Volvo Bus Corporation

Service Training

Subject

Section

ECS - Electonically Controlled Suspension

7(76)

TP number

78165

Image

25

Date

06.99

Image 1
Introduction
This training package includes a general description of the
ECS system for twin and triple axle bus versions. There are
two versions of dashboards described in parallel with certain
images, and separately for the rest. Articulated buses are
described with specially adjusted images. The description of
ECS for right-hand drive buses is not included in this training
package.
ECS Electronically Controlled Suspension
The ECS system on this 2-axle bus consists of a control unit,
two solenoid valve blocks, four level sensors, and one lowpressure indicator.
The system can be controlled from the switches for level control
and kneeling on the dashboard. Warning signals from the system are indicated with the indicator lamp or on the display on
the dashboard.

Image 2
System components
Two front (1) and two rear (2) level sensors continuously read
the height of the bus.
All level sensors send in turn signals to the control unit (3),
also designated ECU, which receives all the information. A
supply relay and a relay that controls the warning lamp are
connected to the control unit. Articulated buses have two of
the latter relay. The purpose of the control unit is to compare
the values of the level sensors with the values stored from the
beginning in the control unit.
If the incoming values do not correspond with the stored
values the control unit sends signals to a solenoid valve block
(or both) located by the front axle (4) and rear axle (5).
When control units stored values correspond with the values
from the level sensors, i.e. when the control unit senses that
the bus has assumed its normal height, the purpose of the
system is to retain this height and monitor if changes of the
bellows height occur.
The following images describe both the original and the latest developed ECS system.

Eng

Service Training

1(11)

Image 3
Twin-axle system
This illustration shows all the electronic and pneumatic
components included in a twin-axle system. Red lines are drawn
between components for electrical cables and blue lines for
compressed air line. The arrows on the lines show which
direction the signal has when it is active.
The recessed square shows the latest dashboard (B7L).

1.
2.
3.
4.
5.
6.
8.
9.
10.

Switch, Kneeling (option)

Switch, Levelling
Control unit
Front solenoid valve block
Rear solenoid valve block
Level sensor
Compressed air bellows
Supply tank, compressed air
A. Overflow valve
B. Non-return valve (B10L chassis Nos. after 1133-)
11. Low pressure indicator
12. Silencer
13. Warning lamp/Display

Functional description, image 3 and 4:

This is how the electronic suspension system is used:
- The system is controlled from the drivers cab by means of a
switch for kneeling (1) and a switch for levelling (2). The control
unit (3) receives signals from the drivers cab and sends signals in turn to the solenoid valve block (4) and (5). Valves inside
the blocks are activated and enable filling or emptying of the
compressed air bellows (8). The four level sensors (6)
continuously sense the height of the bus and send the actual
voltage reading to the control unit. When emptying/filling is
completed the control unit closes the activated valves. The
compressed air tank (9) is continuously filled via the buss
compressed air system. The tank supplies compressed air to
the air suspension via an overflow valve (10)) and past a lowpressure indicator (11). On B10L with chassis numbers higher
than 1133 the valve has been replaced with a non-return valve
(10). To reduce the sound level during lowering a silencer (12)
is fitted on each solenoid valve block.
The warning lamp/Display (13) is on all the time the bus is
being regulated. This warning function is also used to show if
a fault has occurred.

Image 4
Triple-axle system, Articulated bus
The illustration shows the electronic and pneumatic
components included in a triple-axle system, i.e. articulated
bus. Red lines are drawn between components for electrical
cables and blue lines for compressed air line. The arrows on
the lines show which direction the signal has when it is active.
The recessed square shows the latest dashboard (B7L).
Special functions for the ECS system of articulated buses:
- The system has two control units (3). They are programmed
separately and each have their own address.
- The four level sensors (6) on the two front axles are controlled
from the front control unit via the two solenoid valve blocks
(4) and (5), fitted in connection to the respective axles.
- The two level sensors (6) on the rear part of the bus are
controlled from a solenoid valve block (5) of the same type as
on the rear of a twin-axle bus.

Eng

Service Training

2(11)

Image 5
Electronic control unit
The control unit consists in principle of the following parts:
- Voltage supply
- Microprocessor
- Digital/Analogue converter
- Pulse/Digital converter
- Current amplifier stage
- ISO diagnostic circuit
The arrows in the illustration show the communication and
voltage supply direction between the different units.
- Input signals to the control unit come from:
voltage supply; level signals; low-pressure contact; switch;
ECU articulated bus; blocking signal (body); speed signal.
- Output signals:
level sensor supply, control lamp; solenoid valve block.
- Diagnostic signals:
Initiation signal (L)
Communication signal (K)

Image 6
Input signals from level sensors
The level sensors are mounted on brackets in the chassis.
At the rear axle the level sensors are placed just in front of the
front air bellows.
Each of the four level sensors (six on articulated bus) contains
one potentiometer.
The potentiometer is activated by a lever, which via a control
rod is linked to the respective axle.
The purpose of the air suspension system is to ensure that
the bus maintains its normal height.
When the distance between the chassis and axle changes this
is sensed by the lever sensor, which sends a signal to the
control unit.

