DIAGRAMAS AXOR (01-15) .De - PT

FH(4)
CONHECIMENTO BÁSICO DO PRODUTO

MULTIPLICAÇÃO INTERNA W1404
Quality and Tech Support Trucks

Conteúdo
TEA 2+ ............................................................................................................... 3
Data bus comunication ............................................................................... 4
Backbones ................................................................................................... 5
Subnets......................... ............................................................................... 6
LIN ................................................................................................................ 7
Flexible Switches ........................................................................................ 8
Data Bus Topology......................... ............................................................. 10
HMI ..................................................................................................................... 11
Instrumentation ............................................................................................. 12
DID Simulation ......................... ..................................................................... 13
SID ................................................................................................................. 14
SID Simulation .............................................................................................. 15
ELETRICAL ........................................................................................................ 16
Wiring Diagram ............................................................................................. 17
Power managment .......................................................................................... 19
Battery sensor .................................................................................................. 21
Lights ............................................................................................................... 22
CHASSIS ............................................................................................................. 25
APM ................................................................................................................. 26
Eletric parking brake......................................................................................... 33
Sensing valve function ..................................................................................... 40
EBS/EBD........................................................................................................... 42
ECS .................................................................................................................. 43
Wireless ECS .................................................................................................... 46
Mega valve ......................................................................................................... 49
Compressor....................................................................................................... 51
CAB ........................................................................................................................ 54
Volvo Dynamic Steering ................................................................................. 55
Steering whell column ..................................................................................... 67
ESCL................................................................................................................. 68
IFS ....................................................................................................................... 69
Driver information............................................................................................ 81
New acessories................................................................................................ 82
Climate ................................................................................................................... 83
IPC .................................................................................................................... 84
TEA2+
Notes
Page 3
Data bus communication

CAN and LIN
Two different types of data bus are used to connect all the ECUs, switches and other
components.
- CAN (Controller Area Network)
- LIN (Local Interconnect Network)
CAN is a high-speed (up to 500 kbit/s) communication system used between ECUs and other
components.
LIN is a slower (9.6 kbit/s) communication alternative used mainly for switches and sensors.
Notes
Page4
Backbones
There are two main CAN data buses called "Backbone 1" and "Backbone 2".
These two data buses handle the main part of the data communication in the truck.
Backbone 1 operates using 250 kbit/s.
Backbone 2 operates using 500 kbit/s.
Notes
Page 5
Subnets
These two data buses have a number of additional smaller data buses (subnets).
These are connected to different ECUs, and data from these subnets can reach the backbone
data buses only through the corresponding ECU.
All of these data buses are CAN buses using 250 or 500 kbit/s communication speed.
Note that the VTT PC does not connect directly to the CAN networks. It connects through the
A187 ECU using the special ISO14229 protocol. The same ECU also controls the OBD
diagnostics.
Notes
Page6
LIN data buses

The slower LIN are used mainly to connect switches, but other components can be connected
using the LIN.
Every LIN is connected to an ECU that controls all communication for that LIN.
The picture shows an example where LIN data buses are used to connect different switches.
The biggest difference between LIN and other data bus standards used in the past, is that LIN is
a "Master/Slave" type of data bus.
This means that the only unit that can initiate communication is the "Master". The "Slaves" only
send out information when the "Master" asks for it.
Notes
Page 7
TQuality and Tech Support Trucks
Switches
Flexible switches
Flexible switches are a new type of switch. The name ”flexible” indicates that the location of the
switches is flexible.
The switches are mounted in switch holders that can house up to four different switches.
In the truck there can be up to ten different switch holders, and in theory, a flexible switch can be
placed in any of these forty positions.
When the ignition key is switched on (accessory mode), the ECU that the switch holders are
connected toreceives information about the switches that are connected to it.
The connected ECU then monitors the connected switches, and sends information about the
switch positions to the truck's data buses.
Notes
Page 8
Possible switch locations

