Service Manual

Buses
Section 3 (37)
Electrical System
B12M and B12B
Chassis component wiring diagrams

TP 16423/1
 Contents
Electrical system, B12M and B12B chassis
Page
Introduction ............................................................... 1
General multiplex principles ....................................... 1
Heavy current fuses ................................................... 2
Front chassis electrical centre card fuses and relays 2
Rear chassis electrical centre card fuses and relays .. 2
Typical electrical centre installations ......................... 3
Typical location of diagnostic and EOL connectors .. 4
Locations of engine sensors and solenoid valves ...... 4
Wire numbering ......................................................... 5
Power supply and ground connections ..................... 5
Component symbols .................................................. 6
Connections between chassis and body .................... 7
Ground connections ................................................... 8
Fuse and relay printed circuit cards ........................... 9
Location of VECU and CECM units .......................... 10
Functional schematic diagrams
and circuit descriptions
AA Power supplies, Engine start, Alternators ........
AC Vehicle Electronic Control Unit (A17) .............
AD Central Electronic Control Module (A90) ........
AE Chassis Module 1 (A91): Fire warning,
Cooling fan hydraulic oil, Engine stop .............
AF Chassis Module 2 (A92): Bogie axle raise,
Steerable axle ....................................................
AFA Chassis Module 2 (A92): Bogie
AFC axle raise, Steerable axle, Reserve pump ..........
AG Chassis Module 3 (A93): Fuel level,
Gear selection status ........................................
AH Chassis Module 4 (A94): Body connections,
Horn ..................................................................
Order number: TP 16423/1
Page
BL Engine ECU, Fuel injection, Engine preheat,
Volvo Compression Brake, EOL ...................... 42
CE Headlights, Parking lights,
Panel lamps dimmer ......................................... 48
CN Direction indicators, Hazard warning lights ..... 52
GA Windscreen wash/wipe, Headlights
wash/wipe ........................................................ 56
MF Electronically-Controlled Suspension (ECS) .... 60
NA Bus Instrument Cluster, left-hand side
(A03LHS) ......................................................... 64
NB Bus Instrument Cluster, centre, (A03CTR)
with tachograph ............................................... 68
NC Bus Instrument Cluster, right-hand side
(A03RHS) ......................................................... 72
ND Bus Instrument Cluster, centre, (A03CTR)
without tachograph .......................................... 76
OB ABS, ASR, non-EBS buses .............................. 80
OC EBS, Differential lock ....................................... 84
OCB EBS with bogie, Differential lock ..................... 88
12 OG Retarder for manual gearbox ............................ 92
16 OK Volvo EGS gearbox .......................................... 96
20 OL ZF EST-47 automatic transmission ................. 100
OM Voith automatic transmission ........................... 104
24 ON Allison automatic transmission ......................... 108
28 Index
Numerical index of components ................................ 112
32
34
38
 Chassis electrical systems,
B12M and B12B buses
Introduction
This Service Manual describes the triple databus chas-
sis electrical system for Volvo B12M buses with mid-
mounted and B12B with rear-mounted 12-litre engines
respectively.
The chassis electrical circuits for both bus models are
very similar and divided into separate functional areas
using the same principles as in other Volvo Bus Electri-
cal System Manuals.
Note however that the schematic diagrams on the first
pages of each section show the complete wiring har-
ness details, including wiring that is present but not may
actually be used in a specific bus.
Note also that the each electrical component has both
"old" and "new" designations. Volvo Bus electrical sys-
tems are adopting a new numbering system for electri-
cal components which will apply to these and subse-
quent bus models.

