42

BL Engine ECU, Fuel injection, Engine preheat, Volvo Compression Brake (VCB), EOL
 Fuses on front electrical centre card nor. When the parking brake is on, the engine load is less than 200 Nm, its speed is less than 900 rpm and the coolant
Fuse Rating Circuit protected by fuse temperature is below 75°C, the exhaust pressure governor valve (Y37) closes. This severely limits the discharge of
exhaust gas and produces a counter-pressure which is seen by the engine as extra load. The engine thus warms up
F10 7.5A Engine preheat control
more quickly by having to overcome this load, and also emits less white smoke and hydrocarbons.
F15 5A Exhaust pressure governor control
150A Engine preheat element Normal driving
During normal driving, the accelerator pedal position from sender (B25) (see Sch. AC) is received at pin B:8 on the
VECU (A17) and transferred via the databus J1587 to the EECU (A14), which thus controls the fuel injectors (Y33).
Fuse in rear electrical centre The instant of fuel injection (the alpha value) is programmed to achieve the correct injection timing to suit the load
Fuse Rating Circuit protected by fuse conditions and emission requirements. The other engine performance and operating conditions are monitored by
F13 5A Cooling fan hydraulic oil pump appropriate sensors (B04), (B05), (B10), (B21), (B37), (B38), (B39), (B51), (B52), (B54) and (S68) to provide informa-
solenoid valve tion which is processed by the control unit (A14) and in appropriate circumstances warns or informs the driver.

No. (Old no.) Component Cold starting (option)

A14 (9070) Engine Electronic Control Unit (EECU) On suitably equipped buses the driver is advised to select engine preheat for cold starting at below 10°C ambient.
When preheat is selected via the key switch (S15) or feed switch (S911), the engine preheat request signal 312AB
B04 (753A) Crankshaft position sensor
to VECU (A17) pin A7 goes high. The request is transferred via the J1587 databus to the engine ECU (A14), which
B05 (753B) Camshaft position sensor
grounds pin EB31 to energise the preheat relay (K48). This supplies high current to the engine preheat element
B10 (763) Engine oil level sensor
(R01) via the 150A fuse. The resulting +24V signal from the 150A preheat fuse at (A14) lights the engine preheat
B21 (756) Coolant temperature sensor indicator lamp on the Bus Instrument Cluster left-hand side (A03LHS) via pin LY11 (see Schematic NA).
B37 (7081) Charge air pressure/temperature sensor
B38 (7082) Engine oil pressure/temperature sensor The preheat element (R01) remains energised for a length of time that is dependent on the ambient temperature, as
signalled by the engine coolant temperature signal value received at (A14) pin EA25 from sensor (B21). When the
B39 (7084) Air filter pressure/temperature sensor
appropriate preheating time has elapsed, relay (K48) de-energises to cut off the supply to the preheat element (R01)
B51 Fuel feed pressure sensor
and switch off the indication lamp on the BIC to show the driver that the engine is ready for starting in the usual way
B52 Water in fuel sensor
(refer to Schematic AA for the starting sequence).
B54 (7096) Crankcase pressure sensor
K48 (312) Engine preheat relay (option) Piston cooling
M15 (6079) Fuel drain and bleed pump Solenoid valve (Y46) is used at light engine load and low speed to switch off piston cooling valve 1 and give priority
P902 (EOL) End Of Line connector to engine lubrication. Piston cooling is also shut off just before the engine stops, to prevent oil accumulating in the
R01 (800) Engine preheat element (option) cylinders.
R10 (8017) Water separator heating element Detection and draining of water in the fuel
S68 (759) Coolant level sensor If water is detected in the fuel by sensor (B52) the driver is warned. Switch (X11) can then be pressed to start the
X11 (125) Drain and bleed pump switch drain and bleed pump (M15) which runs for 30 seconds to drain the water out. If there is air in the fuel system, e.g.
Y33 (6072) Fuel injectors after changing filters, switch (X11) can also be used to run the pump for 5 minutes to bleed the system.
Y37 (626) Exhaust pressure governor control sol. valve Volvo Compression Brake (VCB) (option)
Y38 Fuel drain solenoid valve The Volvo compression brake solenoid valve (Y39) is energised by a low signal from pin EA33 of the EECU (A14)
Y39 (600B) Volvo Compression Brake (VCB) sol. valve (option) when additional engine braking is required.
Y46 (6114) Piston cooling solenoid valve
Cooling fan hydraulic pump
Y47 (6115) Cooling fan hydraulic oil pump solenoid valve
Depending on the temperature signal received from the coolant temperature sensor (B21), EECU (A14) pin EB21
goes low to energise the hydraulic oil pump solenoid valve (Y47) to start the fan and cool the engine.
BL Circuit descriptions End Of Line connector
Exhaust gas restriction to warm up engine quickly Data is inserted at the end of the production line via the EOL connector (P902) into certain electronic control units
To ensure that the engine warms up quickly while producing a clean- (such as the BIC (A03), EECU (A14), and VECU (A17)) to configure them to suit the bus specification. This adapts
er exhaust, the buses are equipped with an exhaust pressure gover- the bus electrical system to take account of such parameters as which type of transmission has been installed, etc.
43
44

