Service Training

Training
Subject Section TP Number Illustrations Date

How to read Electrical Schematics 78149 32 6.95

1 Introduction
Each Volvo Bus Electrical System Service Manual,
Section 3(37) is based on a set of schematic diagrams
for that particular bus model or version. These Service
Manuals contain the appropriate schematic diagrams,
component location information and brief circuit
descriptions. This OHP kit is intended to help users to
understand the way that these Manuals are organised
and in particular to describe the symbols used and how
the schematic diagrams should be read and interpreted.

Modern buses are equipped with increasingly complex

electrical and electronic systems. Fault tracing in such
systems requires a complete understanding of how they
work, and this background to the Service Manuals
should help towards this understanding.

2 Schematics framework
Every schematic diagram in the Electrical System Service
Manuals is drawn within a framework of horizontal
parallel lines, three at the top (the positive voltage lines)
and one along the bottom, representing the "ground"
line.

The positive voltage lines are labelled "+", "+30" and

"+15". Current flows from these lines downwards, through
the components connected to them, to the ground line
at the bottom. The components are represented in this
diagram by rectangles containing dashed lines, with
arrows showing the direction of current flow. The ground
line is connected to and represents the bus chassis. All
Volvo buses use the negative ground ("negative earth")
system, which uses the metal bus chassis as an electrical
conductor, connected finally to the negative battery
terminal.

Eng 1 ( 18)
 3 Current path system
Each bus version (B6, B7, B10M, B10L etc.) has a
complete master schematic diagram, but this is far too
large to be shown complete in each Manual, so it is split
into separate page-size sections, each showing one or
more functional areas. The complete schematic has a
continuous sequence of numbers running from left to
right across the top. This sequence starts with number
1 at the top left of the first page-size section of the
schematic. These are the "current path" numbers,
because most of them are aligned with the vertical lines
that carry current to and from the electrical components
on the diagrams.

Because some components are electrically connected

to parts of the schematic on other pages, there is a need
to cross-refer between the page-sized schematics. This
is done by using # numbers and dashed boxes to
represent those parts of the circuit that are shown in
detail elsewhere.

Double lines on the diagram, such as those below the

fuse symbol at the right side of the diagram, symbolize
the conducting tracks on printed circuit boards.

4 The "+" line from the batteries

The +24V terminal of the bus battery supply is connected
via an 80 amp+res fuse, labelled "35", to the "+" line, and
the negative battery supply terminal, as already
mentioned, is connected to the bus chassis. The "+" line
is used for electrical components that must be
permanently supplied with voltage, such as clocks and
hazard warning lights.

Eng 2 ( 18)
 5 The "+30" line from the master switch
The battery master switch (labelled 144) has to be
closed before the "+30" line can be supplied with voltage
from the "+" line, via an 80 ampére strip melt-type fuse
(labelled "34").

The "+30" line supplies components which must be

energised even when the bus engine is not running.

The most commonly used type of battery master switch

is electrically operated, and is connected as described
in illustration 8.

6 The relay-controlled "+15" lines

The "+15" line for the chassis electrical components is
connected to the "+30" line via a relay contact, (3026A).
This relay only energises to connect the "+15" and "+30"
lines together by the feed switch (199) or keystart switch
(150).

The keystart switch (150) is an alternative to the feed

switch (199). Relay (3026A) is located in the main
electrical centre (this is indicated by the letter "E" under
the component number). A further relay (3026B) supplies
the "+15" line for the body circuits via 15A fuse "20".

The main electrical centre carries most of the relays and

fuses for the bus and is usually located near to the driver,
often located behind a panel above the driver.

7 Ground connections
There are several different groups of current paths to
ground, that are electrically connected to each other
and finally to the bus chassis. Each of these connectors
is labelled: "31", "P4", "37A" etc.

An M6 screw on the main electrical centre printed circuit

board is one of the most important grounding points.
Cable "37" to the chassis is connected to this screw.
Every electrical centre also contains a multiple grounding
plinth, also labelled "37", to which individual grounding
wires can be connected.

