FH 4 Multiplicação Interna QTS.pdf

FH(4) CONHECIMENTO BÁSICO DO PRODUTO MULTIPLICAÇÃO INTERNA W1404 Quality and Tech Support Trucks

Quality and Tech Support Trucks

Conteúdo TEA 2+ ................................................ ................................................. ..............

3

Data bus comunication ............................................ ...................................

4

Backbones ................................................ ................................................. ..

5

Subnets......................... ........................................... ....................................

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LIN .......................................... .................................................. ....................

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Flexible Switches ............................................ ............................................

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Data Bus Topology......................... ................................................ .............

10

HMI .......................................... .................................................. .........................

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Instrumentation Instrumentation .................................................. ...........................................

12

DID Simulation ......................... .............................................. .......................

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SID ................................................ .................................................. ...............

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SID Simulation .............................................. ................................................

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ELETRICAL ............................................. .................................................. .........

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Wiring Diagram .............................................. ...............................................

17

Power managment ..........................................................................................

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Battery sensor ............................................................................................. .......

21

Lights ..................................................................................................... ............

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CHASSIS ................................................................................................. ..............

25

APM ............................................................................................... ....................

26

Eletric parking brake......................................................... brake......................................................... ............. ......................

33

Sensing valve function .....................................................................................

40

EBS/EBD...........................................................................................................

42

ECS ................................................................................................ .....................

43

Wireless ECS ................................................................................... ....................

46

Mega valve ...................................................................................... ......................

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Compressor.................................................................................................... ......

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CAB .................................................................................................................... .......

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Volvo Dynamic Steering .................................................................................

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Steering whell column column ......................................... ............................................

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ESCL.................................................................................................................

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IFS ................................................................................................. .........................

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Driver information............................................................................................

81

New acessories ................................................................................................

82

Climate IPC

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83

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84


Conteúdo TEA 2+ ................................................ ................................................. ..............

3

Data bus comunication ............................................ ...................................

4

Backbones ................................................ ................................................. ..

5

Subnets......................... ........................................... ....................................

6

LIN .......................................... .................................................. ....................

7

Flexible Switches ............................................ ............................................

8

Data Bus Topology......................... ................................................ .............

10

HMI .......................................... .................................................. .........................

11

Instrumentation 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......................................................... 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 column ......................................... ............................................

67

ESCL.................................................................................................................

68

IFS ................................................................................................. .........................

69

Driver information............................................................................................

81

New acessories ................................................................................................

82

Climate IPC

...................................................................................................................

83

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84


TEA2+

Notes

Page 3 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

Page 4


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 c ontrols 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 t he 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. Note that only the main functionality is included in the simulation.

Notes

Page 14


SID-High simulation Try the SID-High using the simulator. Note that only the main functionality is included in the simulation.

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 f lashes 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 Input Output Output Output Output Output Output Output Output Output Output Output Exhaust Exhaust Exhaust Exhaust Exhaust Exhaust Exhaust Exhaust

11 12 21 22 23 24 25 26 27 28.1 28.2 29.1 29.2 31 32 33 35 36 37 38 4.2 PR

Air supply External supply Front brake circuit supply Rear brake circuit supply Trailer brake circuit supply Transmission circuit supply Air suspension circuit supply Auxiliary circuit supply Compressor control signal Park Brake cylinders, Front Park Brake cylinders, Rear Trailer Brake control valve (no break at parking) Not used (Trailer brake control valve, trailer braked with parking Main APM Exhaust Park Brake Exhaust Secundary Exhaust Unidade de comando Evacuation Evacuation Evacuation Rear service brake (EBS outlet)/ Foot brake valve 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 st alk.

Notes

Page 39


New New load sensing valve funct ion New New l oad sensing valve function All new trucks fitted with air suspension and conventional conventional (drum) brakes will be delivered without 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 controlled by the ABS control unit. 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 f oot 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


Pressure chart Electronic Brake Distri bution Unladen truc k Horizontal axis = brake pedal travel Vertical axis = brake pressure in brake cylinders Yellow line = brake pressure front brakes Green line = brake pressure rear wheel with EBD Red line = brake pressure rear wheel with load sensing valve Picture 2 shows a truck with full load.