General principles of the multiplex system used in B12 buses

The new Bus Electrical Architecture (BEA) which has Two further databus networks link the CECM-C to the
replaced the conventional electrical systems in new other control units, one also being a high speed 250 kbit/s
Volvo bus models permits control units with different bus called SAE J1939 and used for transmitting infor-
functions, such as those for engine, transmission and mation that requires very fast updating, such as the ac-
ABS/ASR control, to communicate with each other via celerator pedal position, which is sent from the sensing
twisted-pair network cabling. This means that every potentiometer via the VECU (A17) to the 12-litre en-
control unit can exchange information with any other gine control unit and naturally must not be delayed.
control unit, as required. The internal digital programs
The other databus is called SAE J1587, and runs at 9600
contained in the control units can then use this informa-
bit/s, transmitting less vital signals such as the oil pres-
tion to control the bus, while providing indications, infor-
sure sensor signal to give a reading on the oil pressure
mation and warnings to both the driver and service per-
gauge. This link also carries error messages.
sonnel.
Each twisted pair network has its own terminations and
Each control unit is located as close as possible to the
wire colours, so that they are easy to identify.
components with which it is associated, to ensure the
minimum cable length between them. The following The sketch below shows the three chassis databus net-
control units are included in the bus. However note that works and their connections to major system compo-
the ECS (A902) and Volvo EGS (A904) control units nents in mid-engined B12M buses. The only difference
are not included in the multiplex networks. in B12B buses is the location of the engine, at the rear of
the bus.
– Engine Electronic Control Unit (A14)
– Vehicle Electronic Control Unit (A17)
– Bus Instrument Cluster (A03)
– Central Electronic Control Module - Chassis (A90)
– ABS/ASR (anti-blocking) control unit (A12)
– EBS (braking) control unit (A21) B12M databus connections,
– ECS (suspension) control unit (A902) B12B connections are similar
– Retarder for manual gearbox (A903) but with engine located at rear
– ZF automatic transmission (A901) (alternative)
– EGS gearbox control unit (A904) (alternative)
– Allison transmission control unit (A13) (alternative)
There are in addition four Chassis Module units, 2 at the
front and 2 at the rear, interfacing the CECM-C to indi-
vidual chassis components such as relays, solenoid
valves, sensors, etc. The Chassis Modules are intercon-
nected to the CECM-C via a twisted-pair network ca-
ble, called the CAN bus, which has a transmission
speed of 250 kbit/s.

