock-up-solenoid, SLU consists of an electric coil that controls a hydraulic valve. The solenoid is controlled, like all linear solenoids in the gearbox, by a pulsed (PWM) current with a frequency of 300Hz and grounded via the Transmission Control Module (TCM). The average value on the current signal that deploys the solenoid varies between 0.1 A and 1 A and the demand controls the deployment.

The solenoid controls the torque converter's Lock-up engagement. Engagement occurs by the solenoid pulsing, which gives a smooth engagement of the lock-up function. The solenoid allows the torque converter to work in one of three positions

1. Open
2. Controlled slipping
3. Locked.

The hydraulic function of the solenoid is linear.

There is a diagnostic for the lock-up solenoid.

Scheme 169

The line pressure solenoid, SLS is in the gearbox control system, which is mounted on the front edge of the gearbox. The line pressure solenoid, SLS consists of an electrical coil which controls a hydraulic valve. The solenoid is controlled by pulse width modulation (PWM) voltage and is grounded via the transmission control module (TCM). The hydraulic function of the solenoid is linear. The hydraulic valve is controlled by the varied current which is the result of the current pulse conditions. During high pulse conditions, (at high currents (approximately 1 A)) the line pressure is low. During low pulse conditions (at low currents) the line pressure is high. In the event of an open-circuit the line pressure reaches maximum which causes hard shifting. The hydraulic valve is then completely open.

There are diagnostics for the solenoid.

Scheme 170

The line pressure solenoid, SLT is in the gearbox control system, which is mounted on the front edge of the gearbox. The line pressure solenoid, SLT consists of an electric coil which controls a hydraulic valve. The solenoid is controlled by pulse width modulation (PWM) voltage and is grounded via the control module. The solenoid is linear. The hydraulic valve is controlled by the varied current which is the result of the current pulse conditions. During high pulse conditions, (at high currents (approximately 1 A)) the line pressure is low. During low pulse conditions (at low currents) the line pressure is high. The solenoid also engages and disengages neutral control. In the event of an open-circuit the line pressure reaches maximum which causes hard shifting. The hydraulic valve is then completely open.

There are diagnostics for the solenoid.

Scheme 171

The gearbox input speed sensor (speed of the input shaft) is on the top of the gearbox housing. The sensor is an active sensor and is supplied with 12 V. When the pulse wheel on clutch C1 rotates, the sensor generates a pulsed current (quadratic wave) where the strength of the current depends on the position of the pulse wheel. The signals from the coils in the sensor are then affected by a magnetic resistance element, which generates a current which oscillates between 7 mA and 14 mA, and whose frequency increases with speed. Using the signal from the sensor, the transmission control module (TCM) calculates the gearbox speed, unit rpm.

The transmission control module (TCM) uses information about the input shaft speed to calculate the torque reduction to be requested from the engine control module (ECM) when shifting. The value is also used to compare the engine speed (RPM) with the speed of the input shaft in order to calculate the slipping rate of the torque converter. The value is also compared with the gearbox speed sensor signal in order to calculate the actual gear ratio. This is done to check whether the value corresponds to the expected gear ratio.

There are diagnostics for the gearbox input speed sensor.

Scheme 172

The gearbox output speed sensor (speed of the output shaft) is on the reverse of the gearbox housing. The sensor provides signals to the transmission control module (TCM) about the vehicle speed. The output shaft speed sensor is an active sensor and is supplied with 12 V. When the pulse wheel (wheel for shift-lock) rotates the sensor generates a pulsed current (quadratic wave) where the strength of the current depends on the position of the pulse wheel. The signals from the coils in the sensor are then affected by a magnetic resistance element, which generates a current which oscillates between 7 mA and 14 mA, and whose frequency increases with speed. The control module calculates the gearbox output speed using the signals from the sensor. The signal is compared with the signal from the gearbox input speed sensor and is used to calculate the gear ratio and is also used for diagnostics.

There are diagnostics for the gearbox output speed sensor.

Scheme 173

The temperature sensor is an NTC sensor. The temperature sensor is on the gearbox control system inside the side cover. It gauges the temperature of the gearbox fluid in the sump. The temperature sensor is integrated in the cable harness. The temperature sensor is supplied with 5 V and is grounded via the transmission control module (TCM). The control module can determine the gearbox fluid temperature by measuring the voltage drop above the NTC resistance of the sensor. The control module stores the time the temperature has been within a certain temperature range. If a certain temperature and time has been exceeded, a diagnostic trouble code (DTC) indicating that a oil change is necessary is stored.

There are diagnostics for the temperature sensor.

Scheme 174

The gear-shift position sensor is mounted on the top of the gearbox housing, on the gear shift linkage rod. The gear selector contains a Park / Neutral position (PNP) switch and connectors which inform the transmission control module (TCM) about which gear is selected and if the reverse gear is selected so that the reversing lamps can be lit. The gear-shift position sensor is a position switch which is supplied via +15. A number of trailing contacts supply power to the sensor outputs. The combination of pins A, B, C and PA indicate the current gear selector position (see the table below). The trailing contacts can either be closed or open.

There are diagnostics for the gear-shift position sensor.

Scheme 175

Table for the gear-shift position sensor

The value indicates the position of the gear-shift position sensor (A, B, C and PA), see the table.

= High signal (open)

= Low signal (grounded)

Scheme 176

The gear selector assembly is in the tunnel console. It is mechanically connected to the gearbox by a cable which moves the gear valve in the gearbox control system. The gear selector module (GSM) is positioned on the top panel of the gear selector assembly. The gear selector module (GSM) uses serial communication to communicate with the transmission control module (TCM) to light the gear position indicator. The indication occurs via LEDs in the top panel.

The gear selector control module (GSM) communicates with the central electronic module (CEM) to activate the shift-lock. The shift-lock solenoid power supply and ground is directly connected to the gear selector module (GSM).

The "W" switch in the gear selector assembly top panel is positioned on the printed circuit board for the gear selector module (GSM) and activates Winter mode.

There are diagnostics for the gear selector module (GSM). Diagnostic trouble codes (DTCs) are stored in the transmission control module (TCM) in the event of a fault.

New software can be downloaded into the transmission control module (TCM). When ordering software, the hardware and the software in the car is compared to the data 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.

Shifting and the lock-up function is controlled by activating the solenoids in a specific pattern. The solenoids S1-S5 determine which gear is to be used and the SLS, SLU and SLT solenoids determine engagement by adjusting hydraulic line pressure. The basic parameters for the different shifting points are the accelerator pedal (AP) position and the vehicle speed. The shift quality is decided by the control of torque.

The pressurization of the clutches and the brakes are adjusted by reading the changes of the speed of the transmission input shaft during the shifting process and comparing them to the values calculated in the transmission control module (TCM).