BL Engine ECU (A14) connector EA signalling diagram

Refer to the diagrams on page 46 (B12B) or 47 (B12M)
for the locations of the following components that
are mounted directly on or inside the engine:

A14 Engine Electronic Control Unit

B04 Crankshaft position sensor
B05 Camshaft position sensor
B10 Engine oil level sensor
B21 Coolant temperature sensor
B37 Charge air pressure/temp. sensor
B38 Engine oil pressure/temp. sensor
B51 Fuel feed pressure sensor
B54 Crankcase pressure sensor
Y33 Fuel injectors
Y39 Volvo Compression Brake solenoid valve
Y46 Piston cooling solenoid valve
Y47 Cooling fan hydraulic pump solenoid valve
 BL Engine ECU (A14) connector EB signalling diagram
45
46

BL Location of engine electrical components on B12B buses

 BL Location of engine electrical components on B12M buses
47
48

CE Headlights, Parking lights, Panel lamps dimmer

 Fuses and relays on front electrical centre card CE Circuit descriptions
Fuse Rating Circuit protected by fuse Parking lights
F16 7.5A Lighting control relays The parking lights and panel lamps dimmer (R39) supplies are controlled by the optional lighting switch (S01) if the
F31 7.5A Left side position marking lights bus is not equipped with a feed switch (S911) (see Schematic AA).
F32 7.5A Left front and rear parking lights When the vehicle lighting is switched on, the Bus Instrument Cluster display image is reversed, with a dark back-
F33 7.5A Right front and rear parking lights ground to make it easier for the driver to see the images in the dark. This display reversal is switched off by the
F34 7.5A Left low beam headlight incoming ‘bus lighting off’ signal at (A03LHS) pin LY22 (see Schematic NA).
F35 7.5A Right low beam headlight
F37 7.5A Right side position marking lights Headlights
F38 7.5A Left high beam headlight The headlights supply is controlled by the feed switch (S911) (see Schematic AA) or the lighting switch (S01). Stalk
F39 7.5A Right high beam headlight switch (S02) is used to select high or low beam headlights.
Panel lamps and BIC display illumination
Relay Circuit The dimmer rheostat (R39) slider is connected to the panel lamps in all three of the Bus Instrument Cluster units
RL11 Low beam headlights and side position marking lights (A03LHS), (A03CTR) and (A03RHS), and its voltage level determines the level of illumination. It also controls the
RL12 Front and rear parking lights brightness of the symbol illumination lamps included in certain switches.
RL13 Side position marking lights
Regenerated dimmer levels 1 and 2 for the panel lamps in the body-mounted circuits
RL14 Low beam headlights
As described in Schematic AH, Chassis Module 4 (A94) supplies two signals, ‘dimmer level 1’ and ‘dimmer level 2’
RL15 High beam headlights
to the body for its panel lamps. These are pulse width modulated signals that regenerate the dimmer level set by the
dimmer rheostat (R39). In standard vehicles equipped with a D-bus, these are transmitted from the BIC circuits to
No. (Old no.) Component
the body via CECM-C (A90). Vehicles without the D-bus have hard-wired signal lines to the body at Chassis Mod-
R39 (805) Panel lamps dimmer
ule 4 (A94), which receives the signals via the C-bus from CECM-C (A90).
S01 (100) Lighting switch (when key switch (S15) installed)
S02 (101) Headlights high/low beam switch Automatic low beam switch
V01 (903) Diode The coachbuilder may install this switch, usually close to the front electrical centre, to enable operation of the day
Automatic low beam switch (option installed by coachbuilder) running lights, which are required in countries such as Sweden.
49
50

