Electronic Brake System

EBS 5
Trainer booklet
Foreword
This training package describes the
electronic brake system (EBS) on Volvo
buses and mainly covers its various
functions.
Please note that the illustrations used in
this training package are there to aid in
the understanding of the components or
functions described but do not necessarily
give a 100% accurate representation of the
actual component or function.
Content
1 Introduction ..............................................................3
2 EBS variants ............................................................4
3 EBS system .............................................................5
4 Footbrake valve .......................................................6
5 Single-channel modulator ........................................7
6 Modulator valve, front axle function .........................8
7 Modulator valve, drive axle function.........................9
8 Wheel speed sensor ..............................................10
9 Wear sensor...........................................................11
10 MID 136 control unit ...............................................12
11 ABS ........................................................................14
12 ABS, drive axle and tag axle function ....................15
13 ABS, front axle function .........................................17
14 TCS Traction Control System, function ..................19
15 LWC, lining wear compensation.............................20
16 Brake blending .......................................................21
17 Brake blending, controls and auxiliary brakes .......23
18 Hill start assistance ................................................24
19 Panic brake assistance ..........................................25
20 ESP, Electronic Stability Program ..........................26
21 ESP system design ................................................27
22 Yaw control, over/understeering ............................28
23 ROP, Roll Over Protection .....................................29
24 ESP, steering angle sensor ....................................30
25 ESP, motion sensor................................................31
26 DTC, Drag Torque Control .....................................32
27 Warning for high brake temperature ......................33
28 Warning for poor brake performance .....................34
29 Monitoring wheel brakes ........................................35
30 Estimated lining wear .............................................36
31 Door brake .............................................................37
32 Pneumatic diagram ................................................38
1 Introduction
- Shorter braking distance
- Increased stability
- ABS and ASR as standard
- More functions
-
-
-
-

EBS 5 is an electronic braking system with pneumatic backup. The system has been developed
to enhance road safety, which is achieved through faster brake response and thereby shorter
braking distances. The braking system is designed to handle the most stringent demands
having double seals and corrosion protection applied to the most exposed components.
The EBS control unit regulates the entire braking sequence, including control of ABS and a
number of other functions such as ASR (anti spin), LWC (lining wear compensation), ESP
(electronic stability program), braking assistance, etc.
It calculates the necessary braking force and regulates brake application using modulators.
Wear indicators warn the driver that the brake pads are becoming worn.
The backup system comprises two separate air brake circuits with the same function as a
traditional pneumatic braking system, with smaller brake pipe dimensions but without the ABS
function. Buses with bogie have three separate air brake circuits where the brakes on the bogie
axle are supplied with compressed air from the parking brake circuit tank.
The EBS control unit also regulates the ABS/ASR/ESP functions and therefore a separate
control unit is not needed for them.
A greater number of functions were added with the introduction of EBS 5 both as standard
equipment and optional extras.
This training package will mainly cover the various functions in EBS 5.
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GT2500080eng 3
2 EBS variants

Function Vehicle variant Feature packages

- Different software
ABS All
EBS
Standard
X
EBS
MED
X
EBS
ESP-BAS 1
EBS
MED 2
X
- Standard
Lining wear sensor All X X X
Lining wear control
Lining wear analysis/warning
Brake blending
All
All
All
X

X
X
X
X
X
X
X
- Comfort
- ESP Comfort
Drag torque control All X X
Diff lock synchro All X X X
Automatic diff lock All X X
Hill start aid All X
Door brake
Brake temperature warning
Poor brake performance warning
All
All
All
X
X
X
X
X
X
X
X
-
ESP; yaw control Coaches X
ESP; roll over protection
EBD (External Brake Demand)
Diagnostic via SAE J1708
Coaches
All
All
X
X
X
X
X
X
X
-
TCS (engine and brake control) inc off road All X X X
Brake assistance
Wheel brake monitoring
EBS status recorder
All
All
All
X
X
X
X
X
X
X
-
-
EBS is available in three different software packages, Standard, Medium, Medium 2 and ESP-
BAS 1.
The Standard package contains:
ABS function.
TCS, Traction Control
Differential lock funcion
Lining wear warning - equalization and warning
Brake temperature warning.
Buses with Medium and Medium 2 package also include the following:
DTC, drag torque control
DCL, automatic differential lock function - if diff lock fitted.
Hill start assistance (Not included in EBS-MED2)
Panic brake assistance
Lining wear monitoring
Buses regardless EBS package can chose ESP-BAS 1 including:
ESP, roll over protection. (Coach models only)
YAW control (Coach models only)
More on the various functions later on in this package.
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B5L Hybrid: EBS-MED

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3 EBS system
14
- Sensors
5
52
19
51 - Analogue and digital signals
52 22 51

30 - Calculation of brake
50 21 23
21 4
application

12 11
2 4 1

1
2 1

-
24
11 11
10a 22 31b
31a
22 4
21

12
22 22

16
9b
30
52 22 51
9c 1 -
11
52 19 51
J1939
J1708
12 -
7
-
1 Compressor 19 Brake chamber
5 Primary tank 22 Spring brake chamber
9b Pressure reduction valve, front axle circuit 30 Solenoid valve ABS
9c Pressure reduction valve, drive axle circuit 12 Compressed air tank, drive axle circuit
10a Four circuit protection valve, 7-ports 31a EBS modulator valve, single-channel front axle
11 Compressed air reservoir, front axle circuit 31b Modulator valve, two channel, drive axle
14b Sensor, primary tank 50 EBS control unit
16 Footbrake valve

The figure shows the principle of the EBS system.