Two shifting patterns can be selected, normal conditions and winter mode (selected using the button).

In normal mode shifting and lock-up occur at relatively low speeds to reduce fuel consumption. In the event of rapid accelerator pedal movements, the transmission control module (TCM) automatically shifts to sport mode.

Shifting patterns

Economy mode

When driving at normal acceleration the transmission control module (TCM) uses a pre-set shifting program, optimized to shift for economy driving. This shifting program is suitable for "normal" driving which provides earlier up shifts and lock-up. In addition the transmission oil pressure is adjusted to provide smooth gear engagement.

Sport mode

The transmission switches from economy mode to sport mode if the accelerator pedal (AP) is pressed down quickly. The conditions are that the throttle opens and the vehicle speed exceeds 50 km/h. As soon as the accelerator pedal (AP) is moved less quickly economy mode is resumed. In the sport mode shifting program the shifting points are adjusted to provide the best possible performance. Down shifting occurs at lower engine speed (RPM).

Extreme mode

At wide open throttle (WOT) the kick-down function is engaged and the transmission shifts to the lowest possible gear. In this way a boost of power is achieved when overtaking for example.

Winter mode

Winter mode is selected using the (W) button on the top panel of the gear selector assembly. Winter mode enables starting off in a high gear to prevent the wheels from spinning on a slippery surface. This mode can also be used in other difficult situations in which the driver needs more direct control over gear selection. Depending on the gear position, the following combinations can be obtained

1. D The car starts in 3rd gear. Automatic shifting between 3rd, 4th and 5th gears
2. 4 The car starts in 3rd gear. Automatic shifting between 3rd and 4th gears occurs earlier than in economy mode, D position. 5th gear is locked out
3. 3 The car starts in 3rd gear. There is no upshifting or downshifting
4. L The car starts in 2nd gear. There is no upshifting or downshifting.

The warning lamp on the dashboard lights when winter mode is selected.

If kick-down is activated in Winter mode, the transmission uses all gears for maximum performance.

Adaptation

The transmission control module (TCM) monitors each shift during all driving conditions to fulfill optimal and smooth shifting. This is carried out by the control module either lowering or increasing the hydraulic line pressure used during the shift itself. The changed pressure levels are stored in the control module memory when the car has been switched off and are retrieved on start-up. This provides improved shifting comfort and increased service life.

Adaptation occurs when the following conditions have been met

1. Throttle opening is steady
2. Oil temperature between 65° C and 110° C.

Catalytic converter start

Shifting occurs differently during engine warm up. This function is used to help the engine reach its operating temperature by preventing torque converter lock-up and by delaying up shifts. This function works in the D-position but not in the winter mode (W). Because of this function, it is normal for the 1-2 and 2-3 shift to be noticeably delayed when the car engine is cold. This is a normal consequence of this function.

Temperature controlled lock-up

If the transmission temperature increases abnormally as a result of heavy load under high ambient temperature conditions, the torque converter lock-up function is activated as often as possible (temperature controlled lock-up). This reduces slippage and the generation of heat in the transmission. If the temperature drops below +20° C the lock-up function will not be used.

Slipping lock-up

The slipping lock-up function provides smoother engagement with reduced vibration and decreased noise when a gear is engaged. In this mode, the torque converter clutch is engaged, but not fully locked.

The following must be met in order for the function to activate

1. Gear selector in position D, 4 or 3
2. Gear 3, 4 or 5
3. The transmission input speed is 1100 rpm or more and the throttle opening is 35 % or less
4. The transmission oil temperature is 40 - 120°C.

Due to the torque converter slipping between 50-200 rpm, the friction properties of the transmission fluid are very important. The transmission fluid differs from conventional ATF oil properties. Always use the specified fluid for this transmission. Failure to do so may compromise the function and set a diagnostic trouble code (DTC).

The engine coolant must reach a certain temperature before the function engages.

Driving uphill

The transmission control module (TCM) may change the gear shift pattern slightly when driving uphill. This is to avoid busy shifting.

Neutral control (only available on certain models)

This function is activated when the driver stops the car and the car is stationary, at traffic lights for example. The transmission control module (TCM) then disengages the C1 clutch which releases the forward drive of the transmission and reduces the load on the engine. The function improves fuel consumption and reduces vibrations at idle speed. When the driver releases the brake, the C1 clutch engages and drive is resumed.

The following conditions must be met for the Neutral control function to be activated

1. Gear selector in position D, 4, or 3 when Winter mode and Geartronic are not selected
2. Oil temperature above + 10° C
3. Throttle position < 3 %
4. Brake pedal depressed
5. Speed 0 km/h
6. Engine speed < 1500 rpm.

There are two time factors for engagement: There is a 2 second delay in position D when stationary and a 5 second delay at N to D.

SHIFTING USING GEARTRONIC

When the gear selector is moved to the Geartronic position (MAN) the automatic transmission remains in hydraulic position D, but when the gear selector is moved upwards (+) the gear selector module (GSM) transmits a signal to the transmission control module (TCM) to shift up. When the gear selector is moved downwards (-) a signal is transmitted to the transmission control module (TCM) to shift down. The driver information module (DIM) switches the symbol in the combined instrument panel from D to the current gear, for example 3, when the gear selector is in the MAN position. A signal is sent to the gear selector module (GSM) to light the M LED and switches off the other LEDs. The transmission control module (TCM) determines if shifting can be carried out and the driver information module (DIM) indicates the current gear. If shifting is permitted the solenoids are activated according to each specific gear pattern.

However, in certain situations the transmission control module (TCM) assumes the shifting decision. The following applies

1. When stationary only 1st, 2nd and 3rd gears can be selected. 4th gear can be selected at speeds in excess 30 km/h and 5th at speeds in excess of 40 km/h
2. Automatic down shifting occurs below a certain speed. Example: 2nd gear is selected. Automatic down shifting occurs when shifting from 2nd gear to 1st at 2 km/h if the speed, before then, exceeds 25 km/h. in other cases 2nd gear is retained. For example, when 3rd gear is engaged despite the car being stationary
3. Manual up shifting is required after automatic down shifting. Kick-down is not available in the Geartronic-position (MAN)
4. The permitted speed for manual down shifting corresponds to those for kick-down downshifting, i. e. engine speed at approximately 6 000 rpm
5. If the transmission temperature becomes too high the transmission control module (TCM) determines the shift position. The purpose is to maintain a gear where lock-up is possible at the current speed
6. Lock-up is possible in 3rd, 4th and 5th gears. (1st and 2nd gears do not have lock-up).