Notes

Page 41


EBS features During extreme retardation the brake lights will flash at a high frequency to enhance the warning. Flashing brake lights are an option.

Notes

Page42


ECS ECS 4 A new version of the ECS (Electronically Controlled Suspension) is introduced with the new Volvo FH; ECS 4. In terms of functionality it is mainly the same as the previous system. The biggest news with ECS 4 is the electrical architecture. The software for ECS is no longer placed in one single control unit. I nstead it is spread between several control units and it therefore utilizes the full range of TEA2+ functionality. Some other new features are: New Wireless work remote control box (optional). New wired remote control box (new type of signals, slightly different function). New Mega valve, replaces the two solenoid blocks at rear. New solenoid valve for front axle. New pneumatic layout with fewer air tanks. New ECS features: Kneeling (accessory function), Rolling (only with the wireless remote control, see animation).     

Notes

Page 43


ECS 4 topology ECS 4 no longer has its own control unit. Instead it is spread out between several control units (modules). The RCIOM has the main software for controlling the solenoid blocks,as well as signals to and from the rear. The CCIOM has the main software for controlling the soleniod blocks,as well as signals to and from the front. The CIOM receives/transfers data from WRG and RC_ECS and the flexible switches. The VMCU communicates data to and from the cab. The HMIIOM transfers data to the Instrument Cluster (IC). RCIOM Rear Chassis I/O Module (in/out) CCIOM Central Chassis I/O Module CIOM Cab I/O Module VMCU Vehicle Master Control Unit HMIIOM Human Machine Interface I/O Module IC Instrument Cluster WRG+WRC Wireless Remote Gateway + Wireless Remote Control RC-ECS Remote Control - Electronically Controlled Suspension FSP Flexible Switches Position

Notes

Page 44


ECS 4 components in cab The wireless Work Remote control (WRC), can be used to manually operate the ECS system. The WRC transmits signals which the Wireless Remote Gateway (WRG) receives. With the remote control you can do the following: Raise or lower the truck. Roll the truck, to left or right. Access to load indicator. WRC is an option.   

The Remote Control with cable (RC-ECS) looks almost the same as the one used on earlier trucks, but instead of using ground signals, it sends messages using the LIN data link. The functionality is also slightly different when using the remote. When changing from driving mode to manual mode, you don't need to press the manual mode button. Instead you choose which axle you want to raise. The Cab In/Out Module (CIOM) receives signals from the RC-ECS, flexible switches and from the WRG. The Vehicle Master Control Unit (VMCU) receives signals from the CIOM via the two links called Backbone 1 and Backbone 2. The VMCU then transmits signals to the two control units outside the cab. They are the Central Chassis In/Out Module (CCIOM) and the Rear Chassis In/Out Module (RCIOM). The Human Machine Interface I/O Module (HMIIOM) communicates with the VMCU and the CIOM. The HMIIOM sends messages to the Instrument Cluster (IC) and to the Secondary Information Display (SID). These messages can be; when the ECS system is in manual mode (not driving mode), or when a fault has occurred. The IC shows fault symbols or different modes, such as driving mode or manual mode.

Page 45


Wireless Work Remote control WRC. Work Remote control. As an option, a new wireless remote control is available. With this remote control it’s possible to do even more than you can do with the wired remote control for ECS. Some of the extra ECS functions are; being able to kneel the truck, check/calibrate the load on each axle, and also see the load. The remote is not only used for ECS functions, it can also start and stop bodybuilder functions, such as Power Take-Off (PTO) and lights. It can also be used to start the engine. It is important to know that it is the dealer that activates the WRC, by connecting the batteries into the WRC before delivery to the customer.