CE Headlights, Parking lights, Panel lamps dimmer signalling

51
52

CN Direction indicators, Hazard warning lights

 Fuses on front electrical centre card CN Circuit descriptions
Fuse Rating Circuit protected by fuse Direction indicator lamps installation
F8 15A “+” feed to flasher unit (A39) The coachbuilder has to install the direction indicator lamps, using the connections at “BB5” pins 3, 4, 5 and 6 and
F27 10A Direction indicators switch (S13) “BB7” pins 3, 4, 6 and 7 as appropriate. The maximum load for each of these lamp circuits is 24V/21W.
Direction indicator lamps operation
No. (Old no.) Component The “15” supply is fed from F27(F) via the direction indicators switch (S13) to pin 10 or pin 9 of the flasher control
A39 (323) Flasher control unit unit (A39), depending on whether a left or right indication is required, respectively. The control unit receives its “+”
E107L (422) Direction indicators bulb, left front power feed from fuse F8(F) in the front electrical centre, via pin 16.
E107R (423) Direction indicators bulb, right front
E130LA (462) Direction indicators bulb, left side or roof edge The flasher control unit (A39) provides intermittent high (+24V) outputs via pins 5(LF = left front) and 7(LR= left
E130RA (463) Direction indicators bulb, right side or roof edge rear) (for left indication) or 11(RF = right front) and 13(RR = right rear) (for right indication) to the external direction
E140L (426) Direction indicators bulb, left rear indicator lamps (E13LF/E13LR) or (E13RF/E13RR) as required. If side or roof edge indicator lamps (E130LA) and
E140R (427) Direction indicators bulb, right rear (E130RA) are installed, these are energised similarly via pins 3 (54L = left) and 15 (54R = right). It also intermittently
S13 (147) Direction indicators switch sends signals via (A39) pin 4, so that depending on whether left turn or right turn indication has been selected, both
S900 (109) Hazard warning lights switch indicator lamps (E900L) and (E900R) on the instrument panel (A03CTR) flash on and off.
If one or more of the external lamps (E13LF/E13LR) or (E13RF/E13RR) fails, (A39) pin 4 output stops pulsing on and
off and the lamps (E900L) and (E900R) on the instrument panel stop flashing. The driver then knows that one of the
exterior lamps has failed or that there is a fault in the external circuit. This is a legal requirement in certain markets.
The flashing lamps (E130LA) and (E130RA) are externally wired and located on the side and/or roof edge at the rear
of the bus. There is no provision for the driver to check whether these lamps or circuits have failed, nor is there a
legal requirement for such provision.
Hazard warning lamps
The hazard warning flashers are initiated by the hazard warning lights switch (S900) sending a high signal to (A39)
pin 12. This causes both the left and right signal outputs to be energised, along with the intermittent output at pin
4 for the instrument panel indicator lamps (E900L) and (E900R) (see Schematic NB or ND as appropriate).
An additional hazard flashers +24V continuous output is provided at body connector “BB3” pin 5, derived from the
hazard warning lights switch (S900) to operate other emergency functions in the body circuits as necessary, that
may have been installed by the coachbuilder.
53
54