Other

In position MAN the lever position signal to the gear selector module (GSM) is generated as follows

For each of the three gear selector positions a hall sensor is mounted on the printed circuit board for the gear selector control module (GSM). A permanent magnet on the lever affects the output signals from the sensors to the control module. The control module can read off the position of the lever through the differences in the signal characteristics.

SHIFT-LOCK

To avoid any chance of the gear selector inadvertently moving from the P position, the car is also equipped with an electrically operated shift-lock function. This locks the interlock pin in the gear selector lever in the shift-lock section, locking the selector lever in the P position. To move the gear selector from the P position, the ignition must be switched on and the brake pedal depressed. (The stop lamp switch is activated.). The central electronic module (CEM) reads the position of the brake pedal via direct connection to the brake pedal sensor and transmits a signal to the gear selector control module (GSM) to deactivate the solenoid in the gear lever selector. The solenoid lock pin is pushed in and the gear selector lock button can be pressed down as usual to select another gear. When the ignition is in position "0", the solenoid is deactivated. In this position the shifter is mechanically locked by the key lock cable.

IGNITION SWITCH INTERLOCK

An interlock and security feature (ignition switch interlock) is mechanically connected to the ignition switch by a cable. The ignition switch interlock is controlled by the position of the lock cylinder in the ignition switch and by the position of the gear selector. This means that the gear selector must be in the P-position for the ignition key to be removed from the ignition switch. The ignition key must be turned to position I or II before the lever can be moved from the P-position. The ignition switch interlock is used only in combination with shift-lock.

The gear-shift position sensor has a park / neutral position (PNP) function to prevent the engine being started with a gear selected.

This function prevents the engine being started unless the P or N positions are selected. This prevents the car from lurching forwards when started.

There are two functions for adaptation in the transmission control module (TCM) software which can be activated

1. Resetting adaptation - carried out after replacing internal components or the entire transmission the transmission control system the transmission fluid the entire transmission the transmission control module (TCM).
2. Adaptation function - This function helps the mechanic to adapt the transmission. It makes it easier to reset the function of the transmission after repair or replacement of, for example: the transmission control system the transmission fluid the entire transmission the transmission control module (TCM).

When the adaptation function has been activated, the test drive instructions must be followed. The following shifts can be adapted

1. 1-2
2. 2-3
3. 3-4
4. 4-5
5. N-D
6. 5-4
7. 4-3
8. 3-2
9. 2-1
10. N-R
11. Neutral Control engagement and disengagement, if equipped.

While the car is in this mode, the orange/yellow warning lamp in the center of the combined instrument panel is used to indicate when each shift has been adapted to its target value.

When the orange/yellow warning lamp (triangle) flashes after each of the listed shifts, the adaptation is complete.

Note. The function is only available in certain software versions.

Adaptation of the transmission is activated via the VIDA vehicle communication socket.

Scheme 177

A counter for transmission oil quality is built into the software for the transmission control module (TCM). The counter counts up the amount of time the oil is above a certain temperature. When the counter has reached the maximum value, the diagnostic trouble code (DTC) for an oil change is stored in the control module. When replacing transmission fluid the counter must be reset to prevent a diagnostic trouble code (DTC) being stored incorrectly. This applies when the transmission fluid is changed and when the fluid is changed during a repair.

The reset function is activated via the VIDA vehicle communication socket.

An emergency program is activated to deal with the fault when the transmission control module (TCM) detects a transmission fault (permanent fault). If the transmission control module (TCM) detects a permanent fault, an emergency mode is activated. The transmission control module (TCM) then implements corrective action to protect the transmission, while leaving the car in the best possible drivable condition. Minor malfunctions do not activate an emergency program. There are different programs depending on the type of fault

1. Emergency mode
2. Limp-home mode.

Emergency mode is activated for minor faults and the Limp-home mode for the most serious faults. If the malfunction is intermittent, the transmission control module (TCM) returns to normal operation the next time the ignition is switched on.

Emergency mode

The warning lamp in the combined instrument panel comes on and a or text message is displayed for diagnostic trouble codes (DTCs) stored in the transmission control module (TCM).

The transmission shifts in all gears but transmits no signal to the lock-up solenoid. This means that lock-up is not available.

Limp-home mode

The warning lamp in the combined instrument panel comes on or a text message is displayed for diagnostic trouble codes (DTCs) stored in the transmission control module (TCM).

The transmission control module (TCM) interrupts the activation of all solenoids. This means that no shifting is possible. The transmission operates only in 3rd gear in positions 3 and L, 4th gear in position D and reverse in position R. Shifting can only be carried out manually between 3rd and 4th gear and reverse gear.

No control of line pressure solenoids SLS and SLT. Maximum system pressure constantly which results in harsh upshifting and downshifting and harsher shifts when engaging P-R, N-R and N-D.

Scheme 178

AW55-50 (and AW50AWD) is a 5-speed electronically controlled automatic transmission with a lock-up function for the three highest gears. The transmission control module (TCM) adapts the gear changes to ensure that the correct gear is selected for the driving mode, engine load, driver requirements, speed etc. This gives good fuel economy combined with increased comfort by ensuring smoother gear changes and lower noise levels.

The transmission control module (TCM) receives information about the desired gear position and driving mode from the driver. In conjunction with the signals from a number of sensors in the transmission and the engine control system, unlike with a purely hydraulically controlled transmission, this allows the control module to calculate the optimal shifting points and engagement of lock-up. The control module allows for small changes in the operating conditions and adapts the various transmission functions to ensure that the correct gear is always selected in relation to the driving mode selected by the driver.

This adaptability guarantees smooth and consistent gear shift quality throughout the operational life of the transmission.

In order to precisely determine the gear shift and lock-up engagement points based on the driving mode selected, the control module receives and processes information about the following

1. Selected gear position - from the gear-shift position sensor
2. Selected driving mode economy/sport - reactive function programmed in the control module which is controlled by the speed at which the accelerator pedal (AP) is depressed. Quick "pedal movement" = sport mode. Winter (W) mode is activated using a switch on the gear selector assembly
3. Vehicle speed - from the brake control system via the Controller area network (CAN)
4. Transmission input shaft rpm - from the transmission speed sensor
5. The transmission output shaft rpm - from the transmission output speed sensor
6. The engine speed (RPM) and torque and throttle opening - from the engine management system via the Controller area network (CAN)
7. If the brake pedal is depressed and to what extent - from the brake control system via the Controller area network (CAN)
8. If the accelerator pedal (AP) is depressed and to what extent - from the engine management system via the Controller area network (CAN)
9. Transmission fluid temperature - from the temperature sensor in the transmission
10. Engine coolant temperature - from the engine control module (ECM) via the Control area network (CAN).