The EBS system components are controlled principally by analogue and digital signals. These
signals come from the footbrake valve, the modulators, the wheel speed sensors, wear sensors
and circuit tank sensors.
The system calculates the weight of the bus every time it starts moving.
This is done when the EBS control unit reads the engine torque and the changes in wheel
speed.
A learning cycle takes place in the control unit every time the brakes are applied for use during
future braking. This learning cycle takes place continuously.
All the signals are forwarded to the EBS control unit where, together with all the other
information via CAN link J1939, it affects the brake application on each wheel.
When the brake pedal is depressed, the modulator solenoid valves will regulate the compressed
air between the compressed air tanks and the brake chambers depending on the position of the
pedal.
This means that activating the footbrake pedal will, to a certain extent, result in a predetermined
brake application and not with a specific brake pressure as in earlier brake systems
In case of a fault in the EBS system, there is a pneumatic backup function. The brake system
then works as a conventional system without the ABS function.

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GT2500080eng 5
4 Footbrake valve
- Two potentiometers
6.81k

4.22k
3 SW 2

5 SIG 2
- Wakeup function
2 SPL - Reduction of ESP
4.22k 4 SIG 1
6.81k 6 SW 1 -
1 GND
-
11 21 -
13
12 22
-
-
1 Earth connection 4 Output signal to control unit
2 Supply 5V 5 Output signal to control unit
3 Wakeup switch 6 Deactivation of ASP.

The footbrake valve for the EBS 5 buses is a conventional footbrake valve, supplemented with
an electric function. The electrical part of the footbrake valve comprises two potentiometers that
read the position of the brake pedal and send signals of the required retardation to the control
unit. If the current strength varies between the two potentiometers (e.g. due to a defective
potentiometer), the EBS system will switch to the pneumatic backup.
The footbrake valve also has two integrated switches. Switch 3 sends an earth signal to the
control unit when the brake pedal is depressed. The entire EBS system is then energized even
when the starter key is turned to zero but not when the main switch is in zero position. The
backup system will always operate, however, even without the wakeup function.
Switch 6, gives the brake priority for slight braking. ESP will be deactivated as necessary to
prioritise full retardation.
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GT2500080eng 6
5 Single-channel modulator
2B
5 3 1
1B 3A
4
4A
1
- Control unit
1 2 1 2
6 4 2
3 2

- Solenoid valves
LWS WSSA WSSB CANB
A/B SPL/GND - Relay valve
IV OV
- Pressure sensor
4
BV
U 7
- Software
p

1 -
5 6
2
-
3
-
1 From compressed air tank (pneumatic signal) BV Backup valve (electric signal)
2 To brake chamber (pneumatic signal) RLV Relay valve (pneumatic signal)
3 Outlet (pneumatic) LWS Wear sensors
4 From footbrake valve (pneumatic) WSSA Wheel speed sensor
IV Inlet valve (electric signal) ECU Modulator control unit
OV Outlet valve (electric signal) PU Pressure sensor

The modulator valve is a relay valve that operates the brakes electrically and pneumatically.
Located centrally between the wheels on the front axle and tag axle if present is a single
modulator.
The modulator on the drive axle comprises two modulators combined to one unit.
The modulator is a relay valve with electrical control and pneumatic operation (backup) of the
brakes.
The modulator contains three solenoid valves, one control unit, one pneumatic relay valve and
one pressure sensor.
The pressure sensor, wear sensor and wheel speed sensor give the control and information
signals to the modulator.
The modulator transfers the signals the EBS system control unit.
The control unit calculates the brake pressure required and returns a control signal to the
respective modulators.
The EBS control unit checks and, when necessary, downloads new software to the modulator
control unit.
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GT2500080eng 7
6 Modulator valve, front axle function
A 11
B 11
- Two sections
13
1
2
CAN
3
4 13
10

1
2
CAN
3
4
- Pneumatic backup
U U

- To different pressures
P P
7 7
12 12
5 14 6 5 14 6

9 9
8 8

-
C D
11 11
-
CAN CAN

13 1
2 3
4
U
P
7
13
10

1
2 3
4
U
P
7
-
12 12
5

8
14

9
6 5

8
14

9
6

-
-
1 Backup valve 6 Wear sensor 11 Control unit
2 Inlet valve 7 Wheel speed sensor 12 Compressed-air tank
3 Outlet valve 8 Outlet 13 Reduction valve
4 Pressure sensor 9 Brake chamber 14 ABS valve
5 Relay valve 10 Footbrake valve

The pressure sensor, wear sensor and wheel speed sensor give control and information signals
to the modulator, which transfers the signals to the EBS control unit.
A. When the brake pedal is released, there is a constant air pressure of 8 bar from the
compressed air tank to the footbrake valve, 10, and to the modulator inlet valve, 2, and
relay valve, 5, (10.8-12 bar, depending on specifications). No compressed air is conveyed
to the brake chambers.
B. when the brake pedal is applied, an electric signal is sent to the EBS control unit and at the
same time a pneumatic signal is sent to the modulator backup valve, 1.
Once the EBS control unit has calculated the brake application value based on information
from its other sensors and all the information on J1939, the signal is sent to the respective
modulators.
Since the electric signal is faster than the pneumatic signal, the modulator backup valve, 1,
will close and the inlet valve, 2, open first. The pressure from the inlet valve will open the
relay valve, 5, to allow air to flow into the respective brake chambers.
C. The pressure sensor, 4, detects the pressure being sent to the brake chamber and sends
this information to the EBS control unit. When the pressure corresponds to the position
of the brake pedal, the EBS control unit closes inlet valve 2, whereby relay valve 5 will
also close. The air pressure on the brake chamber stabilizes and will not change until the
position of the brake pedal changes.
D. When the brake pedal is released, a signal will be sent to outlet valve 3 and it will open. Air
will then flow from the brake chamber through relay valve 5 and outlet valve 3 before it is
evacuated through outlet 8.
This procedure may vary on certain markets, for example in Australia, the front circuit is
evacuated via the ABS valves.
In case of an electrical fault in the system, backup valve 1 will not close so that the pressure will
open relay valve 5 and compressed air can flow into the brake chamber.
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GT2500080eng 8
7 Modulator valve, drive axle function
- Double modulators
11