Notes

Page 46


Signals WRC Wireless Work Remote control When the driver uses the WRC to raise the vehicle manually, the signals are sent via the TEA 2+ architecture to the solenoid valves. The animation shows two examples; raising and then lowering the whole truck with the WRC: The WRC signals are received by the Wireless Remote control Gateway (WRG). From the WRG the signals are sent via the cab subnet to CIOM. From the CIOM the signals are sent via Backbone 1 to VMCU. From the VMCU the signals are sent via the chassis subnet to CCIOM and RCIOM. From CCIOM and RCIOM analogue signals are sent via cables to front and rear solenoid valves.

Notes

Page47


WRC simulator

Notes

Page 48


ECS 4 Mega valve A new type of solenoid valve is used for trucks with multiple rear axles. For example, a pusher axle, tag axle or two driven axles. This valve is called the Mega valve. It contains six solenoid valves and a pressure sensor. Previous vehicles used two different solenoid valves. They have now been combined to become the Mega valve. Step 1 The mega valve Step 2 Closing the exhaust Step 3 Opening supply and filling rail Step 4 Opening port 23, filling port 23 Step 5 Opening port 25, filling port 25 Step 6 Closing supply, opening exhaust, exhaust rail Step 7 Closing exhaust, opening port 24, sensing port 24 Step 8 Opening port 21-22, sensing pressure port 21-22 Step 9 Opening exhaust , opening port 24, exhausting port 24 Step 10 Opening port 21-22, exhausting port 21-22

Notes

Page 49


Mega valve schematic This animation shows the Mega valve in a schematic view. 1. Evacuation 2. Common rail empty 3. Closing exhaust 4. Opening support, filling rail 5. Opening port 23, filling 6. Opening port 25, filling 7. Closing supply, opening exhaust, empty common rail 8. Closing exhaust, opening port 24, sensing pressure 9. Exhaust rail 10. Closing exhaust, opening port 21-22, sensing pressure 11. Opening exhaust, opening port 24, exhausting 12. Opening exhaust, opening port 21-22, exhausting

Notes

Page 50


Compressor Compressor clutch A new type of power reduction has been introduced for one of the compressors. It is a clutch, and is mounted between the compressor gear and the compressor. It is located inside the engine´s transmission and it is controlled by air pressure from the Air Production Modulator (APM). This power reduction is an option for trucks that are optimized for low fuel consumption. These compressors can be identified by the air hose for the disengagement of the compressor, that no longer goes to the cylinder head. Instead it goes to the flange attached to the engine.

Notes

Page 51


Clutch function The new power reduction consists of a number of clutch discs, plates and a spring, located in a steel housing. Step 1. Engaged clutch: When no air pressure is going to the clutch, the clutch is engaged by the force of the spring Step 2. Disengaged clutch: When compressed air is sent to the clutch, the piston inside the clutch moves, and puts pressure on the spring. The result is that the discs in the clutch are released.

Notes

Page 52


Clutch control The air compressor control at the APM regulates the pneumatic pressure levels in the consuming circuits of the truck. It does this by conjunction/disjunction phases of the compressor installed on the engine. This function is divided into different modes, depending on current pressure levels and vehicle status. The air signal for the clutch comes from port 27 on the APM.

Notes

Page 53


Cab

Notes

Page 54


Volvo Dynamic Steering Volvo Dynamic Steering Volvo Dynamic Steering (VDS) improves the truck’s manoeuvrability. The system also makes it more comfortable to drive. Volvo Dynamic Steering works through a precisely controlled electric motor which is mounted on top of the hydraulic steering gear. This type of steering gear has been used for many years on Volvo trucks. The motor is adjusted 2,000 times per second, based on the inputs from the driver and several other sensors on the truck. Its purpose is to provide precise steering control in every situation. Volvo Dynamic Steering has four main benefits. The physical effort to steer at low speeds is reduced. It improves the directional stability at high speeds so that no small steering adjustments are needed. It diminishes the effect of road irregularities such as bumps and pot holes. It helps the steering system to return to the straight ahead position even when reversing.  