Scheme 179

The following components are included in the control system for automatic transmissions

1. Transmission control module (TCM) - Controls activation and deactivation of the solenoids by processing the signals from components such as the transmission input and output speed sensors and the temperature sensor. Also stores adaptive data as well as diagnostic trouble codes (DTCs) and frozen values for diagnostics
2. Shift solenoid, S1 - Controls shifting in the transmission
3. Shift solenoid, S2 - Controls shifting in the transmission
4. Shift solenoid, S3 - Controls shifting in the transmission
5. Shift solenoid, S4 - Controls shifting in the transmission
6. Shift solenoid, S5 - Controls shifting in the transmission
7. Lock-up solenoid, SLU - Controls the lock-up function and is also used for certain shifts
8. Line pressure solenoid, SLT - Controls the transmission line pressure and neutral control
9. Line pressure solenoid, SLS - Controls the transmission shifting pressure and is activated for certain gears
10. Transmission input speed sensor (input shaft speed) (1) - Provides the transmission control module (TCM) with information about the input shaft speed from the engine
11. Speed sensor (output shaft speed) (2) - Provides the transmission control module (TCM) with information about the output shaft speed from the transmission
12. Oil temperature sensor (3) - Provides the transmission control module (TCM) with information about the oil temperature of the transmission
13. Gear-shift position sensor (4) - Provides the transmission control module (TCM) with information about the selected gear position
14. Gear selector module (GSM) - Provides the transmission control module (TCM) with information about the Geartronic mode and winter mode (W) amongst others.

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

Scheme 180

Using this function, the status of the control module input and output signals can be continuously read off.

For further information about parameters, see DESCRIPTION OF PARAMETERS .

ACTIVATING COMPONENTS

This function allows components to be activated so that their functions can be checked.

For further information about activations, see DESCRIPTION OF ACTIVATIONS .

GEAR POSITION INDICATOR

The gear position indicator is integrated with the Transmission Control Module as one unit.

The gear position indicator informs the Transmission Control Module on the gear selected, and whether reverse gear is engaged to light the reversing lamp. The gear position indicator contains a permanent magnet and a linear Hall sensor. The gear position indicator creates a signal voltage of between 0 and 5 V which equates to current gear selector lever position.

The gear position indicator can be diagnosed.

Voltage level for the different gear positions

Scheme 181

The solenoids and S are located in the transmission control system, which is fitted on the front edge of the transmission. The solenoids are the on/off type and consist of an electrical coil that controls a hydraulic valve. The solenoids are supplied 12 V via the transmission control module (TCM) and are grounded in the control system. The solenoids control shifting and the transmission control module (TCM) activates the solenoids with engine braking for 1st gear.

The solenoids can be diagnosed.

Scheme 182

The lock-up solenoid is located on the transmission control system, which is fitted on the front edge of the transmission. The lock-up solenoid consists of an electrical coil that controls a hydraulic valve. The solenoid is controlled with a pulse width modulated voltage and is grounded via the transmission control module. The control module regulates the lock-up engagement of the torque converter. During lock-up, the solenoid is pulsed in, which makes lock-up engagement gentle. The solenoid allows the torque converter to work in one of three modes: "open", "controlled slippage" and "locked". The solenoid has a linear hydraulic function.

The solenoid can be diagnosed.

Scheme 183

The linear pressure solenoid,, is located in the transmission control system, which is fitted on the front edge of the transmission. The linear pressure solenoid,, consists of an electrical coil that controls a hydraulic valve. The solenoid is controlled with a pulse width modulated (PWM) voltage and is grounded via the transmission control module. The solenoid has a linear hydraulic function. The hydraulic valve is controlled by the varying current resulting from the current pulse ratio. With a high pulse ratio, i. e. high current strength, the system pressure is low. With a low pulse ratio, i. e. low current strength, the system pressure is high. In the event of an open circuit the system pressure is at a maximum, resulting in hard shifting. The hydraulic valve is then fully open.

The solenoid can be diagnosed.

Scheme 184

The linear pressure solenoids and are located in the transmission control system, which is fitted on the front edge of the transmission. The designation of the solenoid is linked to the component (clutch/brake band) that the solenoid controls. The linear pressure solenoids consist of an electrical coil that controls a hydraulic valve. The solenoids are controlled with a pulse width modulated (PWM) voltage and are grounded via the transmission control module (TCM). The solenoids have a linear hydraulic function. The hydraulic valves are controlled by the varying current resulting from the current pulse ratio. With a high pulse ratio, i. e. high current strength (approx. 1 A), the system pressure is low. With a low pulse ratio, i. e. low current strength, the system pressure is high. In the event of an open circuit the system pressure is at a maximum, resulting in hard shifting. Here, the hydraulic valve is fully open.

The solenoids can be diagnosed.

Scheme 185

The speed sensor for the input shaft is located inside the gearbox. The sensor is a so-called "active sensor" (Hall sensor) and is supplied with 12 V power. When the pulse wheel on clutch C2 rotates the sensor generates a pulsed current (square wave), where the strength of the current depends on the position of the pulse wheel. The signals from the coil in the sensor are then acted on by magnetic-sensitive resistance, which means that the output signal is a current which fluctuates between 7 mA and 14 mA, and whose frequency increases with speed. The Transmission Control Module (TCM) calculates transmission speed using the signal from the sensor.

The Transmission Control Module (TCM) uses information on input shaft speed for

1. calculating how much torque reduction shall be requested from the Engine Control Module (ECM) with gearshifting
2. comparing engine speed with input shaft speed to calculate the slipping speed of the torque converter
3. calculating gearshift timing
4. calculating engagement and disengagement of the lock-up function
5. comparing the signal with the signal from the transmission speed sensor for the output shaft, for calculating the current gear ratio. This is performed to identify whether the value corresponds with the expected gear ratio.

The speed sensor for the input shaft can be diagnosed.

SPEED SENSOR, OUTPUT SHAFT

The speed sensor for the output shaft is located inside the gearbox. The sensor provides a signal to the Transmission Control Module (TCM) on vehicle speed. The sensor is a so-called "active sensor" (Hall sensor) and is supplied with 12 V power. When the pulse wheel rotates (the wheel for shiftlock), the sensor generates a pulsed current (square wave), where the strength of the current depends on the position of the pulse wheel. The signals from the coil in the sensor are then acted on by magnetic-sensitive resistance, which means that the output signal is a current which fluctuates between 7 mA and 14 mA, and whose frequency increases with speed. The Transmission Control Module (TCM) uses information on output shaft speed for

1. calculating how much torque reduction shall be requested from the Engine Control Module (ECM) with gearshifting
2. comparing engine speed with output shaft speed to calculate the slipping speed of the torque converter
3. calculating gearshift timing
4. calculating engagement and disengagement of the lock-up function
5. comparing the signal with the signal from the transmission speed sensor for the input shaft, for calculating the current gear ratio. This is performed to identify whether the value corresponds with the expected gear ratio.