Eng 3 ( 18)
 8 Electrical battery master switch
On buses with an electrical battery circuit breaker (342A),
this is a special type of relay that operates as follows:

When the master switch (144) is closed, current passes

through both coils to energize relay (342A). This closes
the top contact and opens the lower contact, to remove
the current throgh the top coil (the energising coil).
Current continues to flow through the lower coil (the
holding coil) in relay (342A) to keep the relay energized.
Now battery voltage is present on the "+30" line. As soon
as the engine starts, the alternator charging voltage
continues to supply current to the holding coil to keep it
energized, while also supplying charging current to the
batteries (30).

9 Location codes
On the diagrams, the approximate location of each
component is indicated by a letter code underneath the
underlined component number. As an example,
component (342A) here is in the battery box. The main
component location codes are:

Code Location

B Battery box
CC Chassis centre
CF Chassis front
CR Chassis rear
E Front electrical centre
I Instrument panel
M Engine/transmission area
P Pedal plate area

10 Connections
Symbols on the schematics identify different types of
single-wire connection. Permanent connections that
cannot be taken apart, such as ultrasonic welded
connections, are shown by large filled black circles (A).
The smaller filled black circles (B) represent bolted
connections.

Open circles indicate detachable connections, including

the terminals on plug-in connectors (C), relays (D),
switches (E) and electronic control units (F).

Eng 4 ( 18)
 11 9-pin, 25-pin, 35-pin and 55-pin
connector terminals
The most commonly used connectors are of the 9-pin
type. The terminals are numbered as shown, and the
connectors are shaped to prevent incorrect insertion of
the plug into the socket.

There are some 25-pin connectors (such as CD and CC,

shown here), on the warning and indicator lamps printed
circuit board in the main electrical centre.

Most of the electronic control units are connected by 35-

way connectors, with pin numbering as shown.

The ABS 6-channel control unit has 55 pins.

Other types of multi-pin connectors can also be found in

Volvo buses.

12 Special multi-way connectors

Among the special multi-way connectors that are used,
the MIL type screwed connector with 24 lettered pins is
always used as connector KV in the Volvo EGS
transmission system. The letters "I" and "O" are not
used. The plug, in the left-hand photograph, has three
keys to ensure correct alignment.

The speedometer (700) and tachograph (701) also

have special connectors, with the connector labels and
pin numbers as shown here. Each connector has a
different shape, to ensure correct connection.

13 Relay terminals
The plug-in relays often have a diagram of their terminal
connections stamped or printed on the casing. This
diagram is repeated here, and shows that the coil is
connected between terminals 85 and 86. The pole
connection is to terminal 30, and the two contacts are at
terminals 87 and 87a. The schematic diagrams always
show relays in their de-energised state, when the pole
connection 30 is connected to the normally-closed
contact at terminal 87a.

Most relays are of this single-pole type, and are

interchangeable.

Eng 5 ( 18)
 14 Fuses
1 Blade melt-type fuses have a transparent plastic
casing, coloured to indicate the fuse rating, e.g. 5A
red, 10A blue. These are plug-in types, generally
associated with low-current devices.

2 Strip melt-type fuses are simple metal strips, with

high current ratings (stamped on to the strips) of 80
or 150A. These are secured by screws to thick flat
copper conductors.

3 Some buses have alternator polarity protection fuses

of cartridge type. These are very fast-operating high
current fuses, typically rated at 75, 150 or 200A, and
contain a wire that melts if the rated current is
exceeded. The wire is surrounded by special sand in
a ceramic casing, that prevents the metal droplets
from spraying out if the fuse blows.

4 Most fuses in the electrical centre are resettable.

These have an automatic contact that trips out if the
rated current (usually 8 or 16 ampéres) is exceeded,
and can be reset by pressing the small red button on
top of the fuse. The current rating is marked on the
end of the fuse.