 

Notes

Page 55


System overview An electric motor is added to the hydraulic-mechanical steering gear to provide additional torque for the steering gear. The motor function is electronically controlled via an ECU, receiving signals from other control units and sensors, as well as an internal sensor in the electric motor/steering gear. The picture shows the main components of the new Volvo Dynamic Steering.

Notes

Page 56


Steering gear With the Volvo Dynamic Steering a new steering gear has been introduced. The new steering gear is from TRW and the design is very similar to the earlier steering gear from ZF. The TRW hydraulic steering gear will be available with two ratios;18.6:1 and 23.2:1. This is in order to fulfil steering homologation. Both ratios will be available in LHD and RHD versions.

Notes

Page 57


Function s teering gear The steering gear has a ball and nut unit built into the operating piston. The operating piston and sector shaft have high finish conical teeth. Unloading valves/steering limiters remove the power-assistance effect when full wheel lock has been reached, in order to reduce the risk of damage to the steering rod and servo system. The steering gear vents automatically through a fluid reservoir.

Notes

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Electric mot or The Volvo Dynamic Steering electrical system consists of a motor, control unit and angle/torque sensor. The electric motor is a 3-phase permanent magnetization synchronous motor that can add ± 25 Nm (20 on FM) on the steering shaft. Permanent magnets are attached to the rotor, which is part of the steering shaft. The rotor is turned by a rotating magnetic field in the stator. The stator is not shown in the picture. There is a torsion bar fitted inside the motor. The twisting action of the torsion bar determines how much force the electric motor will apply. The torsion bar is attached to the rotor shaft and the upper shaft. The torsion bar can be twisted up to approximately seven degrees. If more force is applied, the stroke limiter will intervene and reduce the tension in the torsion bar.

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Torque and angle sensor The Torque and Angle Sensor (TAS), is located on top of the electric motor, close to the input shaft. The sensor is designed to measure the twisting action of a torsion bar. The sensor also indicates the position of the rotor shaft. Since the sensor does not cover the full steering range, steering angle information from the Electronically controlled Braking System (EBS) is used to determine in which sector the TAS st arts up. For safety reasons, double sensors are used, (two torque sensors and two angle sensors). A clock spring is connected to the rotor, and this clock spring contains signal wires for the movement sensors.

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ECU The Electronic Control Unit for Volvo Dynamic Steering is also called FAS (Front Axle Steering). FAS does the following: Communicates with the rest of the vehicle. Receives signals from the internal sensors. Calculates and processes all the functions that provide the desired assistance in certain conditions. Communicates with the electric motor controller and controls the current to the electric motor.   



The control unit has two connectors. One is used for the CAN link (chassis subnet) and one is used for power supply. There is also a temperature sensor on the circuit board for the ECU.

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Electric schematic The FAS gets its main power at X1:1 via fuse FM9 in the battery box electrical centre. The FAS is activated by a message on the CAN link (chassis subnet) from the VMCU. The FAS has one ground connection at pin X1:2 via ground from a front ground connection. Two sensors are connected internally to the FAS, one steering angle sensor and one torque sensor. These two sensors are located inside the housing for the electric motor. The electric motor is also connected by an internal connection to the FAS control unit.

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Sensors overview The three most important sensors (besides the sensors inside the motor) are t he vehicle speed sensor at the gearbox (goes to VMCU), the steering angle sensor and the yaw-rate sensor (goes to EBS control unit). As well as these main sensors t here are several other secondary sensors that are only for fine tuning. 1. VMCU 2. EBS 3. FAS 4. Steering angle sensor 5. Yaw-rate sensor 6. Vehicle speed sensor

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Topology The Volvo Dynamic Steering control unit FAS (Front Axle Steering) is connected to the Chassis Subnet. Other control units that communicate with FAS are: EBS, VMCU, CCIOM, ECM, RCIOM, TECU, APM andFCIOM. These are the different signals from the control units: EBS, steering wheel sensor, yaw rate sensor/lateral acceleration, wheel speed, anti-lock brake status, brake pressure, ASR status and wheel angle from pusher/tag axle. VMCU - vehicle speed, chassis level. CCIOM - gear position from the gearbox, front axle load. ECM - engine speed and engine torque. RCIOM - rear axle load and lift axle position. FCIOM - ambient air temperature. TECU - transmission status. APM - parking brake status. The FAS (A179) then calculates the optimum torque to apply on the steering column, which then assists the driver to turn the steering wheel.

