MID 128 MID 150

EECU ECS
Bus Electrical
Architecture II MID 130 MID 216
TECU LCM

J1939 J1708

MID 136 MID 222

EBS RECU

MID 140 MID 249

BIC BBM

MID 144
VECU

1 Introduction
This package contains illustrations presenting BEA II, Bus Electrical Architecture 2.0. Control
units in this type of electrical system communicate in a computer network or control unit
network. The control units can therefore exchange information with each other. This applies to
driveline control units as well as control units for chassis functions.
MID 128 EECU, Engine control unit
MID 130 TECU, control unit, gearbox
MID 136 EBS, control unit, brake system
MID 140 BIC, Instrument panel
MID 144 VECU, vehicle electronic control unit
MID 150 ECS, control unit for levelling system
MID 216 LCM, control unit for exterior lighting
MID 222 RECU, Retarder control unit
MID 249 BBM, bodybuilder module

Communication between control units is through so-called data buses in a computer network.
The data buses used in the system are J1708 and a number of J1939.
The MID numbers that denote each control unit and the names of the communication links are
standardised by SAE (Society of Automotive Engineers).

Advantages of using this kind of technology:

- Components plus sensors and signals can be used jointly by many systems
- Standardised components (e.g. control unit hardware).
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- Flexibility to change specifications without considerable variation in hardware.
- Efficient troubleshooting using instrument panel display and external
diagnostic tool.
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 BB 6 7 BB 8
VECU

GND

+30
DIA 16

B+
BBM

F16

F16
F1
K5

K3

K1

RECU

TECU
EBS

K4
K6
K6

K4

K2
K2
EECU

F17
F32

K17
K8
BB 1 2 3 4 5

D2
K10

K7
K9
ECS

D1

F49
F64
K15

K13

K11
K4
BMUX K16

K14

K12
K2
BIC

LCM

F33
F48

BB10

2 System layout, simplified

The control units have intentionally been located as close as possible to the functions they
work with in order to obtain the shortest possible cable length between the control units and
the components.
This is why the EECU (engine control unit) is located on the engine and the TECU close to or
on the gearbox.
The electrical distribution unit contains the BBM, VECU, EBS, ECS and LCM control units.
All the control units communicate principally through two different data links called J1708 and
J1939-1. In some cases there are an additional number of J1939 links for communicating
with surrounding systems. The names of the links, their speeds and the method of
communication follow SAE standard.
These data links work at varying communication speeds and are therefore used for different
purposes in the system.
J1708 is used for sending messages that do not require a rapid communication rate, e.g. the
oil pressure signal to activate the oil pressure gauge on the instrument panel. Fault codes are
also transmitted on the link.
The communication speed is 9600 bps.
J1939 is used to send information that demands high-speed updating, i.e. the accelerator
pedal position signal from the potentiometer to the VECU and on the link to the EECU
(engine control unit), which obviously must take place without any delay.
The communication speed is 250,000 bps.
There are nine bodybuilder connectors, BB1-BB5, BB6-7, BB8, BB10 and BMUX.
The system fuses, relays and connectors are mounted on a circuit board in the electrical
distribution unit.
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 F16
F1 F17 F49 F33
K1 K2 K7 K11 K12
K2 K2
+30
K8
D1
B+ K3 K4 K17 D2 K13 K14
K4 K4
K9

K5 K6 K10 K15 K16

GND
F16 K6 F32 F64 F48

3 Fuse and relay centre

The fuse and relay centre contains most of the system relays and fuses.
For each type of bus there is a so-called vehicle specific specification document in which is
found the function of each fuse and relay.
The centre is divided into eight smaller circuit boards.

One circuit board is for the supply to the other circuit boards and for the bodybuilder’s
connections, which have a higher current consumption. The board houses the chassis ground,
+ Bat and +30.

On three of the circuit boards are mainly fuses and on the other four are relays.