- Axle load sensor

10

13 CAN
- Same function as single
3 2 2 3

7
U
P
4 1 1 4
U
P
7
modulator
6 6
5 5

-
8 8
9
12
9
-
-
-
1 Backup valve 6 Wear sensors 11 Control unit
2 Inlet valve 7 Wheel speed sensor 12 Compressed-air tank
3 Outlet valve 8 Outlet 13 Reduction valve
4 Pressure sensor 9 Brake chamber 14 ABS valve
5 Relay valve 10 Footbrake valve

The drive axle modulator mainly comprises two integrated modulator valves with the same
function as the one at the front.
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GT2500080eng 9
8 Wheel speed sensor
- Inductive sensor
- Tooth wheel
- AC frequency
-
-
-
-
-

There is an inductive wheel speed sensor on each wheel.

On each wheel hub is a tooth wheel that rotates at the same speed as the wheel.
As the wheels rotate against the tooth wheel, an alternating current is induced with a frequency
that is directly proportional to the speed of the wheel.
The inductive signals go from the respective sensors to the modulator valves, which send the
signal on to the EBS control unit. The EBS control unit calculates the necessary braking force
and regulates brake application using the modulators.
The signal is sent by the EBS control unit to the J1939 data link so that all the other control units
can also use the signal, e.g. I-shift and automatic transmissions.
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GT2500080eng 10
9 Wear sensor
- When 20% remaining on
pads
- Yellow information lamp
-
-
-
-
-

Each brake calliper has an electronic wear sensor to indicate the wear on the brake pads. When
less than 20% is remaining of the brake pad, the yellow information lamp will come on and
“check brakes” will be displayed.
There are also other functions (options) that use the wear sensors. More of this further on in the
training package.
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GT2500080eng 11
10 MID 136 control unit
- Mapping
-
-
-
-
-
-
-

The pressure sensor for the rear air bellows pressure has been discontinued. The front axle
brake is now regulated using a single modulator instead of the previous two and two ABS valves
have been introduced instead. There are four different software packages:
This is necessary as the new functions named earlier have been introduced:
ESP, anti spin/rollover protection, lining wear monitoring, warning for overheated brakes, brake
blending, drag torque control, automatic differential lock function, hill start aid, panic brake
assistance, individual brake monitoring and statistics on certain EBS functions.
The following factors affect the mapping of software in EBS 5:
Vehicle specification
· axle weight
· centre of gravity
· wheelbase
Engine
· auxiliary brakes, EPG, Electric motor (hybrid only), VGT, VCB and VEB (non hybrid only)
Gearbox
· torque converter
· manual/automatic transmission
· primary/secondary retarder
Axle/wheel suspension
· suspension system
· shock absorbers
· anti-roll bar
· reaction rod
· bushings
· drive axle ratio
Wheels
· dimension
Steering
· geometry
· steering gear
· steering arms
· pitman arm
· hydraulic pump
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GT2500080eng 12
Wheel brakes
· performance
· temperature characteristics
Electrical system
· Architecture
· Protocol changes
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GT2500080eng 13
11 ABS

STOP
- Antilock brakes
i

Time/Distance 3/5
- Integrated in EBS
km
1
230.0
2
33.0

11:45
- Slip control
E A 5H AM
CC 12345 km
-
-
-
-
-

The ABS function (antilock brake system) is integrated in the EBS system for short braking
distances, enhanced comfort and increased stability. The driver is informed that ABS modulation
is active with a symbol on the bus display.
Activating the brake pedal will, to a certain extent, result in a predetermined deceleration and
not with a specific brake pressure as in earlier brake systems
Light braking will give almost the same brake pressure on the front and rear axles.
This is so that the brake pads will wear evenly all round. This type of braking is the most
common.
The EBS system will engage adhesion optimized for sharper braking, which means that the
brake force is based on theaxle weights.
The aim is to utilize the maximum available friction and in doing so minimizing the stopping
distance of the bus. ABS ensures that the wheels do not lock and ESP (option) helps to control
the vehicle stability.
________________________________________________________________________________________________________________________________________________________

The pressure control was previously called slip control. The name was changed because the
system receives information about the weight from the ECS system, mking it possible to give
the correct brake pressure according to the load on each axle.