CN Direction indicators, Hazard warning lights signalling diagram

55
56

GA Windscreen wash/wipe, Headlights wash/wipe

 Fuses and relays on front electrical centre card Windscreen and headlamp wipers (see also Schematic AC)
Fuse Rating Circuit protected by fuse 1 Interval wiping When the stalk switch (S06) is moved up by the driver to position 1 for interval wiping, “15” from
F26 15A Windscreen wash/wipe F26(F) is applied to pin 8 of the switch to present a high digital input to the VECU (A17) pin A10. The VECU soft-
ware then initiates a low digital output at pin B16 which energises the interval relay RL17(F). The resulting “15”
F28 15A Headlights wash/wipe
output from the relay pole, pin 30, is applied to the windscreen wiper motor (M01) via (S06) pins 6 and 4 to begin the
F42 15A Wipe interval relay RL17(F)
first wipe sequence. Pin 53A of the motor (M01) has a permanent “15” connection via F26(F). As soon as the motor
(M01) starts to move the wipers away from the parked position, the disc connected to the motor pin 31B contacts
Relay Circuit the +24V at pin 53A, sending a low to high voltage transition to the VECU (A17) pin A9. The software in the VECU
RL16 Headlight wiper motors (may be separate, labelled “317”) measures the time it takes from this transition until the complete rotation of the wiper motor and disc cause a further
RL17 Windscr. wiping interval (may be separate, labelled “321”) transition from high to low. This time interval is divided by two and defines a new deactivation time, which remains
valid until the driver switches off the stalk switch (S06).
No. (Old no.) Component
The default value for the intermittent wiping time is 10 seconds, which will normally be the delay between wipes
M01 (650) Windscreen wiper motor
when interval is selected. However, this delay can be altered by the driver to any value between 1 and 10 seconds.
M02 (651) Windscreen washer pump motor This is done by switching (S06) to normal (position 3), then after the desired delay (of less than 10 seconds) to
M03 (653) Headlights washer pump motor interval. These two pulse inputs are recorded by the software, which uses them to define the interval delay for
M900 (652L) Headlight wiper motor, left intermittent wiping, until interval wiping is de-selected again, when the system reverts to the 10 second default
M901 (652R) Headlight wiper motor, right delay time.
S06 (119) Windscreen wash/wipe stalk switches
If a low to high transition is not detected at the VECU (A17) pin A9 within 10 seconds (or whatever other time delay
that may have been set as an End-of-Line value for WIPER_FROZEN_FAST_TIME), it is assumed that the wiper
GA Circuit descriptions blades are frozen to the windscreen or some similar hindrance has occurred. The VECU (A17) then deactivates the
interval relay RL17 (front) and enters an off mode, remaining there until the driver sets the stalk switch off.
All the windscreen washer and wiper components are connected by
the coachbuilder through electrical connector “650”. The maximum 2 Momentary wiping This first downward position of the stalk switch (S06) is sprung, returning to off when re-
permissible rating for the windscreen wiper motor is 16 amperes, and leased and permitting the driver to choose wiping for as long as it is held down. While selected, this applies “15”
the maximum permissible ratings for the other externally-installed from F26(F) via (S06) pin 4 to pin 53 of the windscreen wiper motor (M01) to start it moving. There is no high digital
wash/wipe components are 10 amperes each. input to pin A10 of the VECU (A17), so the software knows when it receives the high transition at pin A9 from the
motor (M01) pin 31B that this is not an interval wipe request. When the switch (S06) is released to the off position,
the current wipe cycle is completed because the normally-closed contact (pin 87a) of relay RL17 (front) continues
to receive +24V from the motor disc, through pin 31B, until the disc has turned to its park position and becomes
grounded from pin 31.
3 Normal wiping In this position, the wiper motor (M01) is energised via pin 4 of the switch (S06) and remains
activated until the switch is moved to another position. If switched off, the current cycle is completed as described
for momentary wiping above.
4 Fast wiping This applies “15” from F26(F) via (S06) pin 2 to (M01) pin 53B, so that the wiper motor (M01) runs at
full speed. If switched off, the current cycle is completed as described for momentary wiping above.
5 Wash/wipe This applies “15” from F28(F) via (S06) pin 1 to energise the headlight wiper relay RL16(F) and the two
washer pump motors (M02) and (M03). The relay contact feeds pin 2 on both headlamp wiper motors (M900) and
(M901). At the same time, (S06) pin 3 presents a high digital input to the VECU (A17) pin A11, which causes the
VECU software to run the motor (M01) for as long as wash/wipe is selected and then three complete windscreen
wipe cycles more, under the control of the VECU (A17) pin B16 and the interval relay RL17(F).
Washer fluid level (see Schematic AH)
A sensor in the body electrical system sends a signal via the D-bus and CECM-C (A90) if it detects that the level
in the washer fluid reservoir tank is low, to generate an icon on the BIC instrument panel display. In vehicles not
equipped with a D-bus, this signal arrives via “BB1” pin 8 at Chassis Module 4 (A94) pin 18 (see Schematic AH).
57
58