15 Symbols 1 – Manually-operated
single-pole switches
Most of the component symbols are illustrated and
labelled in the Introduction to each Service Manual. The
following set of eleven "Symbol" illustrations shows
representative examples, grouped under headings that
indicate their uses.

Each item is briefly described, first by its number and

name, then the general type of component that this
symbol represents.

126 Differential lock switch: with a built-in warning lamp. Note that
this switch has a built-in mechanical latch to keep the switch
closed. This latch is not present on the other rocker switches
on the instrument panel.
144 Battery master switch: rotary manual contact.
160B Engine stop button: sprung push-button with normally-closed
contacts. Note that there are two versions, with 2 and 4
terminals respectively, for use in different bus versions.
180 Emergency cut-out switch: push-button with detent. The red
cover prevents accidental operation.

Eng 6 ( 18)
 16 Symbols 2 + Mechanically-operated
single-pole switches
200 Parking brake pressure switch: normally-open contact closes
when the preset pressure is reached.
217 Reversing lights contact: normally-open contact, closed by
mechanical pressure on the sprung piston at the end.
254 Engine compartment thermal break contact: normally closed
solid-state (transistor-type) contact opens when preset
temperature is reached.
256 Articulated bus turntable limit microswitch: normally-open
contact, closed by mechanical pressure on the roller moving
the arm.

17 Symbols 3 + Multi-pole switches

150 Keystart switch: several different angular positions with detents,
the thickened arcs showing which connectors are linked
electrically at the various switch positions. For example, in the
fully clockwise position terminal B+ is connected to terminals
50 and D, while terminal 30 is connected to terminal S. The
detail photograph below the symbol shows the electrical
terminals. This version of the switch also includes a mechanical
steering lock.
199 Feed switch: rotary manual multi-contact with several different
angular positions. The table shows which connectors are
linked electrically at the various switch positions. For example,
in the fully clockwise position pairs of terminals 1 and 2, 7 and
8, and 13 and 14 are connected. The top photograph shows
that solid metal links are connected between certain terminals.
151 Retarder switch: two-pole two-position rocker switch. This is
the right-hand photograph, with 7 terminals. Another version
of this switch is available with a single pole, shown at the left,
with 4 terminals.
807A Footbrake pedal retarder switches: cam-operated
microswitches. The cam operates the switch by moving the
roller and its arm inwards against a small plunger.

Eng 7 ( 18)
 18 Symbols 4 + Relays, circuit breakers
and solenoid valves
342B Starter motor circuit breaker: two-pole circuit breaker with
main coil and holding coil. The link between the two large
bolted terminals is the 250A fuse. The smaller terminals are
for the energising and holding coils. The function of this circuit
breaker is described in Illustration 8.
308R Auxiliary brake lights relay: standard single-pole relay. This is
the type of relay most commonly used in Volvo buses, and has
been described in more detail in Illustration 13.
6013 Wheel brake ABS solenoid valve: solenoid valve with two
operating coils.

19 Symbols 5 + Sensors
753 Engine speed sender: converts detected pulses into a voltage
signal proportional to the pulse rate, in this case engine
speed.
754A Brake circuit air pressure sender: converts air pressure into a
voltage signal proportional to the pressure.
756 Coolant temperature sender: converts temperature into a
voltage signal proportional to the temperature.
757 Fuel level sender: converts a liquid level (detected by the
orange-coloured sliding float) into a voltage signal propor–
tional to the level.
759 Coolant level sender: converts a liquid level (detected
between the two long probes) into a voltage signal propor–
tional to the level.
2063 Clutch position inductive switch: inductively senses the
proximity of a metal object (the projecting tab on the clutch
pedal arm) and acts as a solid-state (transistor-type) on-off
switch.

Eng 8 ( 18)
 20 Symbols 6 + Electronic devices on
the main electrical centre
ABS control unit
AMP Amplifier: increases the current or voltage amplitude of a
variable electrical signal. Power amplifier transistors are
usually identified by having metal heat sinks that dissipate the
heat they produce.
SQ Squarer: converts sinusoidal waveform into square pulses by
applying extremely large amplification and then clipping off
the tops and bottoms of the sinusoidal waveform.

