Page 61
TCM (Transmission Control Module)
The Transmission Control Module is the responsible device for shift gears in automatic
transmissions.
Block diagram TCM
Batt
High Speed CAN
Ground
TCM
Transmission
Control
Module
Shifter
Transmission
Functional description TCM
Diagnostics
For diagnostic purposes the transmission control module (TCM) communicates with the
serial tester via HSCAN bus.
Driver Information (Displays and Gauges)
TCM sends some information to platform representing the actual status of the transmission.
The following information will be shown or used as input to information shown in the driver
compartment:
• Service Transmission
• Transmission Gear information (Selected, Commanded…)
• Transmission Shift Lever Position
• Driver Preference mode (E.g. sport Mode)
• Transmission Oil Temperature
60
Page 62
Function Drive Position Selection / Manual Sequential Shift
Drive Position Selection
The selected drive position in the automatic shift lane is transmitted mechanically via an
installed bowden cable from the shift lever position switch to the automatic transmission.
The shift lever position switch recognizes the actual position of the shift lever and transmits
it to the TCM.
Manual Sequential Shift (Tiptronic mode)
The selection of the manual shift lane right beside the automatic shift lane for manual
shifting cannot be supervised mechanically and is therefore transmitted by a CAN message.
The selection of the Tiptronic mode is detected by the BCM and will be transmitted via CAN
to the TCM. The information from the shift lever to the BCM is hardwire coded and under
platform responsibility. In the BCM this information is transferred into a HSCAN message
and received by the TCM. The Tap Up/Tap Down request is sent via HSCAN message as
well.
Function Drive Position Selection Display
The actual gear position is sent by the TCM and received by the BCM via HSCAN. In the
BCM this information is transferred into a LSCAN message and received by the IPC. Upon
reception of certain necessary CAN signals the IPC will show the actual gear position in the
IPC display.
Backup light
The actual gear position is sent by the TCM and received by the BCM via HSCAN. The BCM
will activate the backup lights as long as the message “reverse gear engaged” is sent by the
TCM.
Driver Preference Mode Functionality
If supported, the driver can select between a number of driver preference modes by a
momentary rotary switch e.g. Sport Mode. The TCM will interpret the mode selected by the
driver via switches (serial data from BCM) and inform the vehicle of the currently selected
driving mode.
In each new ignition cycle the driver preference mode will be reset to the default (normal)
mode.
Upon detecting the alternate driving mode requested the TCM may adapt the shift lines e.g.
when Sport Mode is selected the shift lines are adapted in order to enable a more
progressive driving.
61
Page 63
Starter Control
The starter control relay is connected with the shift lever module. Only as long as the
selected drive position is “P” (Park) or “N” (Neutral) the relay will be engaged upon start.
Emergency program
In case the TCM detects a failure it will go into emergency mode. During emergency mode
the functionality of the transmission will be limited due to self protection. On the other hand
there will be obtained a maximum possible functional availability in order to restrain the
driver as less as necessary.
On Board Diagnostics
The ECM detects failure modes by onboard diagnostics (EOBD, OBDII) and provides
diagnostic services via serial data communication with a Generic Scantool to retrieve
detected faults and information etc in order to facilitate trouble shooting and repair.
Enhanced Diagnostics (Workshop)
The ECM provides (enhanced) diagnostic services via serial data communication with Saab
workshop dedicated testers to retrieve detected faults and information etc in order to
facilitate trouble shooting and repair.
Enhanced Diagnostic services do also provide ECM calibration and software reprogramming
capability
Connectors and pin assignment TCM
Battery Positive Voltage
62
Pigtail Wire Color
Pigtail Wire Gauge
Terminal Plating
Shield Group
340
Circuit Description
Twist Group & Rate
Circuit #
1
2
Minimum Wire
Gauge
Max. Wire
Resistance
Cavity
X1
Page 64
3
4
5
6
7
8
9
10
11
12
13
14
15
16
275
2501
2500
2500
150
Park Neutral Position Switch Park Signal
High Speed GMLAN Serial Data (-) (1) - (in)
High Speed GMLAN Serial Data (+) (1) - (in)
High Speed GMLAN Serial Data (+) (1) - (out)
Ground
339
206
Run/Crank Ignition 1 Voltage
Accessory/Run/Crank Ignition 0 Voltage
2501
High Speed GMLAN Serial Data (-) (1) - (out)
63
B
B
A
A
Page 65
VES (Variable Effort Steering)
The Variable Effort Steering uses an electromagnetic force to vary the amount of required
steering effort in relation to vehicle speed.