1
Heavy current fuses Relay Circuit
RL2 Alternator charging/Engine running feed (Sch. AD)
Fuse Rating Circuit RL3 Chassis “15” line (front) (Sch. AA)
F34 80A “30” feed, chassis (Sch. AA) RL5 Master relay (S37) coils (Sch. AA)
F35 80A “+” feed. chassis (Sch. AA) RL6 Link/Frequency converter socket (Sch. NB)
F46 20A VECU (A17) back-up feed (Sch. AA) RL7 VECU (A17) & EECU (A14) sw. “30” feed (Sch. AC)
150A Engine preheat element (Sch. BL) RL8 VECU (A17) “30” feed (Sch. AC)
RL9 EGS control unit (A904) safety neutral (Sch. OK)
RL10 EGS control unit (A904) “15” primary feed (Sch. OK)
Front chassis electrical centre RL11 Low beam headlts. and side posn. lights (Sch. CE)
card fuses and relays RL12 Front and rear parking lights (Sch. CE)
RL13 Side position marking lights (Sch. CE)
Note: Fuses and relays not listed here are spares.
RL14 Low beam headlights (Sch. CE)
Fuse Rating Circuit protected by fuse RL15 High beam headlights (Sch. CE)
F1 10A (S911) “30” feed (Sch. AA), Lighting RL16 Headlight wiper motors (Sch. GA)
control (Sch. CE) RL17 Windscreen wiping interval (Sch. GA)
F2 7.5A Emerg. sw. (S904) (Sch. AA), Hazard switch
(S900) (Sch. CN), BIC (A03LHS) (Sch. NA)
F3 5A Ch. Module 4 (A94) “30” feed (Sch. AH) Rear chassis electrical centre
F4 5A Ch. Module 3 (A93) “30” feed (Sch. AG) card fuses and relays
F5 7.5A Master relay (S37) latching (Sch. AA)
F6 5A VECU (A17) switched “30” feed (Sch. AC) Note: Fuses and relays not listed here are spares.
F8 15A “+” feed to flasher unit (A39) (Sch. CN) Fuse Rating Circuit protected by fuse
F9 15A VECU (A17) “30” feed (Sch. AC) F1 5A Chassis Module 1 (A91) “30” feed (Sch. AE)
F10 7.5A Preheat (Sch. BL), EBS (Sch. OC, OCB) F2 7.5A Reversing lights on body (Sch. AH)
F11 7.5A “30” feed to body (Sch. AH) F5 15A Starter motor (M04) solenoid (Sch. AE)
F12 10A ABS/ASR control unit (A12) (Sch. OB) F7 7.5A Brake lights on body (Sch. AH)
F12 10A EBS control unit (A21) (Sch. OC, OCB) F11 7.5A Body “30” feed (Sch. AE)
F13 5A BIC lamp drivers (Sch. NA) F13 5A Fan hydr. oil pump sol. valve (Sch. BL)
F14 5A CECM-C (A90) “+” feed (Sch. AD) F16 5A/15A Chassis Module 2 “30” feed (Sch. AF)
F15 5A Exhaust pressure governor (Sch. BL) F17 10A Retarder control unit (A903) (Sch. OG)
F16 7.5A Lighting control relays (Sch. CE) F20 7.5A CM1 (A91) & CM2 (A92) “30” (Sch. AE, AF)
F17 5A EGS unit (A904) safety "30" feed (Sch. OK) F24 7.5A Alt. charging/Engine running feed (Sch. AE)
F19 10A (S15) (Sch. AA), (P900) (Sch. AC), (H05) F25 5A Fire warning (Sch. AE)
(Sch. AD), (S02) (Sch. CE) “30” feed F26 5A Rear engine start, hydr. oil (Sch. AE)
F20 7.5A (A93) (Sch. AG), (A94) (Sch. AH) “30” feed F27 7.5A Body “15” line (Sch. AE)
F21 7.5A Horn (Sch. AH) F28 5A Retarder control unit (A903) (Sch. OG)
F22 15A EECU (A14) switched “30” feed (Sch. AC) F29 7.5A ZF EST-47 control unit (A901) (Sch. OL);
F23 7.5A ECS control (A902) “61” line feed (Sch. MF) Voith control unit (A900) (Sch. OM);
F24 7.5A Alternator ch. D+ signal to body (Sch. MF) Allison control unit (A13) (Sch. ON)
F25 10A ABS/ASR control unit (A12) (Sch. OB) F30 7.5A ZF EST-47 control unit (A901) (Sch. OL);
F26 15A Windscreen wash/wipe (Sch. GA) Voith control unit (A900) (Sch. OM);
F27 10A Dir. ind. (S13) (Sch. CN), (H05) (Sch. AD) Allison contr. unit, no ABS (A13) (Sch. ON)
F28 15A Headlights wash/wipe (Sch. GA) F40 10A Steeerable axle control relay (Sch. AFA)
F29 7.5A EGS (A904) primary “15” feed (Sch. OK); F41 10A Reserve servo pump, Dual steerable axle
ZF EST-47 control unit (A901) (Sch. OL); solenoid valves (Sch. AFC)
Allison gear selector (S929) (Sch. ON)
F31 7.5A Left side position marking lights (Sch. CE) Relay Circuit
F32 7.5A Left front and rear parking lights (Sch. CE) RL1 Body brake lights (Sch. AH)
F33 7.5A Right front and rear parking lights (Sch. CE) RL2 Alternator charging/Engine running feed (Sch. AE)
F34 7.5A Left low beam headlight (Sch. CE) RL3 Chassis “15” line (rear) (Sch. AE)
F35 7.5A Right low beam headlight (Sch. CE) RL4 Voith control unit (A900) (Sch. OM)
F37 7.5A Right side position marking lights (Sch. CE) RL5 Engine starter motor (M04) solenoid (Sch. AE)
F38 7.5A Left high beam headlight (Sch. CE) RL9 Retarder for manual gearbox (Sch. OG)
F39 7.5A Right high beam headlight (Sch. CE) RL10 Retarder for manual gearbox (Sch. OG)
F40 7.5A Body “15” feed (Sch. AH) RL17 Body reversing lights (Sch. AH)
F42 15A Wipe interval relay RL17(F) (Sch. GA)

Note: On the schematic diagrams, relays are only labelled with their numbers, e.g. “2” instead of “RL2”.