Image 7
Level sensor
The part of the housing where the rotational release contact is
housed is shown on the right.
The control rod is mounted on the rotational axle. The white
plate with two circular shaped contact paths is shown on the
left.
The level sensor is supplied with 5.0 Volt via a point on the
outer contact path.
Half a turn from there the voltage is 0 Volt.
The release contact functions as a bridge between the contact
paths, and its position corresponds to a voltage reading.
The outgoing voltage from the level sensor will be approx. 2.5
Volt at normal height.
An output signal is then sent to the control unit from the inner
contact path.

Eng

Service Training

3(11)

Image 8
Level sensor, max-min
The function of the level sensor can be explained with this
elementary diagram.
The position of the level sensor during normal driving is shown
in the middle. In principle the bellows height deviates 0 mm
from the normal height, which corresponds to approx. 2.5 Volt
in the output signal from the sensor.
The maximum bellows height during Raise is at the top. The
bellows height is approx. 80 mm higher than the normal height.
The output signal changes here to approx. 3.3 Volt.
The lower sensor shows the position for the minimum bellows
height during Lower or Kneeling.
The voltage reading transferred to the control unit is converted
to a so-called hex reading. Every height between the positions
in the diagram have their own hex reading. The hex reading is
an absolute value that can be placed on a scale between 0
255.

Image 9
Compressed air sensor
A sensor to indicate low air pressure is connected to the ECS
system. The sensor is placed after the overflow valve in the
air suspension system. Terminal 25 in the control unit is earthed
when the pressure exceeds a specific level. If the pressure is
too low the lamp/display starts indicating.

Image 10
Functions of the indicating lamp
(Apply to original version, i.e. B10 & B12)
A. The lamp goes on when the ignition key/supply switch is
turned to drive position. When the engine has started the
air suspension systems control unit runs a self-test. The
lamp continues to shine during this period. If no fault is
found the lamp goes off after about 2 seconds.
B. If a fault occurs which the diagnostic system cannot
identify the lamp will stay on.
C. The lamp flashes rapidly when the bus is not in the selected
position (in terms of kneeling and level control), i.e. when
the bus moves towards the selected end position or normal position.
D. The lamp flashes slowly if there is low pressure in the
suspension system.
In addition to these functions the lamp can also indicate
fault codes by sequential flashing.

Eng

Service Training

4(11)

Image 11
Symbols on the display.
(Apply to later version, i.e. B7L)
A. Low bellows pressure. Shown simultaneously with yellow
lamp INFO under the display.
B. Level control activated. Symbol of bus with arrows for up/
down. (INFO lamp does NOT light up)
C. Fault in the air suspension system. The symbol is larger
than B and contains an exclamation mark. Yellow INFO
lamp on.
The kneeling lamp placed in the lower edge of the instrument
lights up when kneeling is in progress.

Image 12
Speed signal
(Applies to original version, i.e. B10 & B12)
A bus is equipped with a tachograph (to left), or a speedometer (to right). A vehicle speed signal, C3, is obtained from
the tachograph/speedometer to the ECS control unit.
The two different instruments have one essential difference.
On the tachograph the C3 signal is taken from terminal B7, and
on the speedometer from terminal C3.

Image 13
Speed signal
(Applies to later version, i.e. B7L)
A bus is equipped with a tachograph (to left), or a speedometer (to right). This bus is equipped with a multiplex electrical
system. A vehicle speed signal, C3,is obtained from the
electrical system, which explains the speed of the vehicle to
the ECS control unit.
The signals of the two variants differ as follows:
- On the tachograph a signal goes from terminal B7 to the
buss electrical system (VECU+CECM), after which a C3 signal goes out to the ECS control unit.
- For the versions with speedometer the signal goes from the
sensor to the buss electrical system (VECU+CECM), after
which a C3 signal goes out to the ECS control unit. The speedometer receives its signal from the multiplex electrical system.