The flexible switches are all controlled by the CIOM.
As can be seen in the picture, there are also other types of switches connected to the same LIN
data buses. These are ELCP (External Light Control Panel) and ILCP (Internal Light Control
Panel). These switches are not “flexible” since they cannot be re-located.
The other switch positions on the dashboard are used by switches that are “hard-wired”, i.e.
using dedicated wires.
Notes
Page 9
Data bus topology

ECU locations
The basic concept of TEA2+ is that complex data processing tasks are now distributed to several
units instead of one central unit.
The advantages are fewer cable installations and that the system is easier to expand when
adding new functionality in the future.
Working with TEA2+ is similar to previous vehicles when it comes to fault tracing, diagnostics
and programming.
On the following pages the main parts of the TEA2+ architecture will be described in more detail.
Notes
Page 10
HMI
Notes
Page 11
Instrumentation
IC
The instrument cluster (IC) contains a centrally placed speedometer. Inside the speedometer is
the rev counter and a small display showing the status of various systems, including Cruise
Control and I-Shift.
To the left in the IC is an information display showing coolant temperature, fuel level and AdBlue
level.
The same display also shows the clock, digital speedometer, temperature, trip and odometer.
To the right in the IC is the DID (Driver Information Display). The DID can be used for many
things and is controlled using the buttons on the right side of the steering wheel.
The instrument cluster also has a number of control and warning lamps located in the upper and
lower part.
SID
Next to the IC is the SID (Secondary Information Display). The SID is available in two different
variants, SID-Low or SID-High.
The SID-Low has a monochrome display measuring 30 x 150 mm (75 x 375 pixels).
The SID-High has a 7” (15:9) colour video display.
The SID is controlled with the buttons located below it, or with the buttons on the right side of the
steering wheel.
To be able to use the buttons on the steering wheel, the ”focus” button must be used so that the
SID can be controlled.
Notes
Page 12
DID simulation
Try the DID (Driver Information Display) using the simulator.
Note that only the main functionality is included in the simulation.
Also note that fault codes are called DTCs (Diagnostic Trouble Codes) and have a new format.
The DTCs are seven characters long and start with B, C, P or U.
For example: B100814, C006154 or U030055
The first letter gives an indication of where the problem is.
B - Body
C - Chassis
P - Powertrain
U - Network (data bus)
Notes
Page 13
SID
SID-Low simulation
Try the SID-Low using the simulator.
Notes
Page 14
SID-High simulation
Try the SID-High using the simulator.
Notes
Page 15
Electrical
Notes
Page 16
TQuality and Tech Support Trucks
Wiring diagram
Cable colours in wiring diagram
The wiring diagrams are similar to earlier models, but the cable colour abbreviations have been
changed.
They now confirm to the IEC 60757 standard.
Notes
Page 17
Circuit numbers
Each circuit in the truck has a unique four digit number.
This number is printed on the cables and can also be seen in the wiring diagram.
The first of the four digits indicates the type ("family") of the circuit.
Note that all the cables in the same circuit have the same number, even if there are several
cables and connectors involved.
Notes
Page 18
Power management
Power modes
To minimize electricity consumption, the truck and its systems can operate in a number of
different "modes". Each mode has a fixed number of ECUs and functions operating.
By limiting the available functions, and only having the necessary ECUs powered up, current
consumption can be kept at a minimum.
The available modes are:

1. Hibernate mode
Special pre-delivery mode, extremely low consumption. It is possible to start and drive the truck
but no electrical functions are available when switched off (e.g. key fob). The DID will display a
message saying that the truck is in hibernation mode every time the key is inserted.
To permanently leave this mode, press the hazard warning light button, release, and then press
again and hold for five seconds.
Note!!! It is not possible to re-activate hibernation mode once this has been done.
2. Parked mode
Most functions inside the cab are unavailable (exceptions: key fob and hazard lights).
3. Living mode
Functions that are used when resting and sleeping are available, e.g. interior lights.
4. Accessory mode
Preparation mode before start, powertrain subnet not started. Functions used when driver is
sitting in driver's seat preparing for start, e.g. wipers and adjusting mirrors.
5. Pre-running mode
Preparation mode before start, powertrain subnet started. Everything is active (but engine not yet
running). Pre-heating is also available if key is turned to pre-heat position (”3”).
6. Cranking mode
Start prioritized. Systems not needed when starting the engine are switched off, e.g. radio and
lights.
7. Running mode
Page 19
Power mode transitions

