FB BBGANG 14:50 functional description:


The function represents the transition information (gangi) available, among other things, for a parameter change in the drivability functions and cruise control (FGR) is required. For the three transmission variants, manual, switch-stage automatic and CVT, comes to each of a different method to use.

Gear detection during manual switch:
The ratio of engine speed to vehicle speed (n / v-money ratio) is stationary in the manual transmission approximately proportional of the overall translation and can therefore be used to identify the selected gear. Due to torsion in the driveline and tolerances in the signal detection, this ratio differs more or less of the theoretical expected value in practice however. Depending on the nature of the powertrain, the adjacent areas of transitions can also overlap.

It is therefore for each gear (1-6), upper and lower threshold provided that narrow the plausible n / v-money value range. As long as the n / v-money ratio is within the boundaries of the last recognized gear, this course is maintained. Otherwise, it is checked in ascending order for each gear, if the n / v-money ratio is in the appropriate range. With the vehicle stopped or in case of implausible ratio, gangi is set to 0. On the evaluation of the clutch switch is dispensed, because it is often already activated when pressing the clutch pedal, without the frictional connection is interrupted. The detection of the reverse gear is not provided because the gear ratio is usually only slightly from that of first. Gear differs and the speed signal take only positive values.

Transitional stage automatic recognition:
The received CAN transition information from the transmission control is used. It is in driving position P or N to 0 and the Reverse gear 7.

Transition detection in CVT:
In driving position P or N, in reverse and in tip-alley, the received CAN transition information from the transmission control used. In position D, the transition information is also calculated at the CVT transmission like a manual transmission from the n / v ratio. However, the response in case of implausible values that can be assigned to a field, or when the vehicle is set to 1 instead of 0.

Extension for SUVs:
So that the transition detection range (with NSHAPE intermediate clutch) works properly also when in the low road vehicle, which is n/v-Ratio divided by the translation of the intermediate wheel. In this way, the same as in normal operation range limits is used.

I'm trying to help a friend with a problem fitting a six speed in-to a five speed car.

The car originally was never fitted with a six speed and as far as I can tell, none of it's variants were either.

NVQUOT6 are both set to zero and the car, when in fifth and sixth exhibits torque limiting type issues, opening and closing of throttle etc.

So, thinking out-loud I'm thinking of setting the NVQUOT maps up for the six speed AND making a code change in BBGang.

movb    rl6, #6 will become movb    rl6, #5.

I need to go through the FR more, but does anyone have any wisdom to input in-to this?  I can't help thinking that spoofing sixth might have a domino effect elsewhere.

Volvo P80 chassis.

The M66 has a longer final drive I think?

No not tried anything yet, just at the theory stage.

I think the BBGANG setup from my caR and a patch would work nice but maybe I'm over thinking it.

I'd expect it to send the torque model nuts!?!

I've also had it on good authority that it doesn't work.