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
- Drive cover
- Gear wheel
- Solenoid magnet
- Battery terminal
- Rear end and bearing
- Carbon brush holder and carbon brushes
- Commutator
- Armature
- Permanent magnet
- Armature housing
- Planetary train
- Lever with free rotating clutch
- 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 (30) From the battery positive terminal
- #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
- 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
- Pull-in winding. Pull in the moving steel core. Disconnect when the moving steel core reaches the bottom position
- Hold-in winding. Holds the moving steel core in position for as long as the control solenoid is supplied
- Fixed steel cores. Stop position for the moving steel core
- Contact spring
- Fixed contacts. Closes when the moving switches reach the fixed switches
- Terminals. One for the battery and one for the DC motor
- Moving switch. Switch which closes the fixed switches
- Moving shaft. Affected by the moving steel core and connects the moving switches with the fixed switches
- 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
- Pinion shaft with splines
- Ring gear (fixed section)
- Planetary gear (connected to the pinion shaft)
- Sun gear (connected to the rotor)
- Armature
- 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