GA Windscreen wash/wipe, Headlights wash/wipe signalling diagram

59
60

MF Electronically-Controlled Suspension (ECS)

 Fuse on front electrical centre card MF Circuit descriptions
Fuse Rating Circuit protected by fuse The Electronically-Controlled Suspension system (ECS) will only operate when the key switch (S15) or feed switch
F23 7.5A “61” feed to ECS control unit (A902) (S911) is set to “drive” and if there is sufficient pressure in the air suspension system (more than 7.5 bar) to close
F24 7.5A Alternator charging D+ signal to body the pressure contact (B24) and thereby ground pin 25 of the ECS control unit (A902). If this pin is not grounded, a
warning signal is sent via (A902) pin 17 to the chassis Central Electronic Control Module (A90) pin B14 as part of
the ECS data, and used to display the ECS fault warning lamp on the Bus Instrument Cluster left side display
No. (Old no.) Component
(A03LHS) and light the INFO warning lamp. The “61” feed to the ECS system from F23 (F) will only become avail-
A902 (9002) ECS control unit
able when the engine running signal has been received from CECM-C (A90) pin A12 (see Schematic AD) to ener-
B24 (7064) ECS air suspension pressure low contact
gise relay RL2 (F). This signal is generated once the bus engine has started and Alternator 1 (G02) is charging.
B29LF (7072) ECS height sender, left front
B29LR (7072) ECS height sender, left rear Normal driving
B29RF (7072) ECS height sender, right front The four senders (B29LF, LR, RF, RR) inform the ECS control unit (A902) of the chassis height, and their inputs are
compared by the control unit program against stored values, to determine whether any corner of the chassis needs
B29RR (7072) ECS height sender, right rear
to be raised or lowered to keep the chassis level and at the correct ride height. If necessary, signals are sent from the
S902 (175) Raise/lower switch
control unit (A902) to the front and/or rear solenoid valve blocks (Y40) and (Y25) to admit air into or exhaust air from
S903 (175H) Raise (Ferry lift) switch (option)
the suspension air bellows, to maintain a constant ride height.
S915 (1102) Kneeling switch
Y25 (6035R) ECS rear solenoid valve block Ferry lift (raising the bus)
The bus can only be raised if the engine is running and there is sufficient air pressure in the ECS system to permit
Y40 (6035F) ECS front solenoid valve block
raising. Note that the raise system (which is normally used when there are no passengers on board, to negotiate
ferry ramps etc.) will operate with the passenger doors open or closed, and the bus can be driven without speed
restrictions when in the raised position. However, the ECS diagnostics lamp on the instrument panel will begin to
flash if the speed exceeds 30 km/h. The road speed signal, derived from CECM-C (A90) pin A19 (see Schematic AD)
enters the control unit (A902) at pin 32.
When the upper part of the raise/lower switch (S902) is pressed, it grounds pin 8 of (A902). This sends the appro-
priate signals to the solenoid valve blocks (Y40) and (Y25) to open the valves and allow more air into the suspen-
sion bellows, raising the bus above its normal ride height. Signals from the chassis height senders (B29LF, LR, RF,
RR) inform the control unit when the pre-programmed ferry lift height (usually 8 cm above normal ride height) has
been reached, and the solenoid valves then close to prevent further raising. At any time during raising, or after the
pre-programmed raise height has been reached, the raise/lower switch (S902) can be set back to its normal central
position. This opens the (A902) pin 8 ground connection, and (A902) then signals the solenoid valve blocks (Y40)
and (Y25) to exhaust air from the suspension bellows until normal ride height has been regained.
Kneeling
The kneeling switch (S915) permits either the front corner or the whole side (depending on the bus specification) to
be lowered to a pre-programmed height (usually 8 cm) for passenger entry and exit. This height may be repro-
grammed according to local requirements and the final step height after coachbuilding. When the lower part of the
kneeling switch (S915) is pressed, pins 8 and 24 on (A902) are grounded via connections in the raise/lower switch
(S902). Depending on whether the whole side or the front corner are programmed to kneel, signals are sent to the
front (Y40) or to both solenoid valve blocks. The appropriate bellows are deflated by exhausting air through the
solenoid valves to begin kneeling. As the bus lowering passes 80% of the full kneel, (A902) pin 20 goes high to
signal kneeling position to the chassis system via (A90) pin B13, and to the body via the D-bus or “BB3” pin 3.
When the (A902) program receives signals from (B29LF, LR, RF, RR) that match the preprogrammed kneeling
height, the solenoid valves close to stop bellows deflation. Pressing the upper part of (S915) grounds (A902) pin 6
to initiate signals to open the valves in (Y40) and (Y25) and permit air to inflate the bellows until normal ride height
is regained, as reported by (B29LF, LR, RF, RR). Once begun, this process cannot be stopped by the driver.
61
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MF Electronically-Controlled Suspension (ECS) signalling diagram

