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PCB Relays ***
K11
K12
K13
K14
K15
K16
K17
K18
K19
K20
K21
K22
K23
K24
K25
K26
Washer Headlamps
Cooling Fan
Cooling Fan
Low Beam HID / DRL
Ignition 15
Diesel Fuel Heat, Secondary Air Pump
Window / Mirror Defog
Trunk release
RR Wiper
High Beam LH / RH
Horn / Dual Horn
Fog Lamp
Washer Front
Washer Rear
ATWS Horn
ATSL
220
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
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WSS (Wheel Speed Sensor)
The wheel speed sensors are used in conjunction with a magnetic encoder.
They measure and transmit information pertaining to the angular position
changes of the vehicle’s wheel to the Electronic Brake Control Module
(EBCM), which the sensors are directly connected to.
Block diagram WSS
magnetic fields
sensor head
Wheel
Speed
Sensor
GND signal
Functional description WSS
The sensor is based on MR technology. At the wheel, a disk with 48 magnetic fields on it is
mounted. The sensor is installed on the chassis. If the wheel moves, the sensor head detects
changes in the magnetic field in front of it and represents this signal as an electric pulse on
the signal line.
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Cavity
Circuit #
1/B
2/A
830
873
Circuit Description
Wheel Speed Sensor Signal
Wheel Speed Sensor Low Reference
222
A30
A30
Pigtail Wire Color
Pigtail Wire Gauge
Terminal Plating
Shield Group
Twist Group & Rate
Minimum Wire
Gauge
Max. Wire
Resistance
Connectors and pin assignment WSS
X1
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Main Functions
Customization
The driver is able to customize the car’s behavior. Therefore a customization menu is
available. All available options are explained below.
Vehicle Settings
Climate and Air Quality
Label
Auto Fan Speed
Air Conditioning Mode
Air Quality Sensor
Auto Cooled/Vented Seats
Auto Heated Seats
Remote Start Auto Seat Cool*
Remote Start Auto Heat Seats*
Rear Zone Temp
Option 1
High
On
Off
On
On
Off
Off
Rear Off
Auto Defog
Auto Rear Defog
*= Only in US
On
On
Option 2
Medium
Off
Low sensitivity
Off
Off
On
On
Rear Mimic
Front
Off
Off
Option 3
Low
Last setting
High sensitivity
Option 1
Off
Normal
Off
Off
Option 2
On
High
On
On
Rear Last
Known
STD / OPT
STD
STD
STD
OPT
OPT
OPT
OPT
OPT
OPT
OPT
Comfort and Convenience
Label
Easy Exit Driver Seat
Chime Volume
Auto Parking Mirror Tilt
Auto Mirror Folding
STD / OPT
OPT
STD
OPT
OPT
Collision / Detection Systems
Label
Park Assist with Towbar
Option 1
Off
Option 2
On
Option 3
Tow Bar attached
STD / OPT
OPT
Lighting
Label
Vehicle Locator Lights
Exit Lighting
Option 1
On
Off
Option 2
Off
30 Seconds
223
Option 3
Option 4
1 Minute
2 Minutes
STD / OPT
STD
STD
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Power Door Locks
Label
Unlocked Door Anti Lock Out*
Auto Door Lock
Auto Door Unlock
Delayed Door Lock*
*= Only in US
Option 1
Off
Off
All doors
Off
Option 2
On
On
Driver door
On
Option 3
Off
STD / OPT
STD
STD
STD
STD
Remote Locking, Unlocking, Starting…
Label
Remote Unlock Light
Feedback
Remote Lock Lights/Horn
Feedback
Remote Door Unlock
Memory Remote Recall
Passive Door Unlock
Passive Door Lock
Remote Left in Vehicle
Reminder
Option 1
Option 2
Flash Lights
Off
Lights & Horn
Lights Only
Driver Door
Off
All Doors
On with Horn
chirp
On
All Doors
On
Driver Door
On
Option 3
Option 4
STD /
OPT
STD
Horn Only
Off
STD
STD
OPT
OPT
OPT
Off
Off
OPT
Return to factory settings
Label
Return to Factory Settings
Option 1
No
224
Option 2
Yes
STD / OPT
STD
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Driving mode selection
The driver has the ability to change the chassis systems’ behavior within a certain range.
Examples for labeling these modes are:
• Sport
• Intelligent
• Comfort
These driver selectable modes represent a pre determination. But they can’t utilize the full
benefit of using smart chassis systems for vehicle ride and handling and active safety since
the performance of the different active chassis subsystems will depend on the driver
selection and not on the actual driving situation. So the driver is supported by a application
software called “Driving Mode Control (DMC II)”.
Functional description Driving mode selection
The interface of this system to the driver is a button placed in the center console / stack. It is
specified with the nomenclature of the possible, user selectable modes, i.e. “sport” and
“Intelligent”. When the driver pushes the button the first step of the whole process is
performed – the push event is evaluated.
„Sport“ switch
BCM
Sport
send to TCM +
ECM,
Body
Touring
Control
i.e. „Sport switch
pressed“
Module
…
TCM
-
broadcast to EBCM,
Traction
i.e. „Sport mode“
Control
Module
The BCM reads the button state and forwards its information to TCM or ECM if TCM is not
available. TCM/BCM is responsible for creating a signal representing the user-selected
mode. This is done by a state machine:
TCM state machine
65x
Intelligent
Default
Sport
Comfort
This state machine is necessary to allow multiple, configurable options in different cars.
Within every Saab, the same scheme is used.