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GT2500080eng 14
12 ABS, drive axle and tag axle function
-
11

-
13
10

CAN
-
3 2 2 3

7
U
P
4 1 1 4
U
P
7
-
6 5 5 6

-
8 8
9
12
9
-
-
-
1 Backup valve 5 Relay valve 9 Brake chamber
2 Inlet valve 6 Wear sensor 10 Foot brake chamber
3 Outlet valve 7 Wheel speed sensor 11 Control unit
4 Pressure sensor 8 Outlet 12 Compressed-air tank

The EBS control unit (11) receives information on the wheel speed continuously from the wheel
speed sensors (7).
During braking, as signal is sent from the brake pedal potentiometers (10) to the EBS control
unit, which in turn gives a signal to the bus brake modulators. As long as the system is free
from faults, the signal will close the modulator’s pneumatic backup valve (1) and at the same
time open the modulator inlet valve (2). The inlet valve opens the modulator relay valve (5)
and compressed air flows into the brake chamber (9) so that the bus slows down. This brake
pressure is monitored continually by the pressure sensor (4).
If one or more of the drive wheels tends to lock, this information will be sent from the wheel
speed sensors to the EBS control unit, which in turn sends a signal to the modulator inlet valve
(2) to close it. Meanwhile, the outlet valve (3) opens to evacuate the pressure from the brake
chamber via the relay valve (5) and out through the outlet (8).
In this way, the brake pressure can be modulated to attain full braking effect without locking the
wheels.
This process can be repeated continuously if the wheels are locked.
In the same way, the brake pressure between the axles is modulated to obtain the same speed
on the front and rear wheels, slip control.
For example, if the front wheels are rolling faster than the rear wheels, the pressure will be
modulated until the same speed is obtained on both axles. The pressure is never modulated
down, however, as this could be unpleasant for the driver and is only modulated upwards.
Each time the brakes are applied, the system will learn a suitable distribution of pressure
between the axles and use this information the next time the brakes are replied.
This is done every time the brakes are applied and is at an optimum after the brakes have been
applied 6 times.
In case of a fault, the yellow information lamp or the red stop lamp will come on depending on
the type of fault. The EBS warning lamp comes on to indicate an impaired function of the ABS
system.
The ABS function on the tag axle works in much the same way as the drive axle, the difference
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GT2500080eng 15
being that the tag axle has only a single modulator, which means that if there is a tendency for
the wheels to lock, e.g. the right trailing wheel, there will also be a pressure drop on the left
wheel.
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GT2500080eng 16
13 ABS, front axle function
1
A
9
-
1

6 2 -
6

4
5
8 -
1
B 7
7
1
C -
9 1 9
1 1

6 2 3
6 2 -
6 6

4
5
8 4
5
8 -
7
7
1
7
7
1
-
3 3
-
1 Inlet 6 6a and 6b, dual valve that controls diaphragm 9
2 Outlet 7 7a and 7b, dual valve that controls diaphragm 8
3 Vent 8 Diaphragm, venting
4 Solenoid coil I for valve 6 9 Diaphragm, inlet pressure
5 Solenoid coil II for valve 7

The front axle brake comprises a single modulator that applies air pressure to the brake
chambers via the front wheel ABS valves.
The modulator applies the brake pressure in the manner described earlier but the ABS function
is controlled separately via the EBS control unit by the front wheel ABS valves.
If one or two of the front wheels tends to lock, this information will be sent from the wheel speed
sensors to the EBS control unit, which in turn sends a signal to the ABS valve’s two solenoids
that modulate the brake pressure.
Pressure increase
The flow of air from the inlet (1) to the outlet (2) can be cut off with the diaphragm (9). The
passage to the vent (3) can be closed and opened with the diaphragm (8). The brake pressure
from the foot brake valve enters through the inlet (1), lifts the diaphragm (9) and goes through
the outlet
(2) to the brake chamber, whereby the wheel brakes are applied. At the same time, brake
pressure passes through the valve (7) to the space under the diaphragm (8). The passage to
the vent (3) is thereby kept closed.
Pressure decrease
If one wheel is about to lock, both the solenoid coils receive current on command from the
control unit.
The valve (6b) opens to let compressed air into the space above the diaphragm (9), which
closes to prevent further brake pressure increase. The valve (6a) closes the passage to the
vent (3). The valve (7a) cuts off the compressed air to the space under the diaphragm (8). The
valve (7b) opens to vent the space under the diaphragm (8). The diaphragm then opens and the
brake chamber is vented by the valve vent (3). The brake pressure drops and the brake force is
reduced.
Pressure retention
When the pressure in the brake chamber drops, the wheel speed will increase and, at a
particular speed, the control unit will cut off the current to the solenoid coil (5). The valve (7a)
opens and the valve (7b) closes. Compressed air is then allowed into the space under the
Global Training
GT2500080eng 17
diaphragm (8) and closes the passage to the vent (3). A momentary constant pressure is formed
in the outlet (2) and the brake chamber. The current is subsequently cut to the solenoid coil (4)
and the brake pressure increases again. A new cycle is started but not exactly the same as the
previous one. The control cycles are carried out very rapidly, up to five times per second.
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GT2500080eng 18
14 TCS Traction Control System, function
- Counteracts wheel spin
- Automatic diff brake
STOP

E A 3L 11:45
AM
- Below 40 km/h
123456.8 mi
-
-
-
-
-

TCS counteracts slipping or spinning wheels. In circumstances where the friction under the left
and right drive wheels is different, it is normally only the wheel with the lowest friction slips. If
any of the drive wheels slips under acceleration, the EBS system will compare the wheel speed
between the drive wheels and the front wheels and reduce the engine power to even out the
difference in speed. If the speed is below 40 km/h, TCS will apply the brake on the slipping
wheel and the corresponding torque will be transferred to the other drive will instead.
With TCS enabled, an individual drive wheel is allowed to slip max 2.5 km/h. If necessary, the
driver can engage off-road TCS with a switch on the instrument panel.
Off-road TCS (not available with EBS-MED2) allows the wheel to spin 12.5 km/h. This function
may be necessary when driving in loose snow or sand.
In this way, TCS acts like an automatic differential brake.
This function is not activated at speeds in excess of 40 km/h.
TCS can be deactivated with the display, for example when towing.
________________________________________________________________________________________________________________________________________________________

If two wheels spin, the engine management system will reduce the effect.
If two wheels have different speeds the system will brake the wheels individually, using the
brake system.