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Components position The picture shows the components involved with signals for fine tuning of the Volvo Dynamic Steering.

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Driver information If the system goes into failsafe mode, the symbol shown in the picture will appear in the display. In this mode the electric motor is disengaged, and the steering system only has t he hydraulic system to provide power assistance. It then works in the same way as a truck without Volvo Dynamic Steering. When the system is operating normally, no information is shown to the driver.

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Steering wheel column Steering wheel switches The steering wheel has seven different switch panels, four on the left hand side and three on the right hand side. These switch panels come in six different combinations, depending on the truck specification. Use the Driver's Handbook to find out the functions of the steering wheel buttons. Fill in your answers in the worksheet handed out by the teacher.

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ESCL The purpose of the ESCL (Electrical Steering Column Lock) function is to protect the vehicle from theft, by making it impossible to turn the steering wheel when the vehicle is parked. The new FH is equipped with an electrical steering column lock. The driver inserts the ignition key in the ignition, and the steering column is automatically unlocked when the key has been verified by reading the transponder. When the vehicle is standing still and the driver removes the ignition key from the ignition, the steering column is automatically locked. This new ESCL is controlled by the VMCU and it is supplied with power from the CIOM. The ESCL is attached with two "shear off" screws to prevent its removal (see IMPACT instructions for replacing the ESCL).

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IFS

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IFS general IFS design and function Until now all Volvo Truck models have had rigid front axles, but with the new FH there is an option of Individual Front Suspension (IFS). The front wheels are independently suspended to a kingpost axle with double wishbone arms. The support is suspended with an air bellow between the chassis frame and the top of the kingpost axle. Shock absorbers are fitted to a bracket on the kingpost axle and the chassis frame at the top. The axle shafts in the kingpost axle mounting are of the same type as used on trucks with rigid front axles. Correct caster and kingpin inclination are integrated in the design and result in a minimum of tyre wear. Deviation in front end geometry depends on wear or damage. Toe-in and camber are adjustable, while incorrect kingpin inclination and/or caster can only be corrected by renewing parts. 1. Air suspension bellows 2. Upper wishbone arm 3. Kingpost axle 4. Lower wishbone arm 5. Kingpin 6. Steering arm 7. Shock absorber 8. Axle shaft 9. Stabilizer

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Jack position The picture shows the different positions to place a jack or a stand.

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IFS main components The air suspension bellows are on top of the kingpost axle, parallel with the front, upper wishbone arm. The lower part of the kingpost axle is secured by the lower wishbone arm. The upper wishbone arm is almost at right angles to the chassis, curving slightly backwards, while the lower wishbone arm is angled backwards to absorb braking forces. The lower part of the shock absorbers are bolted to a bracket on the kingpost axle. Trucks with IFS (Individual Front Suspension) are fitted with disc brakes at the axle shaft hub.

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Kingpost axle and axle shaft This is a cross section of the kingpost axle, kingpin, axle shaft and associated components. The wheel is supported on the axle shaft, which is pivot mounted to the kingpost axle via the kingpin. The axle shaft is supported at the top of the kingpin in a tapered roller bearing and at the bottom in a bushing. The bushing takes up radial forces, while the roller bearing takes up axial and radial forces. The outer race of the roller bearing and bushing are press fitted. The axle shaft axial play is adjusted with different tightening torque for the lower nut retainer. 1. Upper cover 2. Kingpost axle 3. Castle nut 4. Roller bearing 5. Sealing with aluminium ring 6. Axle shaft 7. Kingpin 8. Sealing without aluminium ring 9. Bushing 10. Nut retainer 11. Lower cover