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The driver is able to change modes in the direction of the arrows. As shown in the drawing
changes are possible to any state, not depending on the actual state. There is one rotary
switch to provide this opportunity: A “Sport” mode, “Intelligent” mode and a “Comfort”
mode. The actual user-selected driving mode is represented by LEDs installed in the switch.
(By calibration, the behavior of the state machine is changeable. So for example, it could
not be possible to go directly from “Sport mode” into “Comfort Mode”. The state machine
may force to pass via “Default mode”.)
The most important input value for leading the chassis systems into a defined mode is the
user switch. However, for every user selected mode various calibrations can be
implemented. That means that the car can adjust the user selection within a certain range.
But it will never lead the systems into a mode that completely differs from the driver’s
selection.
A detailed overview on how this works is shown within the next diagrams:
DMC II
Damping
SADS
EBCM
receive state from
-
TCM, i.e. „Sport“
Electronic
broadcast
Steering
DMC II state
VES
Brake Control
Module
Driveline
RDCM
TCM sends the encoded, user-selected mode to the EBCM. In that module, an application
software called DMC II is running. This is the core software responsible for the dynamic
driving mode selection. Its task is to determine the driver’s behavior. It can differentiate
between several driving manners, such as soft driving or active driving. The outcome of that
information – combined with the driver’s selection – is the vehicle’s behavior. This
information is forwarded to the chassis systems.
The next scheme should give some more detailed information on how DMC II acts. Please
note, that it is just an example. Real calibrations and labeling may differ.
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driver‘s selection (by switch)
adapted selection (by DMC II)
Comfort
State 1
Sport
State 2
State 3
State 4
„Sport mode“
The picture shows possible chassis systems’ behaviors – “State 1…4”. This is the information
sent to SADS, VES, RDCM, … which evaluate the information and react in a defined way:
• dampers react softer / harder
• steering gets easier / harder
• rear drive is switched on / off
• …
What should be clear also is that the driver’s selection is the key input for the finally selected
state. DMC II will never select a state out of the driver selected range. But it may adjust the
selection. If the driver selected “Sport mode”, DMC II has the ability to decide whether “State
3” or “State 4” is applied. This decision is based on driving facts. For example: The driver
selects “Sport mode” but drives very conservatively. He would feel uncomfortable with i.e.
extremely hard dampers. For that reason, DMC II decides to lead the systems into a more
comfortable state which could be “State 3”. But if the driver drives very racy, DMC II will
recognize that and switch to a more sporty state, i.e. “State 4”. Both is called “Sport mode”.
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EPM (Electric Power Management)
The Electric Power Management (EPM) guarantees highest battery life due to controlling the
generator and intelligent power distribution.
Before concentrating on the functional description of EPM, some terms have to be
explained.
EPM blockdiagram
Body Contro Module (BCM)
The BCM is the master for EPM functionality.
It measure the current with a sensor mounted between the battery minus(-) pole
and chassi ground. It also measure the minimum battery voltage during engine crank with
a good accuracy at all temperatures.
By estimating the battery temperature the most valueble input data is know to be able to
run the EPM System
RVC Generator
To vary the voltage from the generator, the conventional generator has been replaced by a
“Regulated Voltage Control (RVC) Generator”. By a PWM signal is possible to adjust the
output voltage of the generator taken from the algorithm and calculations made in the
BCM.
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Regulated Voltage Control
The Regulator Voltage Control (RVC) will result in the battery being charged at its optimum
voltage for each certain voltage mode. The optimum battery charge voltage will be
converted to a percent duty cycle command that will be sent to the ECM via serial data link.
The ECM will then place the 128 Hz PWM Duty Cycle on the L line. The regulator in the
generator will then adjust the regulated voltage set point according to the commanded
duty cycle (see figure). When the generator is at full field the RVC algorithm is unable to
control the generator-regulated voltage.
15.5 V
±0.25
Cold, or Fast
Charging
(Also Stuck-at-Low, or Open-Circuit, after being enabled)
Default Setpoint
13.8 V
±0.25
Dead zone
Default
Setpoint
Hot, or Slow
Charging
(Also Stuck-at-High)
Float Voltage
13 V
Resolution: < 70 mV per step
11.0 V
±0.25
Note: This approach provides fail-safe generator
operation if the “L” line becomes opencircuited (while the engine is running).
Low setpoint voltage
to temporarily unload
engine.
Start-up
0
5
10%
≈ 45
≈ 60
90
95
100%
PWM % Duty Cycle at “L” Terminal (0.5% increments)
Battery SOC
SOC is defined as the remaining capacity (in amp-hours) in a battery when a fully charged
battery is discharged with a constant current (C20-rate capacity) in 25Cdeg until the battery
reach 10.5V. are referenced to C20-rate capacity. The SOC is expressed in a percentage
value and ranges from 0% to 100%.
The SOC calculations in the EPM system can be determined in two ways.
1. If the cars have been switch if for more that 16h the battery voltage (Open Circuit Voltage
OCV) is measured and the SOC calculated by using values stored in a programmed table.
2. During running and key ON position , the State Of Charge (SOC) is calculated by a
current sensor mounted between the batter (-) pole and chassi ground.
Diagnostic
Diagnostics are used to ensure that the system is working properly and the proper
Diagnostic Trouble Codes (DTCs) or Telltales are activated when an error occurs in the
system. Subsystem and Generator faults will be tested to ensure that the system responds
correctly to these types of errors concerning the RVC system.
Diagnostic Trouble Codes (DTCs) Table
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