Lamp check circuit card

PGEN Pulse generator to switch the central warning lamps on and
off at a fixed frequency.
TRIG Schmitt trigger that converts a small change in voltage level
at the threshold to a large enough change to light the coolant
level warning lamp.
333 Engine preheating timer relay: contains a transistorised circuit
that combines time with an external input at terminal 4(G) (in
this case a temperature signal) to control an output at terminal
14 (30b).
903 Diode: diodes in the chassis electrical circuits are all labelled
903, but if their location is not identified (by I, E etc.) they must
be located either on printed circuit boards (left-hand
photograph) or inside components, such as the alternators.
Diodes labelled 903/E are grouped in a bundle at the side of
the front electrical centre (right-hand photograph).
909 Symbol for part of a control unit: this symbol indicates just one
part of the circuit inside an electronic control unit, in this case
the ZF transmission control unit (909).

21 Symbols 7 + Electronic devices on

the chassis
706 Engine coolant temperature gauge: contains an electronic
switch that closes when a predetermined input signal level,
representing a particular value, is reached inside the gauge
circuit.
810B Air drier changeover timer: provides mechanical switching of
an internal valve between two positions at a preset time
interval.
7052B Transmission speed sender: converts detected pulses into a
voltage signal proportional to the pulse rate, in this case
transmission speed.
7057 Road wheel rotation ABS sender: converts detected pulses
generated by the toothed ring inside the road wheel hub into
a voltage signal proportional to the pulse rate, in this case
road wheel rotation speed.

Eng 9 ( 18)
 22 Symbols 8 + Actuators, motors and
alternators
6064 Electrical accelerator actuator: an electric motor driving a
rotary actuator to produce mechanical movement, with
feedback from a potentiometer to indicate and control the final
position of the mechanical actuator.
660 Alternator: voltage and current generating device.
6057 Speed limiting actuator: an electric motor driving a linear
actuator to produce mechanical movement.

23 Symbols 9 + Indicators and gauges

431 Instrument panel lamp: lamp used for illumination, not
indication. The different lamp bulbs used in the instrument
panel have different coloured bases (in this case brown) for
easier identification.
544 Engine compartment temperature high warning lamp: lamp
normally unlit but continuously lit to provide a specific warning
indication. Note the gray-coloured base.
547 Central warning lamp: flashing together with a separate
warning lamp to reinforce the warning indication.
707 Fuel gauge: converts voltage or current signals into a dial
indication.
709 Clock/odometer: a combined device with 4-digit 7-segment
digital display showing two separate and independent
functions.

24 Symbols 10 + Power distribution

components
DISTRIBUTION RAIL
A thick copper conductor on an insulated base that is kept at
a certain voltage and used for the connection of fuses to main
current consumers.
37 Ground connection terminals for push-on connectors.
30 Battery.
85 Fast charging connector: a heavy-duty two-pole socket
connected directly to the bus batteries for the connection of an
external charging current source.
K Represents a contact to the bus body. These are connections
provided for the use of the coachbuilder. Many of the pins in
these connectors are pre-defined by Volvo for specific
purposes, that are listed in the front part of the Electrical
System Service Manuals.

Eng 10 ( 18)
 25 Symbols 11 + Miscellaneous
components
805 Panel lamps rheostat (dimmer): a potentiometer. Its slider
and resistance coil can clearly be seen.
810A Air drier thermostatic heating element: a heating element,
often with a built-in thermostat to switch on if the temperature
falls below a certain level, or off if it rises too high, to prevent
overheating.
853 Buzzer: an audible alarm, normally located inside the
instrument panel.
950 Retarder electrical coils: heavy-duty magnetic coils.