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GT2500080eng 19
15 LWC, lining wear compensation
- Compensates the wear
between the front and drive
axles
- Above 10 km/h
--
-
-
-

With this function, which compensates the wear on the brake pads, the control unit can adjust
the pressure between the front and rear axles so that the brake pads are worn as evenly as
possible.
The total braking force of the bus remains the same, however. Adjustment is only carried out if
the difference in speed between the front and rear wheels is below 1%. LWC operates only at
speeds in excess of 10 km/h.
________________________________________________________________________________________________________________________________________________________

This feature will be disengaged when th emergency brake is applied.

Soft brake: the system will prioritize compensating the wear.
Emergency brake: the system will prioritze stpping distance.

Global Training
GT2500080eng 20
16 Brake blending
- Reduces brake pad wear
- Auxiliary brake control
- Service brake and auxiliary
brake simultaneously
- Engine torque
- Wheel speed change
- Avoid glazing
-

The objective with brake blending is to reduce the brake pad wear by using the auxiliary brakes
automatically together with the service brakes.
Brake blending is engaged when the auxiliary brake control is in position “A” or when the switch
on the instrument panel is in position “1”.
In the earlier versions, only the first 10° of the brake pedal has activated the auxiliary brakes but
with brake blending both the service brake and the auxiliary brakes are applied simultaneously.
Brake blending has been introduced because the use of only auxiliary brakes is associated with
a certain delay that can be unpleasant for the driver.
At a later stage of the braking cycle, depending on the requested brake torque, the service
brake will be relieved and the auxiliary brakes used as much as possible.
The requested brake torque from the driver is the same, however.
When the bus starts moving, a large amount of information is gathered from its various sensors.
In order to activate brake blending, information is collected from amongst other things the
engine control unit, the vehicle control unit and the EBS control unit.
In order to be able to determine a suitable braking force from the auxiliary brakes, the weight of
the bus must first be known. This is done by the EBS control unit reading the engine torque and
the changes in wheel speed. This measurement is done every time the bus starts moving.
The EBS control unit sends information on the J 1939 link on how much the auxiliary brakes are
to be activated while it also controls how much the service brakes are to be used.
Information is communicated between the following control units:
Retarder ECU
Engine ECU
Vehicle ECU
Instrument ECU
Transmission ECU
The system uses all this information to calculate how much to apply the auxiliary brakes.
The brake blending function uses the auxiliary brakes different amounts depending on what
auxiliary brakes are fitted on the bus.

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GT2500080eng 21
If the bus is unladen, the system will not always utilise the auxiliary brakes fully as there is a risk
of the wheels locking up.
Irrespective of how much or how little of the auxiliary brakes the system uses, the retardation
will always be what the driver requests.
To avoid glazing of the brake pads, the auxiliary brakes will not be used at all every tenth time
the brakes are applied.
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17 Brake blending, controls and auxiliary brakes
0
A
- VGT
1
+
0
A

B 2
- VEB
3
- EPG
0
- Retarder
0
A
A
1
- Electric Motor
2
+ B

3
- Automatic gearbox
B - Manual gearbox
-

The bus can be equipped with the following types of auxiliary brakes:
VGT - Variable Geometry Turbocharger.
VEB - Volvo Engine Brake, brake blending is possible with manual gearboxes and I-shift.
EPG - Exhaust Pressure Governor (on hybrid bus).
Retarder, brake blending possible for all gearboxes (not on hybrid bus).
Electric motor, on the hybrid bus the electric motor functions as a retarder.
Brake blending is engaged when the hand control is in position “A” or when the switch on
the instrument panel is in position “1” and different controls can occur depending on the
specifications . This is true for non hybrid busses. On the hybrid bus this is an automatic
function.
Position 4 on the auxiliary brake control has been removed and is now available in versions with
0, A, 1, 2, 3 or 0, A, 1, 2, 3, B.
For brake blending to be active, the following criteria must be fulfilled:
Control lever in position “A” or switch on panel in position “1” (not on hybrid).
Correct temperature of engine oil and coolant.
Correct engine rpm.
Accelerator pedal released.
Brake pedal depressed.
Clutch pedal released.
ABS function not active.
Gear selector not in neutral.
________________________________________________________________________________________________________________________________________________________

Brake blending will be introduced on all four position of the switch.

B-positon: I-shift chooses a different program allowing the system to down shift faster.

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GT2500080eng 23
18 Hill start assistance
- Stationary start uphill
- Applied brakes
- Manual gearbox
- Automatic gearbox
- Two seconds
-
-
-

Hill start assistance helps the driver pull away in uphill situations.
The hybrid bus is always equipped with hill start assistance and has therfore no switch.
The function is activated with the switch on the instrument panel. This means that each time the
brake pedal is depressed, the modulators will receive a signal from the EBS control unit, which
applies pressure to the drive axle brakes. This means the driver can concentrate solely on the
accelerator/clutch pedals when pulling away.
The function is deactivated with a further press of the switch or automatically when the engine
stops.
The function varies between manual and automatic gearboxes:
Manual gearbox:
1. Keep the bus still with the brake pedal.
2. Depress the clutch pedal.
3. Engage a suitable gear to start in.
4. Release the foot brake. The brake pressure will now be automatically retained and a
symbol will come on in the display as long as the brakes are applied on the bus.
5. Let up the clutch and adjust the accelerator. The brakes will be released automatically
when the clutch has been released or when the engine torque is high enough.
Automatic gearbox and I-shift:
1. Keep the bus still with the brake pedal.
2. Release the foot brake. The brake pressure is now retained for max 2 seconds. The symbol
in the display is shown as long as the brakes are applied.
3. Start accelerating.
The brakes will be released automatically after two seconds (safety function so the driver cannot
use the function instead of the handbrake), or when the engine torque is high enough.
The function is deactivated every time the starter key is turned to 0 (not valid for hybrid bus).
Since the I-shift measures the slope with an internal sensor the function is only activated on
uphill slopes and downhill slopes with reverse gear engaged.
________________________________________________________________________________________________________________________________________________________