The bodybuilder’s +15 supply and D+ are described on the following page.
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4 BB connectors
As mentioned earlier, there are nine bodybuilder (BB) connectors located as follows.
BB1-BB5, on top of electrical distribution unit
BB6-BB7, right-hand long side of electrical distribution unit
BB8 (Volvo’s multiplex system for lighting) close to the electrical distribution unit
BB10 (Volvo radio) close to the instrument
BMUX (only for buses with multiplex electrical system in the body) on left of driver’s seat.
These connectors are for the bodybuilder connections. This is the only place where the body
electrical system can be connected, except Bat+ and +30, which are connected to the fuse
and relay centre.
Note that the body receives +15, max 5 amps, via relay to bodybuilder socket BB3:12.
The body receives D+ signal from BB1: 9 (charging alternator).
Low priority consumers.
Socket BB1: 4 is activated when the battery voltage becomes low and with a certain delay
when the engine is turned off.
The socket can be used to turn off low priority consumers, such as fan, heater and non-
prescribed lighting, when the battery voltage is low. This is to save battery power so the
engine can be started.
The socket supplies max. 1 A.
Fault finding adapters should be used for greater precision in tracing faults.
One example is special tool 9990805, which fit connections of the type BB 1 to BB 5.

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 EECU

STOP
LCM DIAGNOS
i
16-PIN
Gauges 1/7
1 2
mi 230.0 330.0

E A 5H 11:45
AM
CC 123456.8 mi

BBM/VECU EBS TECU

5 Datalinks
One major advantage with communication via data link is that all the control units connected
to the respective data links can “read” all the information that is sent on the link, although they
only use whatever information is necessary and which affects their own function.

One example is the engine speed, which is sent by the EECU engine control unit but is also
used to activate the tachometer on the instrument panel. The vehicle electronic control unit,
VECU, also uses the engine speed signal as do the EBS control unit and the transmission
control unit, TECU.

A 16-pin datalink connector is connected to the J1708 (grey/orange) and J1939 (yellow/
green) links. The datalink connector can be used to perform tests, read fault codes and carry
out programming using VCADS Pro.
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 J1708

J1939

6 Twisted cables
The datalinks comprise two cables per link. These two cables are twisted in order to prevent
disturbance during communication and are called “The Twisted Pair”.
Twisted pairs according to Volvo standard must be twisted with a certain number of turns per
metre; J1708 with 30 turns per metre and J1939 with 40 turns per metre.
The different links are distinguished with different cable colours.
Grey and Orange = J1708
Green and Yellow = J1939
All branchings are ultrasonic welded to ensure the best possible contact.
Volvo Bus does not allow the datalink cables to be cut and spliced by unauthorised persons.
If a datalink cable is cut by mistake, it can be repaired temporarily by splicing it as normal but
a replacement cable must be fitted later.
Each end of J1939-1 has a terminating resistor fitted.
For the J1939-1, there is one loose mounted under the instrument panel with the other inside
the engine control unit (EECU).
These two 120-ohm terminating resistors ensure that there is a constant resistance in the
data links to avoid interference to the messages. This will be covered further later in the
training package.
The datalinks are not connected directly to either the chassis ground or battery voltage. It is
essential that no kind of short-circuit arises in the datalinks.
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 J1939-5
IB 10
J1939-2

BB 6 7 BB 8
DIA 16

GND
VECU

+30
B+
GECU
Audio

SWM

BBM

F16

F16
F1
EMS

K5

K3

K1

RECU

TECU
K4
J1939-3
K6
K6

K4

K2
K2
EBS EECU
F17
F32

K17

GBX
K8
BB 1 2 3 4 5

D2
K10

K7
K9

IB1
D1

F49
ECS
F64

EECU
CAN
TACHO

K15

K13

K11

IB6
K4
K16

K14

K12
BIC

K2

LCM
F33
F48

BB10 BMUX

7 Links and their connectors

Has mentioned earlier, all the control units communicate principally through two different
datalinks called J1708 and J1939-1.
In some cases, there are an additional number of links links for communicating with
surrounding systems.
These links are called J1939-2 between VECU and TACHO, J1939-3 between BIC, Sound &
Video and the steering wheel switch unit (SWM)and J1939-5 between TECU and the gear
selector control unit, GECU.
The datalinks have a number of connectors located in positions that can be useful for fault
finding.
IB1: 14,15,16 and 17 connect BIC and DIA 16 J1708 and J1939-1 link to control units located
in the electrical distribution unit.
EECU connector connects the EECU control unit J1708 and J1939-1 links to the rest of the
system.
EMS:2, 3, 4 and 5 connect EECU and TECU (if VT2412B) J1708 and J1939-1 to control
units located in the electrical distribution unit.
GBX: 7, 8, 9 and 10 connect RECU, Voith gearbox or ZF gearbox J1708 and J1939-1 to
control units located in the electrical distribution unit after EMS.
IB6 connects J1939-2 between VECU and TECO
IB10 connects J1939-5 between TECU and GECU if VT2412B.
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 +
+30
+15
-

A55

A1
A16
A17
A11
A13

A10
1
1
A18

A1
A2
A3
A4
A1
A12
A15
A1
A2
A3
A9
A1
MID 140 MID 249 MID 136 MID 222 MID 130 A2
MID 223
BIC BBM ABS/ASR RECU TECU GECU
A15
A16
A17
A18

A13

A15
A16
A52
A53
A50
A51
C1
C2
C5
C4

A3
A1

A?