Eng 11 ( 18)

26 Wire numbering and colour coding
The chassis wiring is numbered and colour coded. A
wire has the same number as the component to which
it is connected, except for wires connected to ground
(earth) and indirect ground wires (on the ground side of
the circuit but connecting between components).
Ground wires are labelled 37, 37A, 37B etc. Indirect
ground wires are labelled with the numbers of the
components they are connected to, for example 216A.
If several wires lead to the same component, each wire
carries the same number, but with the suffix A, B, C, D
etc. If a wire is further split, it is marked with "double
letters", such as 2AA, 2AB etc.
The colour-coding depends on the connected
components or areas. The connections are grouped
into three functional levels which determine the assigned
colours:
Colour level 1
1 The "+" or "+30" supply from a fuse to a component
is always red (R).
2 The "+15" supply from a fuse to a component is
always green/red (GN/R).
3 The return line from a component to ground is
always white (W).
4 The "+" supply between one component and another
is always white/red (W/R).
Eng
78149-26
5 The "-" line between two components, and the
wiring on the ground side of the central warning
lamps and EGS warning lamp is white/brown (W/
BN); from other warning lamps is white/green (W/
GN); and from the indicator lamps is white/yellow
(W/Y).
6 Signal wiring is yellow (Y).Yellow/red (Y/R) indicates
that the wire carries "+" when the alternator is
providing charging current. Wiring to the body is
white/blue (W/BL).
Colour level 2
Relay wiring is either blue (BL) or blue with another
colour, e.g. blue/red (BL/R). The second colour
indicates the relay terminal connection, for example
blue/red wiring is always connected to relay terminal
86. Note, however, that wiring feeding a relay
directly from the "+" supply will be red.
Colour level 3
Switch wiring is generally from a fuse and will be
green (GN) or gray (GR). Systems with their own
harnesses, such as control units and their associated
components (e.g. automatic transmissions) have
black wiring (SB). Spare wiring in the harnesses is
light brown (LBN).
12 ( 18)
27 Circuit example 1 - Voltmeter
The remaining five illustrations in this kit show and
describe some typical circuit examples, in this case
taken from Section 3(37) Electrical System, B10M
Component Wiring Diagrams (from chassis no. 25184
onwards).
The first example here is electrically the simplest circuit
in the chassis, for the voltmeter. The voltmeter part of
the circuit schematic is shown at the left, and the actual
location of the components is illustrated at the right.
Red arrows and lines indicate the path of the positive
voltage and green arrows and lines show the return
path to battery negative.
The +30 line supplies fuse "14", an 8A fuse on the large
printed circuit board in the main electrical centre, when
the manual battery master switch (144) is closed.
The track on the printed circuit board from fuse "14"
continues to 9-pin connector "F", pin 9, and from there
the current passes through red (R) wire 14A to pin 8 of
another 9-pin connector, "EM". This in turn is connected
via permanent connection 14 and wire 14C to terminal
Eng
block "702B" inside the instrument panel. Terminal 12
of this block leads to the positive terminal of the
voltmeter.
The voltmeter negative terminal is connected to terminal
5 in the same block, where the ground path (green
arrows and lines) begins. White wire 37AA goes to
permanent connection 37A, which is connected by
wire 37A to pin 9 on the 9-pin connector "EM". This is
connected to a central permanent ground point "P4" on
the main electrical centre, then via detachable terminal
"31" to the chassis of the bus, which completes the
return path by being connected to battery negative.
The small OPTION diagram at the bottom of the
schematic shows that the voltmeter is optional, and
when present is fitted into the lower right corner of the
instrument gauge panel, known as Combi 2.
13 ( 18)
28 Circuit example 2 - Oil pressure
gauge and warning lamp
Now we have an extra colour for the arrows and lines:
blue represents a voltage that may be at some level