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Steering system with IFS Steering system design and function The movements of the steering wheel are transferred, via the upper steering column (1) and lower steering column (2), to the angle gear (3) and then via the intermediate shaft (4), to the rack and pinion power steering gear (5). The steering servo's task is to amplify the force from the steering wheel, so that the truck becomes easier to steer. The servo pump (6), which is powered by the truck's engine, provides hydraulic pressure for the servo. The rack and pinion gear transfers the movement of the steering wheel to the tie rod (7) and ball joints (8), at each side and then to the steering arms (9). From the steering arm, the movement is transferred to the axle shaft (10), whereupon the wheel turns. A servo fluid reservoir (11) with a replaceable filter, ensures the oil flow to the pump. Steering column The steering column consists of an upper shaft and a lower shaft that are joined together in a steering shaft joint. This in order to be able to raise and lower the cab. The lower shaft is of the telescopic type. The components are connected to each other via a sliding bar joint, which makes it possible for the axle to vary in length.

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Rack and pinion steering gear The rack and pinion power steering gear basically comprises a mechanical steering gear, the control valve and the power cylinder. The rack (2) is guided in wear-free plain bearings. The pinion (4), which runs in bearings in the valve area, meshes with the rack teeth. The pinion is connected with the valve rotor (5) through a torsion bar (6). Located around the torsion bar is the valve sleeve (7), and together these form the control valve. The control valve is a valve design that is of the same type as on previous steering gears for FM/FH. It is used in order to control the pressurized oil needed for power assistance. There is also a Pressure-limitation valve (170+ 10 0 bar opening pressure), of the same type as for earlier FM/FH, at the inlet of the steering gear. The rotary motion of the steering wheel is transformed by the pinion into an axial motion of the rack. The rack is connected to the power cylinder with a small joint (13), since the there are very small forces between the rack and the power cylinder. Most of the f orce comes from the power cylinder(1) and the operating piston (3), which transfers the movement to the steering arms by tie rods (8). Pressurized oil can flow through pipes to one of the two power cylinder chambers (ZL or ZR) and assists the axial movement of the rack, if the turning motion is initiated from the steering wheel. If however, the axial movement of the rack is caused by the road wheels, the steering valve will, in spite of the steering wheel being held, direct the pressurized oil to that power cylinder chamber which counteracts rack axial movement. This braking effect dampens road shocks.

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Control valve The control valve consists of a valve rotor (1), which has six grooves (2) on the circumference, and a valve sleeve (3), also with six grooves. The input shaft, which is also a torsion bar (4) is pinned to the valve rotor (1), and keeps the control valve in mid-position as long as no effort is exerted on the steering wheel (by the torsion bar). The torsion bar is attached to the pinion (5). A pressure relief valve (6) limits the maximum pressure, and is located at the inlet bore in the valve housing (10). The pinion (5) is connected to the rack (9). The feed line from the servo pump (7) and the return line to the oil reservoir (8). C and D are the two oil lines to the two chambers in the power cylinder.

Yellow = idle pressure

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Rack and pinion function - Right turn When the steering wheel is turned to the right, new ducts are exposed in the control valve (9), and oil now flows through pipe C, into the power cylinder (1) to chamber ZR. This oil now helps to press the operating piston (3) to the left, causing the front wheels to turn to the right. The oil in the space on the left side of the piston, chamber ZL flows through the pipe D, and through the control valve and the return pipe B, back to the oil reservoir. As long as the steering wheel is turned to the right, this function is retained, but once the steering wheel is released, the control valve reverts to its standby position and oil once again flows freely through the control valve and directly back to the oil reservoir through pipe B. The axle’s angle (caster) forces the front wheels back to the straight-ahead position, when the vehicle is moving and the steering wheel is released.