Eng

Service Training

5(11)

Image 14
Solenoid valve block
1 The front solenoid valve block is placed on the left side in
the frame side. The connector is connected at the top to
the right of the valve block.
2 The rear block is placed in front of the right rear wheel
beside the air bellows.
Articulated buses have an additional valve block, placed on
the articulated part. This is of the same version as the rear of a
2-axle bus.
Compressed air connections (blue figures):
1
inlet
21 outlet right, (older version 23)
22 outlet left
3
outlet valve

Image 15
System description, normal height
The illustration shows the difference between a 2-axle bus
and an articulated bus.
The upper chassis has a front and a rear solenoid valve block.
The system has a control unit and four level sensors. The
lower chassis has a front, centre, and rear solenoid block. The
latter two are of the same type. This system has two control
units and six level sensors.
An extra rear valve block, a control unit, and two level sensors
have been added to control the articulated part.
The two control units have been programmed differently to
function individually in the front and rear parts of the chassis.
Certain functions are connected to both control units:
- kneeling switch
- levelling switch
- speed signal
- indicating of warning signal
- diagnostic contact

Eng

Service Training

6(11)

Image 16
System description, raise (ferrylift)
The top part of the level control button is pressed in and
terminal 8 on the control unit is earthed. (On alternative switch
without lowering the lower part is pressed.)
The control unit sends signals to the following terminals:
- Terminal 4 activates valve 41 in the front and rear valve
blocks (three on articulated bus) and opens the inlet for
compressed air (1).
- Terminal 3 activates valves 42 & 42a in the front valve
block, which opens the channels for filling of the front air
bellows (21) & (22).
- Terminal 21 activates valve 43 in the rear block and the
bellows (21) are filled together.
- Terminal 22 activates valve 42 in the rear block and the
bellows (22) are filled together.
When the bus reaches the intended height this is confirmed
by each of the level sensors so that the control unit will switch
off the filling for the relevant air bellows.
The two valves 42 & 42a are switched off simultaneously to
complete the filling of the two front air bellows.
They are connected together via an air channel, which enables
equalisation to be conducted.
There is also a restriction fitted in the air channel between the
front bellows.
To return from raised position to normal level the lower part of
the level control button is pushed in halfway and the earthing
to terminal 8 is broken. (On the alternative the top part of the
button is pushed in completely.)

Image 17
System description, kneeling
The lower part of the kneeling button is pressed in and the
terminals 8 & 24 on the control unit are earthed.
The control unit now sends signals as follows:
- Terminal 3 activates valves 42 & 42a in the front valve block,
which opens for emptying at the front.
- Terminal 34 activates simultaneously valve 43 in the front
block so that the left bellows (22 is blocked from emptying.
During kneeling of a complete side a signal is also sent to:
- Terminal 21, which activates valve 43 in the rear block so that
the rear bellows to the right (21) are emptied.
When the bus has reached the intended height the emptying
is competed and the height is now optimal for boarding.
The signal to terminal 3 is broken and the emptying is stopped.
( For kneeling of complete side the signal to terminal 21 is also
broken.)
Terminal 34 remains activated to block the left bellows from
emptying via the restriction channel.
Kneeling can be stopped before the bus has reached the lower
position. In which case, release the spring button. Kneeling
continues if the button is pressed again.
To return from kneeling to normal level the top part of the
button is pressed in, which then earths terminal 6. The earthing
of terminals 8 & 24 is broken by the button. Terminal 3 & 4 (&
21) are activated. Terminal 34 remains active.
The bus now returns to normal height.
The button does NOT need to be held in its pressed in position.
Eng

Service Training

7(11)

Image 18
Switches in drivers cab
The switches and the different positions of the bus can
summarised as follows:
1. Raise, see image 16.
Terminal 8 is earthed so that terminals 3, 4, 21 & 22 are
activated.
2. Normal position during driving.
Regulation is automatic for changes registered by the
control unit.
3. Lower.
Terminal 24 is earthed so that terminals 3, 21 & 22 are
activated. (Compare with Raise, see image 16.)
4. Kneeling, see image 17
Terminals 8 & 24 are earthed so that terminals 3 & 34 (& 21)
are activated.
Return from kneeling:
Terminal 6 is earthed so that terminals 3 & 4 (& 21) are activated.

Image 19
Mechanical calibration
The bus ride-height depends on the bellow hights. The height
of the bellows must therefore be correctly set according to the
specifications.
The adjustment of the height of the bus is conducted by
changing the length of the control rods, whereby the bellows
will assume a new height. This is called mechanical calibration.
Later version (shown in image 19).
A. Release the rod from the bracket with screwdriver.
B. Unscrew the two nuts on the rod and turn the threads in or
out equally in the top and bottom attachment.
C. Reinstall the control rod on the lower ball with a large pair
of pliers. Tighten the nuts.
Original version (not illustrated).
Unscrew the two nuts on the rod and then turn the rods
clockwise to shorten, or anti-clockwise to lengthen. Tighten
the nuts.

Image 20
Fault codes without PC
Faultfinding is normally conducted by means of a computer
(PC). A simpler form of diagnosis can be conducted with only
a few of the cable stubs. Do as follows:
- Bridge between terminals 1 & 2.
- Bridge between terminal 4 & 8.
- Remove the bridge between terminals 4 &8.
The warning lamp on the dashboard will now start flashing
fault codes.
Count the flashes for all the fault codes stored, and note.
When the flashing of the last fault code is over, the first fault
code will start flashing, etc.
The fault codes are deleted as follows:
- Bridge between terminal 1 & 2.
- Bridge between terminals 4 & 8.
- Bridge between terminals 3 & 8.
- Wait approx. five seconds.
- Remove all the cable stubs.
Check that the fault codes have been deleted as above.