A8
A4
A7
A3
IB10

CAN

CAN

CAN

CAN
IB1 EMS EECU

B26
B25
B1
B2
B11
B1
B14
B13
C1
C2
C4
C5

C17
C18
C13
C16
MID 144 MID 150 MID 216 MID 128
DIA-16 VECU ECS LCM EECU
B3/22
A14
A13
A12

B12
A16
A17

A16
A21

B12
B30

B10
B2

A1
A3
A9

B9
-
+15
+30
+

8 Link joints and power supply

The illustration shows a simplified picture of the system’s power supply, datalinks and
datalinks connectors. It is used to show how important it is to get an idea of how and where
the connections and connectors are located.

There are a number of basic conditions for a working electrical system.

All the connectors must be clean and make good contact.

It is also extremely important that control unit power supplies and ground connections are in
good order.

The best way to check whether each ECU has a good earth connection is to measure the
voltage across the control unit chassis ground connection and a full chassis ground (suitably
directly on the negative battery terminal) in a condition of load. This means that the ignition
key must be turned on and the various consumers are turned on one after the other while the
measurement is being taken. Use measuring box and suitable adapter to avoid measuring
faults due to poor contact of the instrument.
If there is a deviation in conjunction with the activation of another consumer it may be an
indication there is poor contact in a common connector to chassis ground. A deviation higher
than 0.5V should be avoided. Refer to wiring diagram ZC.

It is essential the datalinks are in good condition.

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This means no short-circuit to chassis ground, + or between datalink cables. Is also important
both termination resistors J1939-1 are connected.
If the datalink cables do not show full continuity, it is important to know where they are joined
so that bad contact can be traced efficiently.
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 B C A
1 5
15 30 15 30
J1708 J1939
1 14 1 14

B C A
5 1
14 1 14 1
J1939 J1708
30 15 30 15

9 VECU and BBM

The illustration shows connections to the control unit containing both VECU and BBM.
These are physically ONE complete unit located in the electrical distribution unit.
MID 144 VECU
The vehicle control unit, VECU, controls various functions using information from other control
units and from sensors connected directly to it. The control unit also makes information
available to other control units on the common datalinks.
On the VECU are two 30-pin connectors, one green (A) and one blue (B), that are connected
to the chassis.
MID 249 BBM
The Body Builder Module (BBM) is an expansion of the vehicle control unit, VECU, and is
largely intended for use by the bodybuilder. On the bodybuilder module are two 30-pin
connectors, one white (A) and one orange (B), that are connected to the chassis and the
body.
If the bus is equipped with a multiplex electrical system in the body, Volvo’s BMUX, its
connection for communication (D-bus) is made to pins A15 and A16. In this case there will be
a connection named by BMUX on the left of the driver’s seat.
Common to both is that the connector C contains J1708 and J1939-1 but the connections for
J1708 and J1939 are switched between 1 and 2, 4 and 5.
To find detailed pin configurations for each connection, refer to the introduction in the MID
manuals or the “Vehicle-specific specification document”. This is covered later in the training
package.

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10 Controller and microprocessor
In general, each control unit has one microprocessor to carry out calculations, one interface
for the various communication protocols, A/D, D/A signal converter, and a number of different
memories.

Controller
In the Controller is a microprocessor that is the “brain” of the control unit. The task of the
processor is to convey data between the different units. That also executes instructions, sorts
and performs calculations. The faster the processor, the more instructions it can handle.

Interface
There is an electrical connection between two different units that is usually called an interface.
Put simply, you could say that an interface is the type of connector through which two control
units communicate. In principle you could also say that an INTERFACE acts as an interpreter
of information being sent between the datalink and the controller.

Signal converter
An A/D converter changes analogue signals to digital.
A D/A converter changes digital signals to analogue.

