Page 11
Pin assignment of diagnose jack
Cavity
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Signal
Single-wire CAN_High
Mid-speed CAN_High
Ground (Terminal 31)
Signal ground (Terminal 31)
High-speed CAN_High
Offboard diagnostic for radio and telematics
Mid-speed CAN_Low
High-speed CAN_Low
Power supply (Terminal 30)
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Page 12
High Speed CAN
ECU arrangement
11
Page 13
Advanced Forward Lighting (AFL)
The AFL is a system that automatically controls the headlamps in order to optimize the
lighting comfort for the driver as well as oncoming traffic. Based on on-board information
related to vehicle motion and ambient light conditions, the AFL system provides different
light distribution modes dynamically. It also levels the headlamps vertically to avoid
dazzling. By determining different driving situations, it constantly strive to provide best
possible field of vision without dazzling any other road-users.
The AFL system distinguishes daylight and evening/night-light and will only adapt the light
distribution during evening and night, i.e. at dark ambient conditions. Ambient light
condition is provided by the Rain/Light Sensor Module (RLM)
As an option, the AFL system can be equipped with a light sensitive forward looking
camera, adding the ability to automatically control activation/deactivation of high beam.
This functionality is referred to as “Smartbeam”. In vehicles with such functionality, the
driver has the choice of either controlling the high beam manually or let the system run in
automatic mode. Camera based light source detection is provided either by High Beam
Select Module (HBSM) or Image Processing Bundle. (IPB)
Feature: Bending Lights
Bending lights is a feature that makes the headlamps
swivel in order to light up the road in curves. Based on
vehicle speed, steering wheel angle and yaw rate, the
swivel angle is calculated for optimal light distribution
through the curve.
Feature: Dynamic Automatic Headlamp Leveling (AHL)
Automatic headlamp leveling is a feature that dynamically controls the vertical low beam
light distribution based on vehicle longitudinal inclination in order to avoid dazzling of
oncoming traffic. Leveling control is based on inclination information measured on front and
rear axle level sensors as well as by acceleration/deceleration information and vehicle
speed.
Light distribution:
Town Light
Town light is active at vehicle speeds below 50 km/h.
It provides a relative short but wide light distribution
adapted for driving in town.
Xenon power: 32W
Light range: ~60 meters
Left swivel:
-8 deg
Right swivel: 5 deg
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Light distribution:
Country Light
Country light is active between 50 – 100 km/h. It provides
a light distribution that illuminates the right hand side of
the road more than the left hand side. This is to be able
to see distant hazards such as animals and not dazzle
oncoming traffic.
An eventual “fail safe” mode of the AFL system enters country light.
Xenon power: 35W
Light range: ~130 meters
Left swivel:
0 deg
Right swivel: 0 deg
Light distribution:
Motorway Light
Motorway light is activated due to several different
driving situations in speeds above 90 km/h. Depending
on vehicle speed, driving path radius and timing
conditions, either 35W or 38W will be supplied to the
headlamps.
Other technical documentation specifies this more in detail.
Xenon power: 35 or 38W
Light range: ~170 meters
Left swivel:
0 deg
Right swivel: 0 deg
Adverse Weather Light
Adverse weather light is activated at vehicle speeds
below 70 km/h if the windscreen wipers have been
activated for at least 2 minutes.
The HID bulbs will be powered with different values and
the swivel angles will enter different positions.
Left headlamp light distribution corresponds to townlight.
Right headlamp light distribution corresponds to countrylight.
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Page 15
The main advantage is that reflections on the wet ground are reduced to a minimum. This is
noticeable for oncoming road-users as well for the driver. In front of the car a less
illuminated area is realized.
Xenon power: 38W
Light range: ~130 meters
Left swivel:
-15 deg
Right swivel: 0 deg
Tourist Mode
The tourist mode functionality provides the ability to adapt the headlamps positions for left
hand traffic and right hand traffic. The purpose is to not dazzle oncoming road users when
the vehicle is used in countries that have an opposite traffic regulation than where it is
normally used.
The functionality is switched on/off with the “flash to pass” stalk.
The stalk needs to be activated while ignition is switched on and it shall be kept activated
until a telltale in the IPC starts flashing (4 sec) and an acoustic indication is sent. The
activation period takes about 3 seconds.
The AFL system remembers the tourist mode setting over ignition cycles and each time the
ignition is turned on while tourist mode is activated, the IPC telltale will flash to remind the
driver of the tourist mode.
Deactivation is performed with the same sequence as for activating the tourist mode.
Headlamp Range Error Position Adjustment
Based on the diagnostic failsafe strategy, the headlamp leveling motors is moved to a
programmable error position to avoid dazzling the oncoming traffic. A display warning is
given.
It is also possible to automatically switch off the bulb that is out of order. However, the AFL
system will never switch off both bulbs, even if they are both not working correct.
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Page 16
AFL component overview
rye
tt
a
B
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g
ta
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V
1
3
T
e
lb
a
n
E
m
m
o
C
Rea r L ev el
S ens or
N
A
C
_
S
H
N
A
C
_
S
H
V
5
+
l
a
n
g
i
S
Fron t Le vel
Se ns or
d
n
u
o
r
G
l
a
n
g
i
S
V
5
+
A FL
A dv anc ed Front Lig htin g
Ste pp er
Mo tor
Di str.