The speed sensor for the output shaft can be diagnosed.

Scheme 186

The temperature sensor is the NTC type. The temperature sensor is located on the transmission control system inside the side cover and measures the temperature of the transmission oil in the sump. The temperature sensor is an integrated part of the cable harness. The temperature sensor is supplied with 5 V and is grounded via the Transmission Control Module (TCM). By measuring the voltage drop over the sensor's NTC resistor the control module can determine the temperature of the transmission oil. The Transmission Control Module (TCM) uses the information on transmission oil temperature for

1. calculating transmission gearshift timing
2. calculating engagement and disengagement of the lock-up function.

The Transmission Control Module (TCM) stores the time for which the temperature has been within a certain temperature range and if a certain temperature and time has been exceeded, then a diagnostic trouble codes (DTC) is generated to indicated that an oil change is necessary.

The temperature sensor can be diagnosed.

Scheme 187

The gear selector assembly is located in the tunnel console and is mechanically connected to the transmission by a cable which moves the shuttle valve in the transmission control system. The Gear Selector Module (GSM) is located on the top panel of the gear selector assembly. The Gear Selector Module (GSM) is supplied with power from the Central Electronic Module (CEM). The Gear Selector Module (GSM) communicates with the Transmission Control Module (TCM) via serial communication, to light up gear position indication amongst other things. Gear position indication consists of a row of LEDs in the top panel of the gear selector assembly.

The Central Electronic module (CEM) has a cable which is directly connected to the Gear Selector Module (GSM) to control the shiftlock solenoid. The supply of power and ground for the solenoid are directly connected to the Gear Selector Module (GSM).

The switch for winter program (W) is located on the top panel of the gear selector assembly. Upon activation the switch sends a request to activate the winter program (Winter mode) to the Transmission Control Module. The Transmission Control Module then determines whether or not the winter program is possible.

The Gear Selector Module can be diagnosed. In the event of a fault a signal on fault status is sent to the Transmission Control Module which then stores any diagnostic trouble codes.

Scheme 188

To prevent the gear selector from being unintentionally shifted out of, the vehicle is equipped with an electronic shiftlock. This blocks the gear selector lever's retaining pin in the lock segment, holding the gear selector in the position. The gear selector can only be moved from to another gear position when the ignition is on and the brake pedal is depressed. The central electronic module detects the brake pedal position via a direct connection to the brake pedal sensor. It then sends a signal to the gear selector module to deactivate the electromagnetic solenoid in the gear selector assembly. The solenoid lock pin is pulled in and it is possible to depress the catch in the gear selector lever to select another gear. If the ignition key is in "0", the solenoid is deactivated. In this position, the gear selector is manually locked via the keylock function.

Scheme 189

A lock and safety function is mechanically linked to the ignition switch by a cable. The keylock is controlled by the lock piston position in the ignition switch and by the gear selector lever position. This means that the ignition key can only be removed from the ignition switch if the gear selector lever is in. This also means that the gear selector lever can only be moved from if the ignition key has been turned to position I. The keylock is only available in combination with shiftlock. In order to prevent the gear selector from moving, the central electronic module electrically locks the shiftlock solenoid between key positions I and II since the transmission control module is not supplied power until key position II.

The status for the control module input and output signals can be continuously read off using this function.

Components can be activated for function checking using this function.

New software can be downloaded into the Transmission Control Module. When software is ordered the software and hardware of the vehicle are compared with Volvo's central database. If the comparison corresponds then the software is downloaded into 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.

REGULATING THE SOLENOIDS WHEN GEARSHIFTING

Shifting is regulated by the transmission control module activating the solenoids in a specific pattern. The solenoids and control which gear is engaged. The solenois also control how engagement occurs by adapting hydraulic pressure. The basic parameters for the various shift points are accelerator pedal position and vehicle speed while shift quality is determined by torque control.

The pressurizing of clutches and brakes can be adapted by means of reading off the changes in the rotation speed of the transmission input shaft during the gearshift processes and comparing them with the calculated values in the Transmission Control Module.

Two different shift patterns are available: normal mode and winter mode.

In normal conditions the gearshifts take place at relatively low speeds in order to reduce fuel consumption. With rapid accelerator pedal movements the Transmission Control Module automatically changes over to sport mode.

GEARSHIFT PATTERNS

*) with engine braking

REGULATING THE LOCK-UP FUNCTION

Regulating the lock-up function takes place by means of the Transmission Control Module activating the lock-up solenoid. The engagement takes place by means of the Transmission Control Module controlling the lock-up solenoid linearly and adapting the hydraulic pressure. The basic parameters for engagement are the engine speed, accelerator pedal position and the rotation speed of the transmission input and output shafts. The pressurizing of the lock-up function can be adapted by means of reading off the changes in the rotation speed of the transmission input shaft during the gearshift processes and comparing them with the calculated values in the Transmission Control Module.

Two different lock-up functions are integrated: locked lock-up and slipping lock-up.

Locked lock-up

In normal conditions lock-up takes place at relatively low speeds in order to reduce fuel consumption.

Slipping lock-up

Is a function which provides gentler engagement with dampened vibration and lower noise when using the lock-up gear. When this function is activated, lock-up is active but not fully applied.

The requirements for the function to be activated include the following

1. gear selector in or
2. gear 2, 3, 4, 5 or 6
3. transmission input speed is 1000 rpm
4. transmission oil temperature is 20 - 120 °C.

Due to the slipping of the torque converter, between 50-200 rpm, the friction properties of the transmission oil are very important. The transmission oil's properties therefore differ from conventional ATF oil properties. Always use transmission oil specified for this transmission, otherwise the function of the transmission can be impaired.

GEARSHIFT PROGRAM

Normal program

When driving with normal accelerator pedal application the Transmission Control Module uses a preset gearshift program, optimized to shift for economical driving. This gearshift program is designed for "normal" driving which combined provides early upshifting and lock-up. The gearshift program automatically adapts to different driving cases such as driving uphill with a trailer or driving at high altitude. In addition, transmission oil pressure is adapted to provide gentle engagement of the gears.

Winter program

Winter mode is selected with the button on the top panel of the gear selector assembly. Winter mode makes it possible to start in a high gear to prevent wheel spin on a slippery surface. The program is also suitable for other difficult situations where the driver wishes to limit gear selection. When the gear position is the vehicle starts in 3rd gear. Automatic shifting takes place between 3rd, 4th, 5th and 6th gear.

When the winter program is selected a W is lit in the combined instrument panel.

If kickdown is activated in winter mode then the transmission uses all gears for optimum performance.