Memory
There are two main types of memory - non-volatile, which stores data permanently, and
volatile, which stores data temporarily and loses its contents when the power to the control
unit is turned off.
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 STOP

Time/Distance 3/5
1 2
km 230.0 33.0

E A 5H 11:45
AM
CC 12345 km

17 Instrumentation
A new and modified instrumentation is being used with the launch of BEA 2.

The instrumentation has the following gauges:

Engine oil pressure gauge, cooling temperature gauge, turbo pressure gauge, tachometer,
speedometer, fuel gauge and air brake pressure gauge (if the bus is articulated the air
pressure for the third axle will be seen in the display).

In addition to this, there is a display positioned centrally. The function of the display is covered
in a separate section.

Above the display, there are three lamps to call the attention of the driver as necessary.
These can give:
Stop messages that tell the driver to stop immediately and turn of the engine. A buzzer will
also sound when a stop message comes on and the engine is running.
Warning messages inform the driver to visit the nearest workshop as soon as possible.
Information messages occur when there is new information to read on the display that do
not mean that there is a fault.

If any of these three lamps come on, an associated message and symbols will be displayed
automatically. A certain lamp can call up several different messages and when a new
message is activated it will replace the old one provided it has a higher priority.
There are indicator and warning lamps on each side of the display.

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 Guages

Menus - Fuel data Time/Distance 3/5

Time/Distance 1 2
driving Display km 230.0 33.0
Vehicle Messages

Reset
E A 5H 11:45
P-Heater Timer AM
Menus - Display Settings CC 12345 km
Vehicle Settings
stationary bus Diagnostic
Vehicle Data
Data log
Password

18 Display
The display in the centre of the instrument presents the driver with necessary information.
Certain information is displayed automatically (e.g. warnings).
The display has 13 different main menus. Menus 7 - 13 are accessible only when the vehicle
is stationary and at speeds below 3 km/h. The menus will be locked at higher speeds.
Several submenus displayed when stationary is password protected and are described later
in the training package.

The display is made up of three main fields:

1. Top of the display is called the “menu field”. This is where the menus will be displayed
together with alarms, warnings and information messages.
At the top left is the name of the menu currently being shown. The numbers on the right
indicate the current menu and the number of menus at the same hierarchical level, in this
case 3/5.
Menu 3/5 means that there are five menus at this hierarchical level. You are in number 3 of
these 5.

2. In the middle of the display is “user’s choice”. The left side displays the information that
the driver has selected to see using the favourite display menu. The clock is displayed on
the right.
The illustrations shows E for “Economy drive”, A for Automatic (I shift), 5H for fifth gear in
high range.

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3. Bottom of the display is called the “status bar”. The left side shows current status icons, in
this case cruise control. The odometer is displayed on the right.

Display control lever

The display is controlled with the lever on the right-hand side of the steering wheel, which is
used so that the driver or garage can retrieve information. The following commands are
available:
is used to return to the previous menu and to cancel a setting/operation.
confirms the selected choice of menu or symbol.
moves the cursor up and is used to set numbers/characters.
moves the cursor down and is used to set numbers/characters.
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 tin Service Manual
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No
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21 Service literature system

In group 00 of the service subscription is a document called Service information, Electronics,
Introduction to multiplex electrical system Version 2.
In this document it says that with the introduction of BEA II, the appearance and layout of the
service information will change. Most of the structure of the literature has been changed. The
new concept comprises three main documents:
• Function-based service bulletins
• Vehicle-specific specification document
• MID manuals

IMPACT contains a document similar to the one in group 00, Service information, electronics
(Diagnosis, 000).
It describes the structure of a BEA 2 function document.
• Open Impact
• Search for function group 3, for example
• Select model — B12B or B12M
• Information type must be Diagnosis
• Open a function or the relevant MID document

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Function-based Service Bulletin:
The function-based service bulletins are of a general type — they are adaptable to all models
of bus. If there should be a difference, it will be indicated in a variant deviation description.
The idea is that this information, together with the vehicle-specific specification document, will
form the basis required for tracing faults. The first document contains the following sections:
• Conditions
• Function
• Wiring diagram based on function, Functional diagram and component list
• Signal description
• Check measurements
When opening a function-based service bulletin in IMPACT, the user will be presented with a
short summary of the function and links leading to the respective sections.

Vehicle specific specification document

This document should be regarded as a specification of signals and components and is
unique to each type of bus. It contains the following:
• Fuse and relay centre
• Signal description
• Component location illustration
The vehicle-specific specification document is meant to be used as a reference book with
links leading to the sought information.