The picture shows some of the possible transitions between different power modes.
Normally the ignition key is used to switch between the modes. But there are also some other
possibilities.
A - Key fob
”Living” is activated when the cab is unlocked using the key fob. ”Parked” can be activated with a
double-press on the lock button. "Parked" mode is indicated by three quick flashes of the
direction indicators.
B - Ignition key
Each position of the key relates to a mode (except position 3, pre-heat, not shown in the picture).
Note that if you turn the key to ”1” or ”0” while driving, the truck will not leave the drive mode until
the speed is 0 km/h.
C - Engine rpm
When the engine starts (engine rpm increases during cranking) ”Running” mode is activated.
If the engine does not start within 20 seconds, cranking is stopped.
If engine stalls the ”PreRun” mode is activated.
D - Other
There are three more ways of entering ”Parked” mode:
- Switch off the main switch (if the truck has one)
- Press the hazard warning light button, release, and then press and hold for five seconds*
- After 12 hours in ”Living” mode the ”Parked” mode is automatically activated
* The second option is specifically intended for workshop use when working on a truck without
the main switch or key fob. It is used when a truck needs to be put in parking mode to facilitate
disconnection of the batteries. There is a slight difference between this "Parked" mode and the
normal one, in that the key fob doesn't work. So the only way to get into "Living" mode is to use
the ignition key. Don't forget to put the alarm in "Service" mode if the batteries are to be
disconnected.
Page 20
Battery sensor
The battery sensor is located between the minus terminal on one of the batteries and the chassis
ground.
It measures current, individual voltage of the batteries and temperature.
The battery sensor communicates with the CCIOM through a LIN (Local Interconnect Network)
data bus and sends information about the battery SOC (State of Charge) and the SOH (State of
Health). The SOC and SOH are displayed to the driver in the Instrument Cluster.
The example in the picture shows batteries with 5/6 SOH. Of this available SOH, the batteries
have 3/5 SOC.
Notes
Page 21
Lights
Front headlights
The front headlight cluster has a number of different combination possibilities.
The headlights can be dynamic Bi-Xenon, fixed Bi-Xenon or halogen. This can be combined with
a number of different extra light options.
1. Direction indicator, side
2. Full beam (halogen)
3. Dynamic dipped beam (Bi-Xenon)
4. Dipped beam (Bi-Xenon)
5. Dipped beam (halogen)
6. Direction indicator, forward
7. Parking lights and Day-running lights
8. Fog lights
9. Static corner lights
10. Fog lights
11. Extra high beam (spot light)
12. Fog lights
Notes
Page 22
Dynamic bending lights

The dynamic bending only works if the light switch is in “Drive+” position and the speed is above
10 km/h (for more than 5 seconds). It is disabled if the speed is below 8 km/h (for more than 5
seconds).
The BLECU (Bending Light ECU) is located inside the right front headlight cluster. The BLECU
receives steering wheel angle and speed information through a CAN data bus connected to the
FCIOM.
The BLECU controls the stepper motors in each of the headlight clusters. The right light is
controlled directly and the left is controlled through a LIN data bus.
Notes
Page 23
Static cornering lights