Sport mode - Only S60R and V70R

On R-models, the function is replaced by. Sport mode is activated with button on the top panel of the gear selector assembly. The program adapts shift points to provide the best possible performance. Downshifting occurs quicker at lower throttle application.

The function can also be activated automatically if the button on the dashboard is pressed.

OTHER PROGRAMS

Adaptation

The Transmission Control Module (TCM) monitors each gearshift to achieve consistent and gentle gearshifting in all driving conditions. This is achieved by means of the control module either lowering or raising the hydraulic system pressure which is used during the gearshift itself. The changes in pressure level are stored in the control module memory when the vehicle is shut down, and are retrieved when starting. This provides improved gearshift comfort and improved service life for the transmission.

Complete adaptation applies when the following conditions have been fulfilled

1. the position of the accelerator pedal is constant
2. oil temperature between 65 °C and 110 °C.

Driving uphill

The Transmission Control Module (TCM) can change the gearshift pattern slightly when driving uphill. This is to avoid close gearshifts.

Neutral control (only available on certain models)

This function is activated when the driver stops the car and the car is stationary, at traffic lights for example. The transmission control module (TCM) then disengages the C1 clutch which releases the forward drive of the transmission and reduces the load on the engine. The function improves fuel consumption and reduces vibrations at idle speed. When the driver releases the brake, the C1 clutch engages and drive is resumed.

The following conditions must be met in order for the neutral function to activate

1. gear selector in position D
2. oil temperature above + 10 °C
3. throttle position less than 3 %
4. brake pedal depressed
5. speed 0 km/h
6. engine speed less than 1500 RPM.

Scheme 190

When the gear selector is moved to Geartronic mode, the automatic transmission is still hydraulically in. If the gear selector is moved up (+), the gear selector module sends a signal to the transmission control module (TCM) to upshift. If the gear selector is moved down (-), a signal is sent to the transmission control module to downshift. When the gear selector is in mode, the driver information moduel will change its symbol from to the currently engaged gear, such as 3. A signal is also sent to the gear selector moduel to light the LED for and deactivate other LEDs. The transmission control moduel (TCM) determines whether the shift is possible. The driver information module (DIM) indicates the current gear. If shifting is permitted, the various solenoids are activated in the pattern specific to the relevant gear.

In certain situations however the Transmission Control Module (TCM) takes over the gearshift decisions. Amongst other things, the following applies

1. When stationary, only gears 1, 2 and 3 can be selected. Gear 4 can be selected at speeds above 40 km/h and gear 5 at speeds above 55 km/h, and gear 6 at speeds above 70 km/h.
2. Automatic downshifting takes place on all gears when below a certain speed. Example: Gear 2 is selected. Automatic downshifting then takes place from gear 2 to gear 1 at 2 km/h if the speed before this exceeded 25 km/h. Otherwise gear 2 remains engaged. However, situations can arise where gear 3 remains engaged despite the vehicle stopping.
3. A manual upshift is required after an automatic downshift. Kickdown is not available in Geartronic mode.
4. Permitted speeds for the manual downshifts equate to those for kickdown upshifts, i. e. an engine speed of approx. 6000 rpm.
5. If transmission temperature becomes too high then the Transmission Control Module takes over the gearshift decisions. The purpose of this is to engage a gear where lock-up is possible at the current speed.
6. Lock-up is possible for gears 2, 3, 4, 5 and 6.

Other

1. In mode, a signal on gear selector lever position is generated for the gear selector module (GSM) as follows: a Hall sensor is fitted on the printed circuit board for the gear selector module (GSM) for each one of the three gear selector lever positions. A permanent magnet on the gear selector lever acts on the sensor output signals to the control module. The control module can read off the position of the gear selector lever by means of the differences in signal character.

The Transmission Control Module (TCM) software includes a service for resetting adaptations that can be activated

1. Resetting adaptation - should be performed after replacing an internal component or the whole transmission.

Resetting adaptation is activated via the vehicle communication input.

Scheme 191

There is a gauge for transmission oil quality integrated into the software for the Transmission Control Module (TCM). This gauge calculates the time for which the oil exceeds a certain temperature during a certain period. When the gauge reaches the maximum value a diagnostic trouble code (DTC) for oil change is generated in the control module. When replacing transmission oil the gauge must be reset to zero to avoid generating a diagnostic trouble code (DTC) during incorrect conditions. This applies to changing transmission oil and when changing the oil with a repair.

The resetting function is activated via the vehicle communication input.

When a fault has arisen in the transmission (permanent fault) and is registered by the Transmission Control Module (TCM), a help program for dealing with the fault is activated. The Transmission Control Module (TCM) then performs certain actions to protect the transmission while maintaining as much driveability as possible. Minor faults do not activate any help programs. There are different programs depending on the type of fault.

1. Emergency/limp-home mode
2. Failsafe action (temporary action)

Failsafe action is activated upon first detection of the fault, if the fault disappears then the system returns to normal function. Emergency mode is activated with less serious faults and Limp-home mode is activated with the most serious faults. If the fault disappears (intermittent fault) then the control module returns to normal function as soon as the ignition is next switched on.

The warning lamp in the combined instrument panel comes on, and a text message is displayed in the text window in the combined instrument panel if emergency/limp-home mode has arisen. No text is displayed when the ignition is switched on until the fault has been detected.

The table below summarizes the input and output signals to and from the Transmission Control Module (TCM). 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 192