2
Typical front electrical centre installation above driver

Typical rear electrical centre installation at middle door

3
 Typical location of diagnostic and end-of-line connectors

Locations of engine sensors and solenoid valves

A14 Engine Electronic Control Unit B51 Fuel feed pressure sensor
B04 Crankshaft position sensor B54 Crankcase pressure sensor
B05 Camshaft position sensor Y33 Fuel injectors
B10 Engine oil level sensor Y39 Volvo Compression Brake solenoid valve
B21 Coolant temperature sensor Y46 Piston cooling solenoid valve
B37 Charge air pressure/temp. sensor Y47 Cooling fan hydraulic pump solenoid valve
B38 Engine oil pressure/temp. sensor (These are references for Schematic BL)

4
 Wire numbering
The chassis wiring is easy to trace due to its colour and
wire numbering.
A wire is often given the same number as the compo-
nent to which it is connected, with the exception of
wires to ground (battery negative) and indirectly
grounded wires (between components, leading to bat-
tery negative).
Ground wires are labelled 31B, 31L, 31P etc. Indirect
ground wires are often labelled with the numbers of the
Power supply and ground connections
The “+” line on the schematic diagrams represents a
direct connection to the battery, protected by 80A fuse
F35 in the battery box. This line is used for electrical
consumers which must be permanently supplied with
voltage, such as clocks, hazard warning lights, commu-
nications radio etc.
The “+” line supplies the “+” connections of the front
and rear electrical centre printed circuit boards.
The “30” line is supplied with voltage from the closed
contact of the master relay (S37), which is energised by
closing the main switch (S12). This line is used for elec-
trical consumers such as the parking lights and head-
lights, which do not have to be kept permanently sup-
plied from the “+” line, but still need power when the
engine is stopped and the key or feed switch is set to
“off”.
components to which they are connected, e.g. 660A,
shown on Schematic AA.
If several wires are connected to the same terminal of a
component, each wire carries the same number, but a
suffix, such as A, B, C etc. is added. If one of these
wires is split further, each wire is given “double letters”,
e.g. wire 31B is connected to 31BA, 31BB, 31BC and
so on.
The “30” line supplies the “30” connections of the front
and rear electrical centre printed circuit boards.
The “15” line is relay-controlled by relays RL3 in the
front and rear electrical centres. These relays are ener-
gised when the key or feed switch is set to the “drive”
position. This connects the “15” line to the “30” line, and
the “15” supply remains available until the key or feed
switch is turned off.
Note that the “15” feed relay RL3(R) in the rear electri-
cal centre is energised by a signal from Chassis Module
1 (A91) after the VECU (A17) has received the “igni-
tion on” signal from the key or feed switch.
5
 Component symbols
These are the principal electrical symbols used in this Service Manual.

Connectors Relays and solenoids Electronic units

Body K Relay Amplifier

Detachable Permanent
Solenoid valve Control unit
Bolted or screwed

Fast charging Actuator Buzzer

socket
Electric motors Transistor
Switches
M
Motor Diode
Single-pole
Direct current Sensors
M
Mechanical (d.c.) motor P
driving pump Air pressure
Pressure-operated P
Windscreen
M
wiper Fluid level
With built-in lamp motor
0 1 n
Rotation speed
Alternators G
3

Multi-pole Temperature
1 0 Lamps

Multi-pole, Panel Pressure

P
two-way and
Flashing temperature

Miscellaneous
SET- SET+ RESUME
ON
OFF Headlights
Cross reference
Parking lights to another
Multi-position, schematic diagram
rotary
Twisted pair
Without warning (databus) cable
lamp
Inductive Heating
With warning element
lamp