63
64

NA Bus Instrument Cluster, left hand side (A03LHS)

 Fuses on front electrical centre card NA Circuit descriptions
Fuse Rating Circuit protected by fuse This part of the Bus Instrument Cluster (BIC) contains the display and its control circuits. Some of the signals it
F2 7.5A BIC display and gauges receives from external sources via the J1587 databus are transferred to the centre and right hand side units as re-
F13 5A BIC lamp drivers quired. Note that databus communication is only possible when the key switch (S15) or feed switch (S911) is set to
“drive”, since the BIC lamp driver circuits are fed from the “15” line.
No. (Old no.) Component Lamp test
A03LHS Bus Instrument Cluster, Left Hand Side The warning and indicator lamp bulbs are tested by the lamp check function, which applies “+” and “–” inputs as
(702LHS) INFO caution lamp appropriate to the lamp drive transistors in this unit.
STOP immediately warning lamp
Engine preheat indication lamp Display control
Engine oil pressure gauge The multi-function display control (S30) consists of four switches built into the windscreen wiper stalk. From left to
Coolant temperature gauge right, these are the Escape button, Select button and Up and Down switches, which are used, as described in the
Charge air pressure (Turbo boost pressure) gauge Driver’s Handbook, to control menus and select information appearing on the display.
S30 (1152) Multi-function display control Gauges
The oil pressure, coolant temperature and charge air pressure (also called turbo boost pressure) values, which are
received via the engine control unit (A14) from the appropriate sensors, are transmitted over the J1587 databus to
be shown on the instrument cluster left hand side gauges. A separate supplementary booklet to the Driver’s Man-
ual, “Operating Instructions – Display” contains full details of the contents and operation of the display.
Warning lamps
(A03LHS) carries four warning lamps at the bottom edge; engine preheat (E911), INFO (E910), STOP (E912) and
alternator not charging (not used, as there is an icon for this purpose on the display). The INFO (E910) and STOP
(E912) lamps are activated as required by the internal BIC logic.
Panel lamps and display
If the vehicle lighting is switched on, the panel lamps dimmer rheostat (R39) supplies a voltage that the driver can
vary to alter the intensity of the panel lamps illumination (see also Schematic CE).
When the vehicle lighting is switched on, the BIC display image is reversed, with a dark background to make it
easier for the driver to see the images in the dark. This display reversal is switched off by the incoming ‘bus lighting
off’ signal at (A03LHS) pin LY22.
Fuel and brake pressure information to the BIC left-hand side (A03LHS)
As described in Schematic AG, fuel level information is received by the Chassis Module 3 (A93), converted into
digital format, sent via the C-bus to CECM-C (A90) and then transmitted via the J1587 databus to (A03LHS), where
it is sent on via pins LX3 and LX13 to the gauge and LED on (A03RHS), see Schematic NC. Similarly, as described
in Schematic AD, the brake pressure values are received from their sensors via CECM-C (A90) at pins B25 and B26,
converted and sent on via pins LY24 and LY27 to the gauges on the BIC right hand side (A03LHS), see Schematic
NC.
65
66