between the positive voltage supply and zero (ground).
The general principle here is that in buses with the
standard arrangement (shown in current path 230),
the oil pressure warning lamp (503) will light if the low
oil pressure contact (202) closes, which will happen if
the oil pressure falls below 50 kPa. If the pressure is
low enough for the contact (202) to close, white/brown
wire 202A will be grounded, completing the circuit to
light the warning lamp. The lamp is continuously
supplied with a positive voltage via 9-pin connector
"EN" pin 4 and similar connector "C" pin 1 from fuse "9".
This supply enters the instrument panel via terminal
block "33" terminal 16 from permanent connector 9.
In the optional version, an oil pressure gauge (705) is
fitted. The current through the gauge varies according
to the oil pressure sensed by the oil pressure sensor
(7061). The amount of current flowing through the
gauge thus represents the oil pressure, indicated on
the gauge dial.
The gauge includes an electronic switch that closes if
the oil pressure (represented by the current flowing
through the gauge) falls to a level where the warning
lamp (503) must be lit.
Eng
Taking each path in turn, lamp (503) in path 230 is
supplied with positive voltage from the "+15" line as
already described (red arrow and line). Wire 202A is
coloured blue here, since it is at an unspecified voltage
if the contact (202) is open (and the lamp is not lit), but
is grounded by (202) when this contact closes to light
the lamp. Note that this blue path passes through the
lamp check circuit between 25-pin connectors CC and
CD.
In the optional version, the oil pressure gauge (705)
receives its positive voltage from fuse "9" via the same
route as the lamp, until permanent connector 9, from
where wire 9G feeds the gauge via terminal 4 on
terminal block "702B" in the instrument panel. The
other side of the gauge, where the voltage (and current)
can vary, is connected via "702B" pin 1 and 9-pin
connector "EF" pin 7 to the oil pressure sender (7061).
The sender is grounded via white wire 37XH to
permanent connection 37X, wire 37X to ¬GA+ pin 5,
permanent ground connection "P4" and detachable
ground connection 31 to the bus chassis ground return.
The electronic switch has a separate ground path via
"702B" terminal 5, "EM" pin 9 as far as "P4". When it
closes, this switch grounds lamp (503) via "702B"
terminal 2, "ET" pin 1 and "EB" pin 2.
14 ( 18)
29 Circuit example 3 - lamp check
Sections of two separate schematics are needed to
explain the operation of the lamp check circuit.
Paths 35 to 41 are taken from the Feed Switch
schematic, since the feed switch is the component that
is used to perform the lamp check.
Paths 179 to 199 are taken from the Warning Lamps
schematic, and include some of the lamps that are to
be checked, together with the relay (RE1) that switches
the appropriate lamps to ground, to make sure they are
working. Most of the components on this schematic
diagram are located on printed circuit boards in the
main electrical centre and the instrument panel, as
shown by the double lines.
The "+30" line voltage is fed to the feed switch (199) via
resettable fuse "14" on the main electrical centre. The
table shows the various positions to which the switch
can be set; in this case the "C" position is used for lamp
checking, and this connects terminals 3 and 4 of the
switch together, along with terminals 7 and 8. The
voltage now present at terminal 4 passes via 9-pin
connectors "EI" pin 8 and "CA" pin 6 to the 5A fuse "F1"
in current path 198.
Fuse "F1" thus provides voltage to all the warning
lamps that need a positive voltage to light them, such
as (562), (536) and (528). These are all grounded via
the printed circuit board track that leads to terminal 17
of terminal block "33" on the instrument panel.
Eng
Lamp (562) for example is normally only lit when (7064)
contact closes to signal that the pressure in the parking
brake circuit is greater than 860 kPa. The test voltage
from "F1" however is permitted to reach the lamp via
connector "CC" pin 17 through the diode that connects
the "F1" line to the printed circuit track from connector