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GT2500080eng 24
19 Panic brake assistance
- 80% brake pressure
- Rapid depression of brake
pedal
- Emergency braking
80%
-
-
-
-

Tests have shown that during emergency braking situations, the driver only depresses the brake
pedal to 80%.
Because of this, EBS 5 is equipped with “Brake Assistance”, which means that if the driver
presses the brake pedal rapidly to a minimum pressure of 2 bar, the system will interpret it as
emergency braking. This means the EBS control unit will request full brake pressure from the
modulators independent of the rate of depression and the pedal position.
________________________________________________________________________________________________________________________________________________________

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GT2500080eng 25
20 ESP, Electronic Stability Program
- Active safety system
- Skidding on slippery roads
- Yaw Control
- Roll Over Prevention
- Does not negate nature
- Activates brake lights
E A 5H 11:45
AM
- Off-road TCS
CC 123456.8 mi
-

ESP is an active safety system used to help the driver master a difficult driving situation, such
as a skid on a slippery road.
ESP has two sub-functions:
YAW Control, anti-skid, prevents the bus skidding by applying the brakes on individual wheels.
A skid is defined as a situation where the bus does not follow the driver’s steering wheel
movements e.g. when oversteering/understeering occurs.
Roll Over Protection (ROP) prevents the bus tipping over by reducing the speed, primarily by
cutting the engine torque and subsequently by applying a controlled brake pressure before the
bus reaches its roll-over angle.
The sensitivity of the ESP system is reduced if the driver activates off-road TCS.
The brake lights will also come on when ESP is activated.
Of course, ESP cannot overcome the forces of nature but it will help the driver master a
hazardous situation.
ESP is standard on coaches, and is available as an option on other models, except for
articulated and city buses.
________________________________________________________________________________________________________________________________________________________

ROP: activated brake light. More ued than YAW control

YAW control: rotation around centre of gravity.

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GT2500080eng 26
21 ESP system design
- Steering wheel angle sensor
EBS
MID136
EECU
MID128
VECU
MID144
LCM
MID216
ECS
MID150
- Lateral acceleration
- YAW rate sensor
-
-
-
-
-

On buses equipped with ESP, the following hardware components will be necessary:
Steering wheel angle sensor, lateral acceleration sensor, direction sensor and three bellows
pressure sensors, one for the front axle and one for each drive wheel.
ESP uses the sensors and other information on the CAN link to be able to calculate which wheel
or wheels to apply the brakes on and at what pressure.
More about these sensors further on in the training package.
________________________________________________________________________________________________________________________________________________________

Steering wheel angle sensor is mounted on hybrid busses, because of the electrical servo
pump.

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GT2500080eng 27
22 Yaw control, over/understeering
A
- Left-hand bend
- Oversteering, brake applied
on outer front wheel
- Understeering, brake applied
B
on inner drive wheel
- Reduces engine torque
-
-

Left-hand bend
A If the system indicates oversteering, i.e. that the rear wheels are tending to move
outwards and the front wheels inwards (with risk of broadsiding), the EBS control unit will
send a signal to the front axle modulator to open and apply a controlled brake pressure.
Meanwhile, the ABS valve on the inner front wheel (which corresponds to position C in the
description of the ABS valve) will close so that only the outer front wheel brake is active in
making the bus follow the desired direction of travel.
B Understeering is a very common situation that can arise when the bus is driven round a
bend on a road with low friction. This condition causes the front of the bus to tend to move
outwards in a bend.
In this case, the EBS control unit will send a signal to the rear axle modulator causing a
controlled application of the brake on the inner rear wheel of the bus to make it follow the
desired direction of travel.
If the system receives signals of severe understeering, ESP can perform a controlled
application of the brakes on more than one wheel to reduce the speed of the bus.
In both cases, the engine torque will also be reduced if necessary.
________________________________________________________________________________________________________________________________________________________

YAW control: steering with brakes.

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GT2500080eng 28
23 ROP, Roll Over Protection
- Two stage
- Reduces engine torque
- Controlled braking
- Rollover angle
- 80% of stage one
-
-
-

ROP acts in two stages. In stage one, the bus speed is diminished by reducing the engine
torque and, if necessary, automatically performing a controlled brake application on the bus.
This is done if the bus is approaching its rollover angle at high speed.
The same happens if the driver makes a sudden rapid maneuver (evasive action) at high speed.
Stage two detects if the lateral acceleration (centrifugal force) exceeds 80% of the limit value
in stage one. If this is the case, the system will reduce engine torque and perform a controlled
brake application to prevent the bus rolling over.
________________________________________________________________________________________________________________________________________________________

ROP: only brake.

