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TEA 2+ ............................................................................................................... 3
Data bus comunication ............................................................................... 4
Backbones ................................................................................................... 5
Subnets......................... ............................................................................... 6
LIN ................................................................................................................ 7
Flexible Switches ........................................................................................ 8
Data Bus Topology......................... ............................................................. 10
HMI ..................................................................................................................... 11
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......................................................................................... 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 ..................................................................................... 67
ESCL................................................................................................................. 68
IFS ....................................................................................................................... 69
Driver information............................................................................................ 81
New acessories................................................................................................ 82
Climate ................................................................................................................... 83
IPC .................................................................................................................... 84
Quality and Tech Support Trucks
TEA2+
Notes
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Notes
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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
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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
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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
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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
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Notes
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Notes
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HMI
Notes
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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 the 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
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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
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SID
SID-Low simulation
Try the SID-Low using the simulator.
Note that only the main functionality is included in the simulation.
Notes
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SID-High simulation
Try the SID-High using the simulator.
Note that only the main functionality is included in the simulation.
Notes
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Electrical
Notes
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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
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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
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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.
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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 flashes 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.
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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
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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
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Notes
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Notes
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Chassis
Notes
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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
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Notes
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Notes
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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
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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
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Notes
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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
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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
Notes
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Notes
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Notes
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Notes
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Notes
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Instead, a new function of EBD (Electronic Brake Distribution) is used. This makes use of the
ABS solenoid valves and is controlled by the ABS control 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 foot 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
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Notes
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EBS features
During extreme retardation the brake lights will flash at a high frequency to enhance the warning.
Notes
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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.
Notes
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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).
Notes
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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.
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Notes
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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
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WRC simulator
Notes
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Notes
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Notes
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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
engines 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
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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
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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
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Cab
Notes
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Notes
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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
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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
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Notes
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Electric motor
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.
Notes
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Notes
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ECU
The Electronic Control Unit for Volvo Dynamic Steering is also called FAS (Front Axle Steering).
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.
Notes
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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.
Notes
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Sensors overview
The three most important sensors (besides the sensors inside the motor) are the 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 there 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
Notes
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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.
Notes
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Components position
The picture shows the components involved with signals for fine tuning of the Volvo Dynamic
Steering.
Notes
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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 the hydraulic
system to provide power assistance. It then works in the same way as a truck without Volvo
Dynamic Steering.
Notes
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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.
Notes
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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).
Notes
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IFS
Notes
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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.
Notes
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Jack position
The picture shows the different positions to place a jack or a stand.
Notes
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Notes
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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
Notes
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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.
Notes
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Notes
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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 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.
Notes
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The axles angle (caster) forces the front wheels back to the straight-ahead position, when the
vehicle is
moving and the steering wheel is released.
Notes
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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.
Notes
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Notes
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Notes
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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".
Notes
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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
Notes
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IPC
The IPC (Integrated Parking Cooler) is used to cool 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 the battery box.
Notes
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Notes
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