\u00a0The 984TE gearbox is equipped with a system called\u00a0Park-by-Cable; <\/strong>this adopts a traditional cable connection between the gear lever and the valve body, and controls the position of the parking hitch and manual valve: parking, reverse, neutral and forward gear.<\/strong><\/p>\n Parking hook<\/strong><\/p>\n In the parking pawl system used on the 948TE, there is a mechanical connection via bowden, between the gear lever and the gearbox itself. The valve body Park-by-Cable<\/strong> has a manual valve with inputs for the positions: park, reverse, neutral and forward.<\/p>\n The connection between the gear lever and the manual valve shaft also allows the operator to exert direct control over the parking hitch.<\/p>\n Bypass valve\u00a0<\/strong><\/p>\n The 948TE transmission utilises a bypass valve within the cooling circuit that allows liquid flow past the radiator until the liquid reaches operating temperature. Once the set temperature is reached, the valve opens allowing the flow to pass through the radiator. For safety reasons, the bypass valve is also designed to prevent flow through the radiator when a restriction in the cooling circuit occurs, causing an excessive increase in pressure. <\/p>\n Electronic Gear Shift Module (ESM)<\/strong><\/p>\n It is a part of the gear shift lever block and monitors gear selection. The ESM communicates via the CAN-C network and provides the signal to the RF Hub for unlocking the lever, which is therefore not the responsibility of the gearstick control module: TCM.<\/p>\n TCM gearbox control module<\/strong><\/p>\n The TCM module, fixed on the outside of the gearbox, controls and regulates the entire management system, communicating with the control unit on the ESM gear selector and providing 'status and requests' via the CAN-C network.<\/p>\n The information passes through the body computer, which makes it available to the other network nodes; in particular, signals relating to the operating status of the gearbox are sent to the instrument panel, which are shown via the display for \"gear engaged\" and warning lights\" \"gearbox failure\" - \"gearbox oil overheating\" .<\/p>\n In the system's operating logic, there is also a 'key lock' function (key lock if the gear selector is not in P).<\/strong>\u00a0This function is managed by sending a signal to the ESM control unit, which, via the command to the locking solenoid incorporated in the ignition switch, does not allow the car to start.<\/p>\n In conclusion, below are the error codes set in the system, which and during diagnosis provide the status of the faults:<\/p>\n![\"\"](\"http:\/\/www.checkstar-techblog.it\/wp-content\/uploads\/2017\/07\/park-by-cable.jpg\")
<\/p>\n![\"\"](\"http:\/\/www.checkstar-techblog.it\/wp-content\/uploads\/2017\/08\/gancioStazionamento.png\")
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\nThe parking linkage inside the gearbox, which remains similar to previous designs, is spring-loaded by default when in the parking position. The parking pawl engages in the teeth of the parking gear on the drive shaft to prevent it from moving<\/p>\n![\"\"](\"http:\/\/www.checkstar-techblog.it\/wp-content\/uploads\/2017\/08\/corpo-valvole.jpg\")
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\n![\"\"](\"http:\/\/www.checkstar-techblog.it\/wp-content\/uploads\/2017\/08\/valvola-bypass.png\")
<\/p>\n![\"\"](\"http:\/\/www.checkstar-techblog.it\/wp-content\/uploads\/2017\/08\/leva-cambio.png\")
<\/p>\n![\"\"](\"http:\/\/www.checkstar-techblog.it\/wp-content\/uploads\/2017\/08\/modulo-gestione.png\")
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