Block diagram VES
Functional block diagram:
VES
Batt
-
1
6,7,
13,14
High Speed CAN
Ground
10
Variable
Effort
2
Control
3
Low Ref
Solenoid
Steering
Mechanical drawing:
Valve Body to
Pinion Connection
Electrical
Coil
Inner & Outer Pole Magnet & Magnet
Retainer
Base Torsion Bar
Input Shaft
Valve Body
Outer Pole to
Valve Body
Connection
64
Inner Pole to
Input Shaft
Connection
Page 66
Functional description VES
The Variable Effort Steering varies the torsional rotation
rate of the steering gear. An electromagnet inside the
steering gear produces the variable torsional rate.
During low speeds and parking, VES reduces the torsional
rate at the valve, reducing steering effort. The strong
repelling forces inside the solenoid aid column rotation.
At mid speeds, the magnetic effect is overridden, resulting in conventional powered steering
effort feeling. This is the turning point from increased to reduced steering effort.
At high speed, the electromagnets are fully energized, so extra force is required to
overcome the magnetic force. Torsional rate increases, enhancing steering system sensitivity
and road feel.
65
Page 67
Connectors and pin assignment VES
1
X1
66
A20
A20
B40
B40
C40
C40
Pigtail Wire Color
Battery Positive Voltage
Variable Effort Steering Solenoid Control
Variable Effort Steering Solenoid Low Reference
Serial Data Communication Enable
High Speed GMLAN Serial Data (+) (1) (IN)
High Speed GMLAN Serial Data (-) (1) (IN)
Ground
High Speed GMLAN Serial Data (+) (1) (OUT)
High Speed GMLAN Serial Data (-) (1) (OUT)
Pigtail Wire Gauge
A40
1295
6641
5986
2500
2501
A50
2500
2501
Terminal Plating
1
2
3
5
6
7
10
13
14
Shield Group
Circuit #
Circuit Description
Twist Group & Rate
Cavity
Minimum Wire
Gauge
Max. Wire
Resistance
14
Page 68
FSRACC (Full Speed Range Adaptive Cruise Control)
The FSRACC is a system comprising of not only the FSRACC module itself but also several
other ECU’s and actuators to be able to function correct. The FSRACC module itself is a
RADAR ECU with its bracket situated behind a protective surface in the grille of the vehicle.
FSRACC includes two main feauters:
• FSRACC – Full Speed Range Adaptive Cruise Control
• FCA – Forward Collision Alert
Block diagram FSRACC
FSRACC
Batt
3
HS CAN
7,8
CE CAN
7,8
Ground
1,2,
5,9
ECU
67
With
integrated
RADAR
sensor
RADAR
Page 69
Functional description FSRACC
FSRACC includes two main functions:
• FSRACC – Full Speed Range Adaptive Cruise Control
• FCA – Forward Collision Alert
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.
Adaptive Cruise Control
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.
Forward Collision Alert
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.
68
Page 70
Connectors and pin assignment EBCM
3
872
Wheel Speed Sensor Signal Right Front
D55
4
7065
Wheel Speed Sensor Supply Voltage Right
Front
D55
5
2500
High Speed GMLAN Serial Data (+) (2)
A40
6
2501
High Speed GMLAN Serial Data (-) (2)
A40
8
2501
High Speed GMLAN Serial Data (-) (1)
B40
9
2500
High Speed GMLAN Serial Data (+) (1)
B40
10
7128
Wheel Speed Sensor Supply Voltage Right
Rear
F55
11
882
Wheel Speed Sensor Signal Right Rear
F55
13
A50
Ground
25
A42
Battery Positive Voltage
27
830
Wheel Speed Sensor Signal Left Front
C55
28
7064
Wheel Speed Sensor Supply Voltage Left
Front
C55
29
333
Brake Fluid Level Sensor Signal
33
5986
Serial Data Communication Enable
34
1903
AAS Wheel Speed Sensor Signal Left Front
35
7127
Wheel Speed Sensor Supply Voltage Left
Rear
E55
36
884
Wheel Speed Sensor Signal Left Rear
E55
38
A50
Ground
69
Pigtail Wire Color
Battery Positive Voltage
Pigtail Wire Gauge
A40
Terminal Plating
1
Circuit Description
Shield Group
Circuit #
Twist Group & Rate
Cavity
Minimum Wire
Gauge
Max. Wire
Resistance
X1