NA Bus Instrument Cluster, left hand side (A03LHS) signalling diagram

67
68

NB Bus Instrument Cluster, centre, with tachograph (A03CTR)

 No. (Old no.) Component NB Circuit descriptions
A03CTR Central instrument cluster: With the tachometer and clock at the left and the tachograph at the right, this unit also has a row of warning and
(702CTR) Tachometer indication lamps along the bottom edge. It receives power from all three of the main power feed lines in the bus front
Tachograph electrical centre: “+” via fuse F2(F) for the tachograph clock (D900) and feed 1 to pin A1, “30” via fuse F1(F) for the
Odometer tachograph feed 2 at pin A4 and “15” via fuse F13(F) for the warning and indication lamps at pin A3.
Audible annunciator
B12 (7052) Transmission speed sender Parking brake warning lamp
D900 (709) Tachograph clock The parking brake warning lamp (E902) is lit via pin E3 by a signal from the CECM-C (A90) pin A14 parking brake
E900L (500L) Direction indicators left turn indication lamp output (see Schematic AD).
E900R (500R) Direction indicators right turn indication lamp Lamp test
E901 (504) Headlights high beam indicator lamp The lamp test position of the key switch (S15) or feed switch (S911), (see Schematic AA) supplies voltage from the
E902 (508) Parking brake warning lamp BIC left-hand side unit ((A03LHS), see Schematic NA) to light all the warning and indication lamps, indicating bulb
E903 (510) Differential lock indicator lamp failure of any that do not light. This includes lamps that are not otherwise used to provide warnings or indications.
E904 (536) Rear fog lights indicator lamp The reason for this is to avoid “gaps” in the lit lamps that would otherwise make it look as if some bulbs had failed.
E905 (542) Door brake warning lamp Road speed
E906 (547) Central warning lamp The transmission speed sender (B12) at the transmission output shaft provides both positive-going and negative-
E907 (5003) Kneeling indicator lamp going speed pulses to (A03CTR), at a pulse rate depending on the vehicle speed. After conversion into digitised
E908 (5009) ABS indicator lamp pulse signals this information is transmitted via the J1587 databus and (A03CTR) pins B7 and C7 to pins B6 and B20
E909 (5032) Driver’s seat belt warning lamp respectively on the VECU (A17).
U07 (CONV) Frequency converter (buses with CAV alternators)
Frequency converter
B12B and B12M buses equipped with a tachograph and CAV alternators include a frequency converter (U07) in-
serted into relay socket RL6(F). This mutiplies the frequncy of the incoming signal from the alternator 1 (G02) “W”
charging warning lamp terminal by a factor of 1.5 to provide the correct engine speed back-up signal to pin D6 of the
Bus Instrument Cluster centre unit (A03CTR). Buses equipped with Bosch alternators do not use this converter, in
which case the empty relay socket has a jumper link to connect its pins 30 and 87.
Body connections
Standard B12 buses handle signals between the chassis and body via the CECM-C (A90) and the D-bus. In buses
without a D-bus, the following hard-wired signal connections are made:
Pin C6 transmits a 4 pulses/metre signal to the body circuits via “BB2” pin 12. This signal is derived from the road
speed.
When “BB3” pin 9 is grounded by a signal from the body circuits, the rear fog lights indication lamp (E904) is lit.
When “BB1” pin 6 is grounded by a signal from the body circuits, the driver’s seat belt unfastened warning lamp
(E909) is lit.
69
70

NB Bus Instrument Cluster, centre, with tachograph (A03CTR) signalling diagram

71
72

NC Bus Instrument Cluster, right hand side (A03RHS)