"CD" pin 17. Each lamp has its own diode for testing.
In addition, the voltage from the fuse energises relay
(RE1), which is grounded via "CA" pin 2 and common
grounding connection "P4" on the main electrical centre.
RE1 relay contact closes to ground all the lamps that
light when they are grounded, such as (503), (543),
(561), (5009) and (526). These lamps receive their
positive voltage from 8A resettable fuse "9" on the main
electrical centre, via 9-pin connector "EN" pin 4, common
"+30" permanent connector 9 and either terminal 16 on
terminal block "33" or terminal 11 on terminal block
"702A", both being located in the instrument panel.
Once again each of these lamps has a diode to connect
the ground via the RE1 relay contact to its connector
"CD" track.
Note that some of the lamps, (543) engine compartment/
luggage doors open for example, are normally lit by
grounding contacts in the body circuits, in this case
connected by the coachbuilder to 9-pin connector "KC"
pin 6.
15 ( 18)
30 Circuit example 4 - kneeling circuit
This is the type of relay-controlled circuit that is gradually
being replaced by digital control units, eliminating
much of the wiring and components. However, it is also
an example of a larger circuit. The schematic has
therefore been redrawn, the left hand part showing
relay operation during kneeling down, and with kneeling
up on the right. In each case the switches and relay
contacts are shown closed where appropriate.
Kneeling down (the left hand schematic) is started by
pressing the lower part of the kneeling switch (1102),
which then supplies voltage from 8A fuse "15" to relay
(3009), which is grounded via inductive proximity switch
(2052) until the bus reaches its lowest level, when it
breaks the relay ground connection. If the optional
relay (3008) is fitted to the bus, this has to be energised
by a body-mounted connector before the bus can
kneel down, as in its de-energised position it will
prevent relay (3009) from energising. The ground
connection for (3008) is via either body connector "KA"
pin 4 or the parking brake pressure switch (200), which
is closed if the parking brake has been set on. Relay
(3008) may be replaced by a link instead, which
connects 9-pin connector "H" pin 3 to the printed circuit
board track leading to relay (3009) coil.
When (3009) energises, it supplies voltage to the 3
kneeling down solenoid valves; (6001) prevents loss
of air from the suspension, (6005A) releases air from
Eng
the correct side front suspension air bellows, and
(6005B) closes the connection between the right and
left sections of the front suspension pneumatic
circuit.Kneeling up is shown in the right hand schematic.
Once the bus is kneeling, inductive switch (2053)
provides a ground connection at its terminal 1 for relay
(3013). When the top part of the kneeling switch (1102)
is pressed, positive voltage is supplied to 9-pin
connectors "CK" pin 7 and "KA" pin 6. A body-mounted
contact (for example on the door, that prevents kneeling
up if it is open) then feeds this voltage to relay (3013)
coil via body connector "KA" pin 5. (3013) energises to
connect the supply from fuse "15" to solenoid valve
(6005), which raises the bus until switch (2053) de-
energises relay (3013) at normal height. The diode
between relay (3013) coil and its closed contact keeps
this relay energised even if the switch (1102) is released,
to ensure that kneeling up continues to completion.
Note that the components on the main circuit board in
the electrical centre are associated with terminals on a
test connector, so that the progress of the relay
sequencing can be monitored. For example, test
terminal 1 at the ground side of relay (3013) coil will
show zero volts relative to ground when the inductive
switch (2053) is operating, i.e. while the bus is kneeling
up, and at all other times will be "floating", not connected
to ground.
16 ( 18)
 450 451 452 453 454 455 456 457 458 459 460 461 462 463 464 465 466 467
+
+30
+15
5009 SEEABS/
SEEABS/ BRAKELIGHT
"15" #189 ZFGEARBOX
8A RETARDER RELAY#300
E #508,509
17 "CD"4 #501-507
9
GN/R BL R
W 9 "ED"1 9 "ED"5
9 "ABS"8 9 "ABS"2 9 "ABS"1 9 "ABS"5 9 "ABS"6 9 "ABS"4 9 "ABS"3 9 "ABS"9 9 "ABS"7