see DESIGN

see DOWNLOADING SOFTWARE AND REPLACING THE CONTROL MODULE

see FUNCTION

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. The number of remote controls Alarm status 1: Not activated and not deployed, connected sensors. Alarm status 2: Activated and not deployed, connected sensors. Alarm status 3: Activated and not deployed, disconnected sensors. Alarm status 4: Activated and deployed, connected sensors. Alarm status 5: Activated and deployed, disconnected sensors. Alarm status 6: Not activated and not deployed, disconnected sensors.
2. The number of the remote control NOTE: One of the remote control buttons must be activated when reading off. Alarm status 1: Not activated and not deployed, connected sensors. Alarm status 2: Activated and not deployed, connected sensors. Alarm status 3: Activated and not deployed, disconnected sensors. Alarm status 4: Activated and deployed, connected sensors. Alarm status 5: Activated and deployed, disconnected sensors. Alarm status 6: Not activated and not deployed, disconnected sensors.
3. The activated buttons on the remote control NOTE: One of the remote control buttons must be activated when reading off. Alarm status 1: Not activated and not deployed, connected sensors. Alarm status 2: Activated and not deployed, connected sensors. Alarm status 3: Activated and not deployed, disconnected sensors. Alarm status 4: Activated and deployed, connected sensors. Alarm status 5: Activated and deployed, disconnected sensors. Alarm status 6: Not activated and not deployed, disconnected sensors.
4. Voltage to mass movement sensor module (MMS), alternatively movement sensor module (IMS), status NOTE: Listed as On or Off. The mass movement sensor module (MMS), or movement sensor module (IMS), is supplied with voltage (On) when the alarm is activated and the sensors are connected. Alarm status 1: Not activated and not deployed, connected sensors. Alarm status 2: Activated and not deployed, connected sensors. Alarm status 3: Activated and not deployed, disconnected sensors. Alarm status 4: Activated and deployed, connected sensors. Alarm status 5: Activated and deployed, disconnected sensors. Alarm status 6: Not activated and not deployed, disconnected sensors.
5. Alarm status NOTE: Indicates the alarm setting and alarm sensor setting. Six states can occur: Alarm status 1: Not activated and not deployed, connected sensors. Alarm status 2: Activated and not deployed, connected sensors. Alarm status 3: Activated and not deployed, disconnected sensors. Alarm status 4: Activated and deployed, connected sensors. Alarm status 5: Activated and deployed, disconnected sensors. Alarm status 6: Not activated and not deployed, disconnected sensors.
6. Front left reading lamp, status
7. The switch for the front left reading lamp
8. Front right reading lamp, status
9. Switch for the front right reading lamp
10. Rear left reading lamp, status
11. The switch for the rear left reading lamp
12. Rear right reading lamp, status
13. The switch for the rear right reading lamp
14. Third row reading lamp, status (XC90 only)
15. Switch, third row reading lamps (XC90 only)
16. The switch for the general lighting
17. Extended X-supply, status NOTE: X-supply supplies power to the sunroof, mirror lamps and rain sensor module (RSM). X-supply is active when the controller area network (CAN) is active, and for a short time after the controller area network (CAN) is no longer active. This time varies and depends on a number of parameters.
18. Local lighting, status
19. Cargo compartment lighting, status NOTE: Only applies to V70.
20. The degree of anti-dazzle for the rear view mirror NOTE: The parameter can only be read off when the engine is running and back-up (reverse) gear is not selected. 100 % means that the rear view mirror is fully dimmed. 0 % means that the rear view mirror is not dimmed.
21. Supply voltage, sun roof
22. Button activation, forward
23. Button activation, backward
24. Button activation, tilt
25. Button activation, auto
26. Motor, forward
27. Motor, backward.
28. Last received sensor ID
29. Last stored tyre pressure

ACTIVATING COMPONENTS AND FUNCTIONS

Note. A short delay can occur before a component is activated. Remote control activations can only be carried out if the key is not in the ignition. Lock activations can only be carried out if the doors are shut.

With this function the components and functions associated with the upper electronic module (UEM) can be activated.

The following components / parameters can be activated in alternative ways

1. General lighting, directly to the lamp
2. Front left reading lamp, directly to the lamp
3. Front right reading lamp, directly to the lamp
4. Rear left reading lamp, directly to the lamp
5. Rear right reading lamp, directly to the lamp
6. Third row reading lamps, direct to the lamps (XC90 only)
7. Extended X-supply
8. Voltage to mass movement sensor module (MMS), alternatively movement sensor module (IMS)
9. Seat belt reminder
10. Indicates that the passenger airbag (PAD) is disconnected (from 2005-)
11. Remote control, activate the button
12. Local lighting
13. Cargo compartment lighting (applies only to the V70 and XC70)
14. Button activation, forward
15. Button activation, backward
16. Motor, forward
17. Motor, backward.

READING OFF AND PROGRAMMING DATA

With this option it is possible to read programmed data and to program in data.

Note. If possible, all data must be read out from the control module before replacement. After replacement the relevant data must be programmed into the new control module. The following customer parameters must be read off before the control module is replaced. This is so that the same information can be programmed in the new control module.

With auto mode

The general lighting lights and remains lit for 30 seconds when

The door has been unlocked from outside using a key or remote control.

The engine has been stopped and the ignition key turned to position 0.

The default period is 30 seconds. This can be changed to between 5 seconds and 255 seconds.

The general lighting lights and remains lit for under 10 minutes when

One of the doors is opened after unlocking.

When the lamp is lit using a button.

The default period can be reprogrammed from 0 to 255 minutes at 10 minute intervals.

The strength of the interior rear view mirror anti-dazzle. There are three positions; a normal position, one with stronger anti-dazzle and one with weaker anti-dazzle.

PROGRAMMING REMOTE CONTROLS

Add remote control

This function is used when the customer wishes to order extra remote controls in addition to those supplied on delivery. The PIN-code for a new remote control must be programmed into the control module memory before the remote control can be used.

The control module memory has room for six remote controls.

Removing remote controls

This function is used when the customer wishes to erase one or more remote controls from the control module memory, so that the remote control cannot be used any longer. All the available remote controls should be at hand when erasing is being carried out.

The Upper electronic module (UEM) may store diagnostic trouble codes (DTCs) in the event of an error in the actual receiver or in a sensor. In order to carry out a correct evaluation of the function, the vehicle must have traveled faster than 40 km/h (25 mph) for longer than 570 seconds (approximately 9.5 minutes). This time is accumulated time, i. e. the counted time is interrupted if the vehicle travels slower than 40 km/h (25 mph), if for example, stopping at traffic lights. Counting continues as soon as the vehicle exceeds 40 km/h (25 mph). The Upper electronic module (UEM) can store two diagnostic trouble codes (DTCs) per sensor. A diagnostic trouble code (DTC) for lost communication and a diagnostic trouble code (DTC) for low battery voltage. When a diagnostic trouble code (DTC) is stored the ID number is also stored on the sensor which the diagnostic trouble code (DTC) applies to. When a diagnostic trouble code (DTC) is stored a message is shown in the Driver information module (DIM).

QUICK CHECK OF TPMS

Note. Some car/model years require that you are more accurate when aiming the diagnostic tool at the sensor for an activation to succeed. If an activation fails, realign the diagnostic tool and perform the activation again. First after three (3) failed activation attempts can a sensor be regarded as defective.

The system can be checked, using the diagnostic tool, by activating a read off at the same time as activating the sensors using a special tool. The special tool is positioned against the tire where the sensor is located at the same time as the button on the special tool is depressed. The special tool then transmits a signal that activates the sensor so that it starts to send signals to the Upper electronic module (UEM). The activated sensor ID number and tyre pressure is then shown in the display of the diagnostic tool. Note the sensor's id-number and its position.

After activating a sensor, press the "Show data" button for the relevant wheel. Then repeat the activation procedure for all wheels. Different ID numbers should appear. If the same ID number as the previous wheel appears, the activation has failed. Perform the activation again for the relevant wheel and press the "Show data" button again.