Step per
Motor
Hor iz.
Step pe r
Mo to r
V ert.
ts
la
a
b
Step per
Motor
D istr.
Step pe r
Mo to r
Ho riz.
Head lam p right
Stepp er
M otor
Vert.
He adlamp righ t
Connectors and pin assignment AFL
X1
X2
NOT
USED
FOR
Saab
65x
Cavity
Circuit
Circuit Description
X1‐1
X1‐2
X1‐3
X1‐4
A50
2165
2185
2500
Terminal 31, GND
VLS +5V supply rear
VLS GND rear
CAN L
15
ts
la
a
b
d
n
u
o
r
G
Page 17
X1‐5
X1‐6
X1‐7
X1‐8
X1‐9
X1‐10
X1‐11
X1‐12
X1‐13
X1‐14
X1‐15
X1‐16
X1‐17
X1‐18
X2‐1
X2‐2
X2‐3
X2‐4
X2‐5
X2‐6
2501
2184
5986
A40
7524
7626
2500
2501
7525
7530
7529
A40
A40
58
57
CAN H
VLS signal rear
Comm Enable Line Pin
n.c.
n.c.
Power supply Terminal 30
VLS +5V supply front
VLS GND front
CAN‐L
CAN‐H
VLS signal front
n.c.
LIN‐Bus right
LIN‐Bus left
Supply SBL right / Power supply Terminal 15
Supply SBL left / Power supply Terminal 15
n.c.
n.c.
SBL right
SBL left
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Page 18
EBCM (Electronic Brake Control Module)
The Electronic Brake Control Module is a component of the brake system and contains an
integrated Traction Control System (TCS) with brake- and engine intervention and an
integrated Electronic Stability Control (ESC).
Block diagram EBCM
Batt
EBCM
-
High Speed CAN
Chassis Expansion CAN
Ground
Electronic
Brake
Control
Module
Wheel Speed FL
Wheel Speed FR
Wheel Speed RL
Wheel Speed RR
17
Hydraulic
Module
Page 19
Functional description EBCM
EBCM includes three main functions regarding brake assistance:
• ABS
• TC
• ESC
Every brake intervention of the EBCM is indicated by a telltale.
TC and ESP can be switched off manually. To disable TC, the driver has to push the
corresponding switch in the IP stack. For disabling ESP, the same switch has to be pressed
for several seconds. It the switch is pushed again, all systems will be reactivated.
In addition to brake features, EBCM is the gateway for High-speed and Chassis Expansion
Bus.
Anti-Lock Braking System
ABS is a system which prevents the wheels from locking while braking. The anti-locking
braking system allows the driver to maintain steering control under heavy braking by
preventing a skid and allowing the wheel to continue to forward roll and create lateral
control, as directed by driver steering inputs.
Traction Control
TC prevents loss of traction (and therefore the control of the vehicle) when excessive throttle
or steering is applied by the driver. The system will vary the engine torque and the brake
moment of the powered wheels.
Electronic Stability Control
The ESC is used to stabilize the vehicle when driving close to the physical limits. The system
compares the driver's intended direction by measured steering angle (SAS) to the vehicle's
actual direction represented by lateral acceleration and yaw rate (IMU) as well as individual
wheel speeds (WSS, directly connected to EBCM). If the vehicle is not going where the driver
is steering, ESC brakes individual wheels and/or reduces excess engine power as needed to
help correct under- or oversteer. In comparison to ABS and TC, ESC additionally
incorporates yaw rate control.
Gateway HS ÅÆ CE
EBCM will gate the necessary messages from HS to CE bus and vice versa. These are mainly
sensor data taken by the Inertia Measurement Unit IMU and the Steering Angle Sensor SAS.
18
Page 20
Connectors and pin assignment EBCM
Battery Positive Voltage
Wheel Speed Sensor Signal Right Front
Wheel Speed Sensor Supply Voltage Right Front
High Speed GMLAN Serial Data (+) (2)
High Speed GMLAN Serial Data (-) (2)
High Speed GMLAN Serial Data (-) (1)
High Speed GMLAN Serial Data (+) (1)
Wheel Speed Sensor Supply Voltage Right Rear
Wheel Speed Sensor Signal Right Rear
Ground
Battery Positive Voltage
Wheel Speed Sensor Signal Left Front
Wheel Speed Sensor Supply Voltage Left Front
Brake Fluid Level Sensor Signal
Serial Data Communication Enable
AAS Wheel Speed Sensor Signal Left Front
Wheel Speed Sensor Supply Voltage Left Rear
Wheel Speed Sensor Signal Left Rear
Ground
19
D55
D55
A40
A40
B40
B40
F55
F55
C55
C55
E55
E55
Pigtail Wire Color
Pigtail Wire Gauge
A40
872
7065
2500
2501
2501
2500
7128
882
A50
A42
830
7064
333
5986
1903
7127
884
A50
Terminal Plating
Circuit #
1
3
4
5
6
8
9
10
11
13
25
27
28
29
33
34
35
36
38
Shield Group
Cavity
Circuit Description
Twist Group & Rate
Minimum Wire
Gauge
Max. Wire
Resistance
X1