"40" "41"

3024-2 3046 3044 3045

3025
3024-1
ABSCIRCUITCARD

9 "AEB"7 9 "AEB"8 9 "AEB"1 9 "AEB"5 9 "AEB"2 9 "AEB"3 9 "AEB"4 9 "JMP"1 9 "JMP"2 9 "JMP"3 9 "AEB"6 9 "JMP"4 9 "JMP"5

3025A
9008B

3024A
9008A

9008C

3024B

9008D
37L

W BL/R W/BN BL/SB BL W/BN BL CONNECTEDWHEN

W/BN
2-AXLE VOITHRET.

27 9 8 26 1 25 19 11
9008
E

24 23 15 32 33 16 5 4 7 6 34 17 18 35 22 21

6013H

7057D
7057B

6013G

6013F
6013D
7054C

6013C
7057A
6013B

7054A

7054B

6013E
7054D

7057C
6013A

R BL/Y W SB SB W Y GN/R Y GN/R SB W W SB R BL/Y

9 "AXL1"5 9 "AXL1"6 9 "AXL1"1 9 "AXL1"2 9 "AXL2"3 9 "AXL2"4 9 "AXL2"7 9 "AXL2"8 9 "AXL1"7 9 "AXL1"8 9 "AXL1"3 9 "AXL1"4 9 "AXL2"1 9 "AXL2"2 9 "AXL2"5 9 "AXL2"6

BL R GN W BL GN R W
BL W BL W

R R GN GN GN GN R R

6013 n 7057 n 7057 6013 6013 n 7057 n 7057 6013

C C C C C C C C

8 "P4b" 8 "P4b" 8 "P4b" 8 "P4b" 8 "P4b"

"P4" "P4" "P4" "P4" "P4"
1 "31" 1 "31" 1 "31" 1 "31" 1 "31"

GNRIGHT

RLEFT

BLAXLE1 TAPEMARKINGS

WAXLE2

YAXLE3

78149-31

31 Circuit example 5–ABS circuit, 2-axle

This circuit uses a 4-channel electronic control unit that In addition to varying the brake pressure by switching
receives signals from the wheel rotation sensors (7057), solenoid valves (6013), the control unit energises
compares the signals with a preprogrammed set of relays (3044), (3045) and (3046), by grounding their
instructions, and if necessary transmits control signals coils.
to the wheel brake ABS solenoid valves (6013) to
reduce the brake pressure if any wheel is detected as (3044) prevents the automatic transmission from using
locking up. its lock-up function during ABS braking, (3045) assists
(3044), and (3046) prevents the retarder from operating
The relays and fuses for the ABS system are mounted during ABS braking.
on a special printed circuit board, next to the control
unit (9008). On 2-axle buses pins 1 and 3 on 9-pin Testing for this type of circuitis usually carried out using
connector JMP on this board are connected together- a test box, connected in between the control unit (9008)
by a plain jumper (current paths 458 and 460). and its cable harness. This permits voltages to be
measured with a multimeter at all the control unit
The control unit (9008) is powered via 8A fuse "15" terminals.
from the "+15" line via terminal 9, and is grounded from
terminal 27 via detachable connector "P4b", which is Further testing can be performed by measuring the coil
also used to ground the solenoid valves (6013). Further resistances of the solenoid valves; the easiest way to
power inputs are taken to terminals 1 and 19 from test the relays is by temporary substitution of known
fuses "40" and "41" via the contacts of relays (3024-1) serviceable relays.
and (3024-2) respectively.

Incoming signals from the wheel rotation sensors

(7057) at terminals 15, 32, 33, 16, 34, 17, 18 and 35 are
alternating currents at a frequency proportional to the
rotation speed of each wheel. These sensor signals
are transformed into digital inputs that can be processed
in the control unit.

Eng 17 ( 18)
 32 Service literature
Each Volvo bus model has a specific Service Manual
containing circuit schematics and descriptions.
Particularly complex electrical systems are sometimes
covered in more detail in Service Bulletins and Service
Manuals for specific systems, such as automatic
transmissions, retarders, Electronic Diesel Control etc.

Eng 18 ( 18)