Eng

Service Training

8(11)

Image 21
Fault finding with multimeter
Fault finding in the ECS system can be conducted either with
a PC or multimeter.
The following special tools are used together with a multimeter:
- 60-pole test box 999 8942
- adapter cable
981 3192
- Fluke multimeter 951 0060
Every position from 1 - 35 in the test box corresponds to the
same terminal on the control unit.
For a complete wiring diagram of the ECS system, see Service
Binders group 3.

Image 22
Diagnostics with PC
A PC, a communication unit (interface), and program disks for
ECS are required to diagnose the ECS system completely.
- Interface
999 8433
- Disks (2)
999 8434
Install the software for ECS and connect the PC to the buss
electrical system via the connector DIA.
Start the program as per the instructions on the disks.
There are six buttons in the start menu:
1 DATASET PROGRAMMING
Storage of data for relevant bus variant. This is normally
only performed when the bus is new.
It must also be done when replacing the control unit. (NOT
applicable for 2-axle B1OL bus.)
2 CUSTOMER PARAMETER PROGRAMMING
Facility to adjust parameters. E.g. adjustment of kneeling
function at front door or along full right side of the bus.
3 DIAGNOSIS AND TESTING
Fault codes can be read/deleted from the PC. Other facilities
are described further on. see images 23 & 25.
4 SELECT ECU ADRESS
Selection of control unit if there are more than one, e.g. for
articulated bus.
5 LANGUAGE OPTION
This version (V1.3.1) contains nine languages.
6 END
Closes the program. The PC returns to Windows.

Eng

Service Training

9(11)

Image 23
Diagnostics with PC, cont.
Use the arrow keys or tab key to step down in all menus. Go to
DIAGNOSIS AND TESTING. Select this function by pressing
Enter.
Diagnosis and testing.
The information text is show in the image. The menu ERROR
MEMORY is marked. For explanation of APPLICATIONS, see
image 25.
Fault codes.
All fault codes in the memory are shown if READ is selected.
Note all fault codes and then select ERASE.
Inputs and outputs
The menu INPUTS/OUTPUTS is used to read values for level
sensor, supply voltage, speed, and status of inputs and outputs
on the control unit.
Measure the voltage on the control units outputs to the
solenoid valves with PIN buttons.
The button NORMAL is used to switch off functions that
have been activated, e.g. a terminal or pulsing. The bus returns
to its normal height after a moment.
Pulsing.
PULSE is used to pulse voltage to the solenoid valves when
filling and emptying the air bellows. The example shows a
pulse of 0.2 seconds.
The total time to pulse ON and OFF is always 5.2 seconds.

Image 24
Electronic tolerances of level sensors
(The function inside the level sensor is explained in image 7.)
The ECS systems level sensors continuously send signals to
the control unit. The signal is normally 2.50 Volt. It is difficult
to have exactly the same voltage readings from all four (six)
level sensors on a bus. To enable the system to function
optimally a deviation of 0.16 Volts is permitted from the normal.
If the deviation is outside this range it is possible to conduct
NORMAL LEVEL SETTING as per image 25.
After this setting the control unit assumes that the new values
are 2.50 Volt even if the values may be between 2.34 and 2.66
Volt.

Eng

Service Training

10(11)

Image 25
Basic setting of normal height
Set the correct height for all the air bellows first.
A.

In the example the front left level sensor has the original
voltage reading of 2.38 Volt.

1.

Start the diagnostic program.

Select the menu INPUTS/OUTPUTS.
REGULATION OFF can be seen at the bottom of the
screen.
Check that the voltage readings for all the level sensors
are within the permitted values,
i.e. between 2.34 and 2.66 Volt.

2.

Go back with the button QUIT.

Select APPLICATION and NORMAL LEVEL SETTING.

3.

OK will be seen on the screen if the setting is possible.

This implies that the values are within the permitted range
and will be accepted.
Continue with CONTINUE.
Important! Switch off the supply current to the control
unit.
When this is done the settings will be saved.

4.

Go to the main menu in the diagnostic program.

Switch on the supply current again.
Go to the menu APPLICATION and REGULATION ON.

5.

Read off REGULATION ON on the screen.

Now check that the value for all level sensors is 2.50 Volt.

Summary of normal level setting.

- The output signals of the level sensors can be 2.34 2.66
Volt.
- The ignition must be switched off to store.
- The control unit converts the voltage reading to 2.50 Volt.
- The change can be read off with REGULATION ON.

Eng

Service Training

11(11)