MID manuals
This document contains the following:
• General
• Specifications
• Special tools
• Design and function
• Fault codes

Wiring diagrams on paper

Wiring diagrams will still be distributed on paper to standard service subscribers and will
have a cover describing the type of bus it is associated with.
This document contains only wiring diagrams. When referring to another diagram, a
coordinate will be given. This coordinate points exactly to the grid of another diagram, even if
it is a reference directly to a control unit.
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 MID128 Body MID130 MID249 K12 MID144 MID140
EECU Builder TECU BBM Start relay VECU BIC

K51 / +30
K15 / +15
RPM = 0
No start enabl sign
Enginedoor closed
Neutral gear
OK
Crank
Crank

No

Engine door open

J1587/IPPID 208
No start

22 Starting the engine from the driver area, conditions

The illustration shows the provisions and what takes place while the engine is being started
from the driver area. This process is described in the function-based service bulletin.
These service bulletins are mostly general and apply to all bus models but if they are variants
that deviate they will be described under a heading called variant deviation description.

Shown at the top of the illustration are the components used in starting the engine from the
driver area.
The various conditions are shown on the left of the illustration.
The arrows show the component for which the provisions apply.
Compare the illustration with the text in IMPACT under Diagnosis, in this case function group
33.
Try searching for “B12B” – “Start” – “All headings” in IMPACT to find the information simply.

The various provisions and processes of starting can be sent to their respective component
partly as data communication J1939 or hardwired. Hardwired means that the component is
connected directly through a cable.
Main current (+30) on, hardwired signal to BBM.
Ignition (+15) on, hardwired signal to BBM.
Engine speed via an EEC 1 message on J1939 datalink to determine whether the engine is
off.
Start inhibitor from body “not active”, hardwired signal from bodybuilder socket to BBM or
via a data message from the D-bus to BBM when the vehicle is equipped with BEA body.

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Engine door status, hardwired signal to BBM.
Neutral gear, hardwired signal from TECU to BBM.

Once these conditions have been met, the start inhibitor relay “K11” will not be activated and
the hardwired signal “Crank” will activate the relay “K12” to start the engine.

If one or more of the provisions are not met, BBM will send information to BIC as a PPID208
message via the J1587/1708 information link.
BIC will then display a symbol to the driver informing of the starting condition that has not
been fulfilled.
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 +

D
C
B
A

A B C D
1 4 7 10 13 16 19 1 4 7 10 13 16 1 4 7 10 13 16 1 4 7 10 13 16 19

2 5 8 11 14 17 20 2 5 8 11 14 17 2 5 8 11 14 17 2 5 8 11 14 17 20
3 6 9 12 15 18 21 3 6 9 12 15 18 3 6 9 12 15 18 3 6 9 12 15 18 21

26 LCM and connectors

MID 216, LCM (Light Control Module) is a control unit that is responsible for and handles the
vehicle’s external lighting. LCM has software controlled characteristics which means that
certain fuses, relays and switches normally related to a control unit can be excluded. LCM
also supports coupling a trailer to the vehicle and handles its lighting as well. LCM receives its
power through 6 different connections.
LCM controls the following functions:
Main beam, dipped beam, daytime running lights, direction indicators, hazard flashers, fog
lights front and rear, brake lights, reversing lights and dash illumination.
These functions are controlled from the LCP (Light Control Panel). Depending on the
selection that is made, there are various lighting options available. The selections made on
LCP are
— daytime running lights
— parking lights, fog lights (pull out – front, push in – rear)
— parking lights, main beam and dipped beam, fog lights (pull out – front, push in –
rear)
+ — parking lights, main beam and dipped beam, headlights, spotlights, fog lights
(pull out – front, push in – rear)
LCM has four connectors with the names and pin configurations shown in the illustration.
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 BB7:5 BB7:12
LCM

BB5:4 BB7:4
LCM
BB5:3 BB7:3

28 LCM, fog lights and direction indicators

The illustration shows that fog lights and direction indicators are connected to LCM via BB
connections.

Fog lights from E07L and E07R are connected to BB 7:5.

BB 7:5 is connected to A2 on LCM without relay with minimum load 500 mA, maximum load
5.8 A.

Fog lights rear E07R and E07RR are connected to BB 7:12.

BB 7:12 is connected to A13 on LCM without relay with minimum load 100 mA, maximum
load 1.75 A.

The direction indicators connected to LCM without relay via BB 5:3 and 5:4 for the front, and
via 7:3 and 7:4 for the rear. Minimum load per output is 100 mA, maximum load is 1.75
amperes.
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