Circuit breakers
Battery +
Automatic or fuse Resistor W

-
Horn
Potentiometer

Horn ring in
With holding coil steering wheel
Rheostat

Horn

6
Connections between chassis and body
Pin Signal Function From/To Schematic Type
BB1:1 1030BB Accel. pedal idle switch output A94:14 AH HDO
BB1:2 186BB Start disable input A94:8 AH LDI
BB1:3 254BB Fire warning input A94:7 AH HDI
BB1:4 3000BB Low priority power output A90:A6 AD LDO
BB1:5 543BB Luggage door open input A94:17 AH LDI
BB1:6 5032A Seat belt warning input A03:E4 NB LDI
BB1:8 2068BB Washer level low input A94:18 AH LDI
BB1:11 200BB Parking brake engaged output A94:12 AH HDO
BB2:1 7058A Indoor temperature signal input A94:1 AH AN
BB2:2 7058G Indoor temperature ground A94:22 AH GND
BB2:3 7059A Outdoor temperatures signal input A94:2 AH AN
BB2:4 7059G Outdoor temperature ground A94:23 AH GND
BB2:5 DCANH D-bus connection to body A90:A27 AD Data
BB2:6 DCANL D-bus connection to body A90:A28 AD Data
BB2:8 21B “30” output feed to horn Fuse F21, front el. centre AH “30”
BB2:9 223B Horn ground when operated X09:1 AH LDO
BB2:10 199C Destination sign lighting output S911:2 AA HDO
BB2:11 180BB “+” output on emergency switch (180) operation S904:1 AA HDO
BB2:12 6C 4 pulses/metre output A03:C6 NB P
BB3:3 9002KB Kneeling position signal output A902:20 MF HDO
BB3:4 1102HC Kneel up S915:7 MF LDI
BB3:5 109AA Hazard warning flashers output A39:12 CN P
BB3:6 31P2 Direction indicators rear ground Ground CN GND
BB3:8 561A Perambulator lamp input A03:RX6 NC HDI
BB3:9 536B Rear fog lights input A03:D4 NB LDI
BB3:10 700BB Road speed (max. 5 amp load) A90:A19 AD P
BB3:11 11B “30” body feed output Fuse F11, front el. centre AH “30”
BB3:12 40B “15” body feed output Fuse F40, front el. centre AH “15”
BB4:1 14RX 3rd lamp from left (spare) input A03:RX14 NC LDI
BB4:2 29RX 1st lamp from left (spare) input A03:RX29 NC LDI
BB4:3 30RX 2nd lamp from left (spare) input A03:RX30 NC LDI
BB4:4 13RX 4th lamp from left (spare) input A03:RX13 NC HDI
BB4:5 19RX 6th lamp from left (spare) input A03:RX19 NC HDI
BB4:6 22RX 3rd lamp from left (spare) input A03:RX22 NC HDI
BB4:7 1158B Door brake request A90:B12 AD HDI
BB4:8 5SP Road speed >5 km/h output A93:12 AG HDO
BB4:9 546A Entrance/exit door open input A94:3 AH HDI
BB4:10 20SP Road speed >20 km/h output A93:11 AG HDO
BB4:11 805D1 Dimmer level output 1 A94:15 AH PWM
BB4:12 805D2 Dimmer level output 2 A94:16 AH PWM
BB5:3 422A Direction indicators front left signal output A39:5 CN P
BB5:4 423A Direction indicators front right signal output A39:11 CN P
BB5:5 462AA Direction indicators left auxiliary lamp output A39:3 CN P
BB5:6 463AA Direction indicators right auxiliary lamp output A39:15 CN P
BB5:10 309AB Parking lights output to relay on body S01:3 or S02:6 CE HDO
BB5:11 307A Headlights low beam output to relay on body S02:1 CE HDO
BB5:12 306A Headlights high beam output to relay on body S02:3 CE HDO
BB6:1 31RD Engine hatch switch ground output Ground CN GND
BB6:2 9023A Engine hatch open input A91:17 AE LDI
BB6:3 24A ECS supply “61” to body Fuse F24, rear el. centre AE “61”
BB6:4 27A “15” to body Fuse F27, rear el. centre AE “15”
BB6:5 11A “30” to body Fuse F11, rear el. centre AE “30”
BB7:1 410A Brake lights on body K5:15, rear el. centre AH HDO
BB7:2 405A Reversing lights on body K8:15, rear el. centre AH HDO
BB7:3 426A Direction indicators rear left signal output A39:7 CN P
BB7:4 427A Direction indicators rear right signal output A39:13 CN P

Wash/wipe signals and ground connections pass to the body via the 650 connector, see Schematic GA.