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Rack and pinion function - Left turn When the steering wheel is turned to the left, new ducts are exposed in the control valve (9), and oil flows through pipe D, into the power cylinder (1) to chamber ZL. At the same time the oil in the chamber ZR is pressed out by the piston to pipe C, and through the control valve to pipe B, and back to the reservoir. The oil pressure acts on the left hand side of the operating piston and helps to press the piston to the right, causing the front wheels to turn to the right. As long as the steering wheel is turned to the left, this function is retained, but once the steering wheel is released, the control valve reverts to its standby position and oil once again flows freely through the control valve and directly back to the oil reservoir through pipe B. The axle’s angle (caster) forces the front wheels back to the straight-ahead position, when the vehicle is moving and the steering wheel is released. Relief grooves/Off-loading In the illustration we can see what happens when the front wheels are turned to their maximum left end positions. No. 14 shows the relief valves function at a left turn. The relief valve is designed with grooves in the power cylinder. When the operating piston reaches the end position, it also reaches the grooves in the power cylinder. The pressurized oil from one side (the red oil), can be evacuated through the grooves to the low pressure side (the yellow oil), and out to the return pipe. The same kind of relief grooves are at the left end of the power cylinder. Relief grooves remove the power-assistance effect when full wheel lock has been reached in order to reduce risk of damage to the steering rod and servo system. The steering gear vents automatically.

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Variable servo pump A new variable servo pump for trucks with two front axles, IFS or a steered rear axle, has been introduced. For these vehicles this pump will be standard. The advantage with this pump is that it produces less heat and can reduce fuel consumption. This new servo pump has a bigger housing than previous pumps. It is still a type with vanes and it is driven by the engine's transmission. It may become available on trucks with a single front axle but only as an option.

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Variable servo pump function This picture shows the new variable servo pump. In the picture you see (1) a safety valve and (2) a flow valve. The cylinder is circular and consists of a floating ring (3) around the pump wheel. This results in only one inlet/outlet. When the pump wheel is in the middle of the ring cylinder, very little hydraulic fluid is being pumped, for example when driving straight ahead. When more flow is needed, the floating ring will move to the right due to the higher pressure outside the ring at the outlet. When maximum pressure is needed, the floating ring is at the far right position and the flow valve moves to the left (higher pressure at the outlet moves the ring to the right). The vanes that move the hydraulic fluid from the inlet can move more fluid due to the increased volume between the vanes.

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Driver information Today's chassis unique driver's handbooks contain information according to how the vehicle is specified from production. When retrofitting some accessories, it may mean that information must be enclosed in the driver's handbook. The driver's handbook information can be found on "Trucks Portal" under the tab "Aftermarket". In the menu "Applications" you will find "Accessories Products" where you can search for this driver information. The teacher then "Goes Live" and shows how to find the installation instructions in the "Trucks Portal".

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New accessories With the new FH, there are a series of new accessories. These accessories can be well-known accessories, as well as accessories that are unique to the new FH. For the new FH there are also software accessories, which means that the customer can add features that were not installed from production. Information about the accessories that are available can be found on the "Trucks Portal". The teacher then "Goes Live" and shows how to find the installation instructions in the "Trucks Portal". Notes

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Climate systems

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IPC

The IPC (Integrated Parking Cooler) is used to c ool the vehicle interior when the engine is shut down. It is connected to the electrical architecture and the A/C system of the vehicle. Functional requirements are performed with the TEA2+ electrical architecture, for the parking cooler interface only, but not for the system itself (see functional specification of parking cooler system). The Parking Cooler replaces the Aftermarket roof mounted cooler package, so as not to block the “escape hatch” on the roof. The PCCU (Parking Cooler Converter Unit) is an inverter/converter and a part of the Parking Cooler system. The Parking Cooler system consists of an electric AC-compressor, 3 electrical condenser fans and the PCCU. The PCCU is placed outside the frame on the left side behind the front wheel, close to t he battery box.

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FH 4 Multiplicação Interna QTS.pdf

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