New software can be downloaded into the upper electrical 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. The PINs for the existing remote controls are downloaded at the same time.

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

When installing a completely new upper electronic module in the car the PINs for the existing remote controls are downloaded to the control module. New remote controls do not need to be ordered after a software download or after the control module is replaced.

The control module is integrated in the rear view mirror. If the control module is replaced, the rear view mirror assembly must also be replaced.

The upper electronic module must be unlocked using a unique PIN to download software or to add remote controls to the upper electronic module. VIDA carries out the unlocking automatically. The PIN is obtained from the Volvo central database and is sent with the software package when ordered, when remote controls are to be added or erased, or when a new upper electronic module is installed in the car and loaded with software.

Because of the unique PIN, the upper electronic modules cannot be moved between cars.

Three customer parameters can be programmed into the upper electronic 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.

Two different times for internal lighting can be programmed depending on the requirements of the customer. These times are parameters that are adjusted directly using the diagnostic tool

1. Short lighting time which is the time from when the door is unlocked or closed or from when the engine is switched off until the interior lighting goes out. The time can be set between 5 and 255 seconds. Normal setting is 30 seconds
2. Long lighting time, which is the time from when a door is left open or from when a light is lit using a button to when the interior lighting goes out. The time can be set between 0 and 255 minutes. Normal setting is 10 minutes.

In addition the degree of anti-dazzle of rear view mirrors with automatic anti-dazzle function can be set to the customer requirements. The selectable values are Light, Normal and Dark. This programming is carried out by ordering and carrying out software downloads, especially for setting anti-dazzle.

Scheme 193

The sun roof communicates with the upper electronic module (4/70) via serial communication. The sun roof has an internal control module (4/33) which manages this communication.

Data about the sun roof position and data used for diagnostics is sent from the sun roof to the upper electronic module. Data about the position is sent on to other control modules, including the climate control module via the central electronic module (4/56).

The communication between the upper electronic module and the sun roof consists of diagnostic information.

Scheme 194

The rain sensor (7/149) determines that there is water on the windshield. The sensor assesses the volume of water on the windshield and the prevailing exterior light conditions. This data is then sent, via the upper electronic module (4/70), to other control modules in the car on the Control area network (CAN). These control modules in turn ensure that the windshield wipers are set to the correct speed. The rain sensor senses if the windshield is dirty or covered with traffic film and automatically compensates accordingly. The rain sensor also senses heavier splashes on the windshield. The windshield wipers are then operated at top speed.

The rain sensor communicates with the upper electronic module via serial communication. The power supply is from the upper electronic module via the power supply signal EXT. X, when the ignition key is in positions I or II. The rain sensor is active for 10 minutes after the ignition has been switched off.

The steering wheel module (3/130) sends signals via the control area network (CAN) to the central electronic module (4/56) and upper electronic module about the position of the wiper stalk. If the stalk is moved to the intermittent wiping/rain sensor position, the upper electronic module transmits this data to the rain sensor which is then activated.

The rain sensor transmits data via the upper electronic module to the central electronic module, which then controls the wiper motor. The sensitivity can be adjusted using the collar on the wiper stalk.

The upper electronic module transmits a fault message to the central electronic module if there is a fault in the rain sensor. If there is a fault message when the rain sensor is active, the central electronic module selects top speed for the windshield wipers until the windshield wiper stalk is moved from the intermittent/rain sensor position. If the fault recurs, intermittent wiping will be activated when the wiper stalk is next moved to the intermittent/rain sensor position, although at a fixed interval.

Scheme 195

The interior roof lighting and reading lamps, front (3/117) and rear (10/150), five lamps in total, are controlled via the upper electronic module (4/70) in that they are supplied with voltage directly from the control module when each switch is activated. The courtesy lighting is also activated when the doors are opened or when local lighting is activated.

Data is sent to the upper electronic module from the central electronic module (4/56) via the Control area network (CAN). This data indicates which doors or tailgate/trunk lid are opened or closed.

The request for keyhole lighting, courtesy lighting and cargo compartment lighting is sent from the upper electronic module to the central electronic module (4/56) and rear electrical module (4/58) via the Control area network (CAN).

Cargo compartment lighting in the V70 and the V70XC (10/25) is also supplied with voltage by the upper electronic module. The lamp is activated when the central electronic module indicates to the upper electronic module that the tailgate is open.

Sun visor lighting (10/114-115) is supplied with voltage by the upper electronic module using the voltage supply signal EXT. X. The lamp is activated when the flap covering the mirror in the sun visor is opened.

AUTOMATIC REAR VIEW MIRROR ANTI-DAZZLE

The upper electronic module receives data from two photo sensors, one on the front and one on the reverse of the rear view mirror. If the upper electronic module determines that the anti-dazzle function is required, a signal is sent to the electro-chromatic mirror which diffuses to the level required.

The signal transfer occurs internally in the rear view mirror, and is carried out directly between the upper electronic module and the anti-dazzle function.

Scheme 196

The seat belt reminder is activated when the upper electronic module (4/70) receives a signal from the central electronic module (4/56), via the Control area network (CAN), which indicates that the seat belt is not engaged despite someone sitting in the front seat. Data is also transmitted to the driver information module (5/1) which indicates to the driver that the seat belt is not being used in one of the front seats.

The most important task of the upper electronic module is to manage the following functions

1. Siren
2. Sun roof
3. Movement sensor
4. Rain sensor
5. Interior roof lighting
6. Cargo compartment lighting (V70 and V70XC)
7. Sun visor lighting
8. Remote control
9. Automatic rear view mirror anti-dazzle
10. Seat belt reminder.

The control module is integrated in the rear view mirror. If the control module is replaced, the rear view mirror assembly must also be replaced.

The upper electronic module communicates partly with components which are directly connected and partly 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 through an integrated diagnostic system A diagnostic trouble code (DTC) is stored if the control module detects an error. In certain cases the upper electronic module replaces the faulty signal with a substitute signal.

Diagnostic trouble codes (DTC) are stored in the control module memory. The data can be read off using the VIDA (Volvo scan tool).

A simple way to check that the upper electronic module is supplied with power is to activate the seat belt reminder function Activate the seat belt reminder by sitting in the driver's seat. Switch on the ignition, do not fasten the seat belt. If the seat belt reminder lights, the upper electronic module is supplied with voltage. Another way of checking that the upper electronic module is supplied with voltage is to switch on the rear reading lamps.

The table below summarizes input and output signals to and from the upper electronic module. The signal types are divided into directly connected signals, serial communication and Control area network (CAN) communication. The illustration below displays the same information and the Volvo part numbers.

Scheme 197