The static cornering lights can only be activated if the switch on the dashboard is activated and
the speed is below 36 km/h.
The cornering light is activated together with the corresponding direction indicator. Only the
cornering light on the same side as the blinking direction indicator is active.
When reversing, both cornering lights will be activated together.
Notes
Page 24
Chassis
Notes
Page 25
APM
APM design and function
A new air drier has been introduced with the new FH, APM 2 (Air Production Modulator).
The new APM is not just an air drier, it also replaces the functions of the following:
Regulator, Four way protection valve, Overflow valve, Pressure limiting valve, Safety valves,
Pressure sensors, Blocking valve, Anti-compound valve.
It contains a control unit, component no. A177.
Another advantage is that it operates the Electric parking brake.
Notes
Page 26
APM variants and position

The picture shows the various positions for the Air Production Modulator.
For tractors two locations between chassis members are possible. One just between the cab and
the driven axle (4x2). And one closer to the driven axle (6x2 pusher).
For an APM outside the frame, two different locations are possible. Both are on the left hand
side. One close to the cab behind the left front wheel and the battery box (suitable for most
variants).
One for double front axles, where the location will be behind the second left front wheel.
Notes
Page 27
APM air connections

All air outlets are placed on one side. The control unit is placed on the opposite side. The air
operated overflow valves are located underneath the APM, as are three evacuations.
Notes
Page 28
APM topology
The APM is connected to the VMCU (Vehicle Master Control Unit) via the chassis subnet. The
parking brake lever for the electric parking brake is connected to the APM via a data link called
LIN.
When a message or a symbol for the air system appears in the display, the APM is
communicating via HIIOM (Human Interface In-Out Module) to the IC (Instrument Cluster).
The APM also communicates with EBS (Electronic Brake System), ECM (Engine Control
Module) and TECU (Transmission Electronic Control Unit). For example, when the driver needs
more power and the compressor needs to be discharged to let all power from the engine go to
the drive wheels.
Notes
Page 29
APM function
This animation shows schematically how the APM works. It starts by showing how the pressure
is built up and which overflow valves open first. Then when the correct pressure is reached, the
cut-out and regeneration will start.
Notes
Page30
Input 11 Air supply

Input 12 External supply
Output 21 Front brake circuit supply
Output 22 Rear brake circuit supply
Output 23 Trailer brake circuit supply
Output 24 Transmission circuit supply
Output 25 Air suspension circuit supply
Output 26 Auxiliary circuit supply
Output 27 Compressor control signal
Output 28.1 Park Brake cylinders, Front
Output 28.2 Park Brake cylinders, Rear
Output 29.1 Trailer Brake control valve (no break at parking)
Output 29.2 Not used (Trailer brake control valve, trailer braked with parking
Exhaust 31 Main APM Exhaust
Exhaust 32 Park Brake Exhaust
Exhaust 33 Secundary Exhaust
Exhaust 35 Unidade de comando
Exhaust 36 Evacuation
Exhaust 4.2 Rear service brake (EBS outlet)/ Foot brake valve
PR Power Reduction Valve
Page 31
Page 32
Electric Parking Brake

The new Electric Parking Brake (EPB), can be used in the same way as the previous pneumatic
parking brake. In other words, manually applying (pull handle) or manually releasing the parking
brake (push handle).
One advantage with the EPB is that it can also be applied and released automatically.
It can also be used as an emergency brake, in the same way as the earlier pneumatic parking
brake.
Automatic apply
The ignition key is turned to off, then the parking brake is applied automatically, (all versions).
Automatic release
When a gear is selected, the accelerator is depressed and the truck starts to move-off, the
parking brake is released (only on automatic gearbox and I-Shift).
Release requisite
Before manual release the driver must press either the brake pedal or the accelerator pedal to
confirm his/her presence.
If the pressure is below 7.5 bar in any of the service brake circuits, the parking brake will not be
released (blocking valve function). This is valid for both automatic and manual release.
If a door is open there will be no automatic release either.
Notes
Page 33
EPB signals
From the Electric Parking Brake lever, a digital signal is sent via a LIN functional link to the APM.
The parking brake lever contains a proportional switch and the signals correspond to the position
of the lever. The APM receives the signals, and it can then either apply or release the parking
brake via the two outlets, port 28.1 and 28.2 (front/rear brakes). It does this by either filling up
air, or draining air to/from the parking brake cylinders.
The APM also receives/transmits messages to the Instrument Cluster (IC), via the Human
Machine Interface I/O Module (HMIIOM). A message can for example be whether the parking
brake is applied or not. The symbol (P) appears.
Notes
Page 34
EPB schematic
This animation shows schematically how the parking brake works.
Parking brake is applied
Parking brake is being released
Parking brake fully released
Parking brake partly applied
Parking brake fully applied
MV3, MV4, MV5 = solenoid valves