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GT2500080eng 29
24 ESP, steering angle sensor
4
- Driver’s steering wheel
2 3
movement
- Variable signal
- Three gear wheels
- Magnet and circuit board
- Self diagnostics
- 42, 28 and 27 gear teeth
1
-
1 Steering shaft pinion 3 Steering wheel turns
2 Steering wheel movement 4 Magnets

In order to detect the direction of travel required by the driver, the ESP system uses a sensor
mounted directly on the steering shaft.
The sensor comprises a pinion 1 that is driven directly from the steering shaft, a pinion 2 that
provides information on the steering wheel movement and a pinion 3 that provides information
on the number of turns of the steering wheel.
Pinion 2, which has 28 teeth, and pinion 3, which has 27, both have magnets 4 mounted in the
centre. These magnets each act on a chip that sends signals to the control unit.
By comparing the curve (voltage) from these chips, the control unit can keep track of the
steering wheel movement and the number of steering wheel turns.
The steering angle sensor is self diagnosing and is calibrated with Volvo Tech Tool.
________________________________________________________________________________________________________________________________________________________

Steering wheel angle sensor is mounted on hybrid busses, because of the electrical servo
pump.

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GT2500080eng 30
25 ESP, motion sensor
- Lateral acceleration
- Oscillating gyro
- Self diagnostics
- Side wind
- ECS sensor
-
-
-

In order to detect the direction of travel of the bus and the lateral acceleration (centrifugal force),
the ESP system is equipped with two sensors integrated into one unit.
The side acceleration sensor measures the force and speed at which the bus tends to drift
outwards when negotiating a bend for example. This sensor, which comprises an integrated
circuit, has the same function as a plumbline.
The sensor for the direction of travel of the bus provides information on whether the bus is
travelling straight ahead or negotiating a bend for example. This sensor comprises an oscillating
electronic gyro which creates a certain resistance when the direction of travel of the bus
changes.
The value from these sensors is compared with the value from the steering angle sensor so that
the system can judge whether the bus is following the direction of travel required by the driver or
not.
In case of hard side wind, etc., the driver may have to “parry” the bus using the steering wheel,
which indicates that the bus is not following the driver’s steering wheel movement (motion
sensor indicates straight ahead and steering angle sensor a left-hand turn, for example). In this
case, ESP is not activated as the system reads the air pressure/level sensor from ECS and is
not programmed to activate in such circumstances.
The motion sensor is self diagnosing and is calibrated with Volvo Tech Tool.
________________________________________________________________________________________________________________________________________________________

Components introduced on the EBS 5 system; New YAW sensor and new software.
The placement of the YAW sensors is new and similar on all bus models (behind and close to
the front axle in the middle of the chassis width).
The new sensor is:
smaller, more robust and less sensitive to shock and blows.
If work including blows is to be performed the sensor must be demounted. If the sensor is not
demounted it can be broken or give wrong values.
Among the upgrades inside the sensor is that it is now equipped with two accelerometers
instead of one which was the case with the pervious model.
The sensor unit must not lean more than 3 degrees in any direction, it must be in line with the
body of the bus

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GT2500080eng 31
26 DTC, Drag Torque Control
- Release the accelerator
- Slippery surface
- Increases engine RPM
MAX 30%
- Max 30% of engine torque
-
E A 5L 11:45
AM
123456.8 km -
-
-

This function prevents the drive wheels locking when the accelerator pedal is released while
driving on slippery surfaces.
If the drive wheels tend to lock, the engine speed will be increased until the drive wheels rotate
freely again, i.e. at the same speed as the front wheels.
The system can request max 30% of the engine torque
________________________________________________________________________________________________________________________________________________________

Does not work below 3 m/s (approx. 10 km/h).

Same function as TCS-system.
Retarder function is shut off when DTC is active.

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GT2500080eng 32
27 Warning for high brake temperature
- Calculates temperature
- Yellow information lamp
STOP

i
- Symbol on display
- Binding brake caliper
-
E A 5H 11:45
AM
-
CC 123456.8 mi -
-

This function is not intended to provide precise information on the temperature of the brakes but
to give the driver information that the brakes are about to overheat.
The EBS system uses information on the ambient air temperature, number of brake applications
and the brake force that was used during a specific period of time.
In this way, the system can calculate what temperature the brakes plausibly should have.
When the bus stops and the engine is turned off and on again, the uses the clock in the control
unit and the ambient temperature to calculates how much the temperature of the brakes showed
plausibly have dropped.
If the engine has been turned off for longer than one hour, the system will regard the brakes as
having the same temperature as the surrounding air.
If the brakes overheat, the yellow information lamp will come on and a warning symbol will be
shown in the bus display, while the brake pedal must be pressed harder and feels “spongy” to
give the same braking force as earlier.
This effect is programmed because the EBS system continually modulates the brake pressure
(in this case increases the brake pressure) to give the driver a further warning that the brakes
are about to overheat.
This means that the heat that is generated from a binding brake caliper, for example, will not
cause a warning to be shown in the display.
________________________________________________________________________________________________________________________________________________________

Warning when calculated temperature reaches over 550°C.