 No. (Old no.) Component NC Circuit descriptions
A03RHS Body Instrument Cluster, right hand side This module carries the master warning lamp (E916), which lights a large red triangle when a master alarm is activat-
(702RHS) Fuel gauge ed. It also carries the fuel gauge and all the brake pressure gauges.
Front brake circuit air pressure gauge
Rear brake circuit air pressure gauge When a passenger requests “next stop”, the input from the body at pin RX2 from connector “BB3” pin 7 is ground-
Trailer brake circuit air pressure gauge ed, and this lights the NEXT STOP lamp (E914) on this module.
E914 Next stop indication lamp When a passenger uses the “pram” button in the body to request extra time for disembarking, the input from the
E915 Pram indication lamp body at pin RX2 applies +24V at connector “BB3” pin 8, and this lights the PRAM lamp (E915) on this module.
E916 Master warning lamp Refer to Schematics AD and NA for a detailed explanation of the brake air pressure circuits and their gauges.
Refer to Schematics AG and NA for a detailed explanation of the fuel level signals.
Master warning
The signal for the master warning sound, that also lights the “STOP” icon on the left side BIC unit (A03LHS), is
received from pin LX17 on that unit. It arrives at (A03RHS) pin RX20 and lights the MASTER WARNING triangle
lamp (E916) at the top left of the unit.
Diodes for headlight high beams and direction indicators
This module includes several diodes connected between signal input and output connections for the headlight
high beam and direction indicator lamps on the instrument panel centre module (A03CTR).
Spare warning and indication lamps
There are six spare lamps in a row at the bottom of the unit for optional use by the coachbuilder. These may be
connected via “BB4” pins 1, 2, 3, 4, 5 or 6.
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NC Bus Instrument Cluster, right hand side (A03RHS) signalling diagram

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ND Bus Instrument Cluster, centre, without tachograph (A03CTR)

 No. (Old no.) Component ND Circuit descriptions
A03CTR Central instrument cluster: With the speedometer at the left and the tachometer at the right, this unit also has a row of warning and indication
(702CTR) Speedometer lamps along the bottom edge. It receives power from two of the main power feed lines in the bus front electrical
Odometer centre: “+” via fuse F2(F) for the “+” feed to pin CX4 and “15” via fuse F13(F) for the warning and indication lamps
Audible annunciator at pin CY22.
B12 (7052) Transmission speed sender
E900L (500L) Direction indicators left turn indication lamp Parking brake warning lamp
E900R (500R) Direction indicators right turn indication lamp The parking brake warning lamp (E902) is lit by a signal from the CECM-C (A90) parking brake circuit at pin CY8 (see
E901 (504) Headlights high beam indicator lamp Schematic AD).
E902 (508) Parking brake warning lamp Lamp test
E903 (510) Differential lock indicator lamp The lamp test position of the key switch (S15) or feed switch (S911), (see Schematic AA) supplies voltage from the
E904 (536) Rear fog lights indicator lamp BIC left-hand side unit ((A03LHS), see Schematic NA) to light all the warning and indication lamps, indicating bulb
E905 (542) Door brake warning lamp failure of any that do not light. This includes lamps that are not otherwise used to provide warnings or indications.
E906 (547) Central warning lamp The reason for this is to avoid “gaps” in the lit lamps that would otherwise make it look as if some bulbs had failed.
E907 (5003) Kneeling indicator lamp Road speed
E908 (5009) ABS indicator lamp The transmission speed sender (B12) at the transmission output provides both positive-going and negative-going
E909 (5032) Driver’s seat belt warning lamp speed pulses to pins B20 and B6 on the VECU (A17).
Body connections
Standard B12 buses handle signals between the chassis and body via the CECM-C (A90) and the D-bus. In buses
without a D-bus, the following hard-wired signal connections are made:
When “BB3” pin 9 is grounded by a signal from the body circuits, the rear fog lights indication lamp (E904) is lit via
pin CY13.
When “BB1” pin 6 is grounded by a signal from the body circuits, the driver’s seat belt unfastened warning lamp
(E909) is lit via pin CY1.
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ND Bus Instrument Cluster, centre, without tachograph (A03CTR) signalling diagram

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