SLV = Select Low Valve
PBRV = Parking Brake Relay Valve
PCV = Pressure Control Valve
SHV = Select High Valve
Notes
Page35
APM electric schematic

The APM gets its main power via the FRC (Fuse and Relay Centre) via fuse F32. The APM is
woken up by a message on the CAN link (Chassis subnet). From the CCIOM (Chassis Centre In
Out Module) there is a back-up supply connected in case of a failure at the main power supply.
The APM has two ground connections, also as a back up. If the truck is equipped with an ADR
main switch, and there is a ground signal coming to the APM at pin X1:9, then the parking brake
will apply.
The signal from the electric parking brake lever is transmitted via a link called LIN (Local
Interconnect Network), which consists of three cables, one ground, one 12V power supply and
one signal cable.
Notes
Page 36
Breakdown service APM

Now you will learn more about what you can do when there is a problem with the APM
-Manual parking
-Automatic parking
-Disabling of auto activation (service mode) at key-off.
-Fill air from external source
-How to release parking brake with flat battery
-How to apply parking brake with flat battery
-Replace Relay valve at a loose APM
-Replace unloading valve on loose APM
Notes
Page 37
Trailer brake when parked

This picture shows schematically how the trailer brake works together with the parking brake.
The signal from the APM from port 29.1 (a pneumatic signal) goes to the trailer brake valve at
port 43.
When there is air pressure at port 43 the brakes on the trailer are not applied.
When there is no air pressure at port 43 the brakes on the trailer are applied.
Notes
Page 38
EBS ECU location

The EBS ECU is located on a cross-member behind the gearbox. This significantly reduces the
amount of cables to the cab. The control unit is a new design with new connectors. Some of the
earlier switches which were connected with analogue signals to the EBS control unit now have
digital signals on the LIN-link. Some examples are: TCS (Traction Control System) switch, Hill
start assistant switch and trailer brake stalk.
Notes
Page 39
New load sensing valve function

New load sensing valve function
All new trucks fitted with air suspension and conventional (drum) brakes will be delivered without
a load sensing valve (and therefore no load sensing valve functionality).
Instead, a new function of EBD (Electronic Brake Distribution) is used. This makes use of the
ABS solenoid valves and is controlled by the ABS control unit.
The system detects if any of the rear wheels show a tendency of rotating slower than the front
wheels during braking. If this happens, the ABS solenoid valves will block any further pressure
increase to this wheel.
The system also uses a sensor for the outlet pressure from the foot brake valve, to measure how
hard the driver is pressing the brake pedal. This sensor is located close to the trailer brake valve.
4x2 trucks with leaf springs and conventional brakes are not fitted with load sensing valves.
Notes
Page 40

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DIAGRAMAS AXOR (01-15) .De - PT

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FH(4)

CONHECIMENTO BÁSICO DO PRODUTO

Quality and Tech Support Trucks

Data bus communication

LIN data buses

Possible switch locations

Data bus topology

The available modes are:

Power mode transitions

Dynamic bending lights

Static cornering lights

APM variants and position

APM air connections

Input 11 Air supply

Electric Parking Brake

MV3, MV4, MV5 = solenoid valves

APM electric schematic

Breakdown service APM

Trailer brake when parked

EBS ECU location

New load sensing valve function

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