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GT2500080eng 33
28 Warning for poor brake performance
- Brake pressure
- Requested retardation
STOP

i
- Yellow information lamp
- Symbol on display
Poor braking efficiency
-
E A 5H 11:45
AM
-
CC 123456.8 mi
-
-

This function provides information to the driver if the brakes are performing poorly from a
mechanical point of view.
This can be achieved because the system already knows the brake pressure that is required for
a specific brake pedal position to attain the requested retardation.
If maximum brake pressure is not enough to achieve the requested retardation, i.e. the system
cannot attain the requested brake force with the software, the yellow information lamp will come
on and a symbol will be shown in the display.
________________________________________________________________________________________________________________________________________________________

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GT2500080eng 34
29 Monitoring wheel brakes
- Individual wheels
- 30%
- Yellow information lamp
STOP
- Symbol on display
i
- Wheel speed sensor
- Long-term brake monitoring
E A 5H 11:45
CC
AM
12345 km -
-

This function is intended to inform the driver if the braking force on one wheel is less than the
others.
If, for example, the left drive wheel has more than 30% less brake force than the right wheel
(same value as in the Swedish vehicle inspection), the yellow information lamp will come on and
a symbol will be shown in the display. Meanwhile, the system conveys a higher pressure to the
wheel with the reduced brake force.
This information can be gained as the system mainly uses the wheel speed sensors but also
other information concerning long-term brake monitoring when braking on a straight road so that
the requested retardation can be calculated on individual wheels.
It is possible to see which wheel has the reduced brake force using Volvo Tech Tool.
________________________________________________________________________________________________________________________________________________________

EBS status monitoring

The EBS system stores the number of times certain functions have been active.
The following functions are monitored:
ABS (active, no.of times)
ESP Roll Over Protection (active no.of times)
ESP Yaw Control (active, no.of times)
TC traction control (active, no.of times)
High brake temperature warning (no.of times)
Brake assistance (no.of times)
These values are used on specific occasions and can only be read using the Volvo Bus
development tool.

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GT2500080eng 35
30 Estimated lining wear
- Vehicle Data
Z=minimum z1+S0(1),z2+s0(2),...,zX+s0(x)
- 12%
- Worn linings
-
-
-
-
-

This function allows the driver to read on the “vehicle data” menu in the display how far it is
possible to drive before the brake pads must be replaced.
“New linings” is shown when the linings are new.
Once the linings have worn 12%, the system can calculate how many more miles it is possible
to drive before they must be replaced.
These values can be read on the bus display.
________________________________________________________________________________________________________________________________________________________

it is n longer needed to calibrate the brake pads when replacing them. This is now done
automatically through a process called “Aut Zeroing”.

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GT2500080eng 36
31 Door brake
- Directs to EBS control unit
- Speed signal
- All wheels
- 5 km/h
-
-
-
-

The door brake is now engaged by an HDI signal or a CAN message directly to the EBS control
unit and not via CECM as before. Furthermore, the speedometer sensor signal is taken from the
speedometer sensor on the gearbox (C3 signal) instead of the wheel speed sensors as before.
The door brake is activated in different ways depending on the bus specification:
When opening the doors
When kneeling
Manual activation from the driver’s station
When the door is opened, an HDI signal or a CAN message goes to the EBS control unit after
which the following happens:
The drive axle modulators in the bus are applied with the same pressure as the previous
footbrake pressure, but not less than 1 bar.
The gearbox goes to neutral (NBS, Neutral Bus Stop).
The engine runs at low idle. (Engine Torque Limitation).
The function is deactivated by closing the doors and pressing the accelerator pedal.
This means the door brake is more reliable and application/release times are shorter, i.e. we are
down to the same times as when applying the brakes with the footbrake.
The door brake may only be used on max 5° inclines and only when the driver is present in the
bus.
The door brake can only activated at speeds below 5 km/h.
________________________________________________________________________________________________________________________________________________________

Doors cannot be opened at speeds over 5 km/h.

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GT2500080eng 37
32 Pneumatic diagram
7 8
6 7
-
5
26

26a
52
19 6
51

52 22 51
12a

13
-
30
2 1
2 4 28
-
33 21c
25 24 23
50
4a
20
6
21
4b

23
21 4
20
-

12 11
2 4 1

1
2 1
14 24
31b
-
11 11 22
10a
31a

22 4
21 6 4
34 17 6 4b 6
12 1a
22 22
14
16
9b
6 30
52 22 51
9c 1 -
1b

11
52 19 51
J1939
J1708
12
2
13a
4a 15
-
2a

7 7
-
1 Compressor 1a Equalizing tank
1b Cooling coil 2 Air drier
2a Purge tank 4 Safety valve, 1.8 MPa
4a Safety valve, 1.3 MPa 5 Primary tank
6 Test nipple 7 Draining valve
8 Overflow valve, air suspension system 9b Pressure limiting valve, front wheel circuit
9c Pressure limiting valve, rear wheel circuit 10a Four circuit protection valve, 7-ports
11 Compressed air reservoir, front axle circuit 12 Compressed air reservoir, drive axle circuit
12a Compressed air reservoir, parking brake circuit 13 Non-return valve, external filling
14 Sensor for compressed air gauge 15 External charging
16 Footbrake valve 17 Brake lamp switch (rear circuit)
19 Brake cylinder, front axle 20 Distributor nipple
21c Relay valve, parking brake circuit 22 Spring brake cylinder
23 Pump nipple, parking brake circuit 24 Blocking valve
25 Parking brake valve 26 Low pressure indicator, parking brake circuit 530 kPa
26a Low pressure indicator, EPG, 200 kPa 28 Two-way valve, parking brake
30 Solenoid valve ABS 31a EBS modulator valve, single-channel front axle
31b EBS modulator valve, two channel, drive axle 33 Silencer
34 Cruise control switch 50 Control unit, EBS
51 Wear sensor, brake pads 52 Wheel speed sensor

The illustration shows the compressed air system for a twin axle bus with EBS. The pneumatic
system is a dual circuit system with one circuit for the front wheels (red) and one for the drive
axle (blue). The system also contains a charging circuit (violet) and a parking circuit (green).
The electrical system cables are marked yellow/grey.
________________________________________________________________________________________________________________________________________________________

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GT2500080eng 38
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© Copyright 2010.01 Volvo Bus Corporation

GT2500080eng