7
8
Ground connections
 Fuse and relay printed circuit cards on the chassis front and rear electrical centres
9
Location of VECU and CECM
units
The VECU and the CECM are located in or very close
to the front electrical centre. The wiring to these two
electronic control units must not be disturbed, nor may
they be moved to any other position.
The VECU and the CECM both have three connectors
at the rear:
– PA, coloured green, with 30 pins for inputs and out-
puts.
– PB, coloured blue, also with 30 pins for inputs and
outputs.
– PC, the 5-pin centre connector, coloured green and
used for connection to the SAE J1939 and SAE
J1708 data networks.

Labelling of Volvo electronic units

The illustration shows, from top to bottom, the Chassis
Electronic Control Module (CECM), the Vehicle Elec-
tronic Control Unit (VECU) and a Chassis Module. The
label information carried on these is as follows:
1. Volvo Bus Corporation part number
2. Supplier’s code number
3. Country of manufacture
4. Supplier’s part number
5. Product name
6. Product status
7. Production date
8. Supplier’s production status
9. Barcode
10. Supply voltage

10
 Functional schematic diagrams
and circuit descriptions
11
12

AA Power supplies, Engine start, Alternators

 Fuses in battery box 144AC to (A90) pin B:6 high, which causes (A90) pin A:16 to also go high to energise latching relay RL5(F), placing
Fuse Rating Circuit protected by fuse “30” on (S37) pin 86, keeping it energised even if the main switch (S12) is accidentally switched off while the engine
is running. The front “15” supply is derived from the closed contact of RL3(F), which is energised whenever the key
F34 80A “30” feed, chassis
switch (S15) is set to II (Start) or III (Drive), or alternatively the feed switch (S911) is set to positions C, I, P= or =D.
F35 80A “+” feed, chassis
F46 20A VECU (A17) back-up feed Alternators and starter motor connections
The alternator 1 (G02) B+ and alternator 2 (G03) pin B+ and 30 outputs, along with the heavy current (pin 30) starter
Fuses and relays in front electrical centre motor (M04) input are all connected to the batteries via the battery master switch relay (S37) upper contact. During
Fuse Rating Circuit protected by fuse starting, the field windings of the alternators at their D+ connections are supplied with direct energising current via
F1 10A Feed switch (S911) “30” feed 270 ohm resistors (R900) and (R901) from the “15” (rear) line.
F5 7.5A Master relay (S37) latching Engine start conditions, applying to either front, side (B12M) or rear (B12B) starting:
F19 10A Key switch (S15) “30” feed – the start enable switch (S908) (Sch. AE) must be closed; if it is open, the engine cannot be started at all
Relay Circuit – the engine is stopped, confirmed by zero engine speed signals from the BIC (A03) via (A17) (Sch. AC) and J1939
– the transmission (Sch. OK, OL, OM or ON) must be in neutral, confirmed by (A93) pins 6 and 18 (Sch. AG)
RL3 Chassis “15” line (front)
– any external start disable switches at “BB1” pin 2 (refer to Schematic AH) are open (inhibits front starting only)
RL5 Master relay (S37) coils
– the output signal 315A from (A91) pin 14 (Sch. AE) is high, energising relay RL5(R), thus applying the “+” (rear)
No. (Old no.) Component supply to the starter motor (M04) solenoid valve connection, pin +50.
G01 (30) Batteries Starting the engine from the driver’s seat with the key switch (S15) or feed switch (S911)
G03 (658) Alternator 2 When the key switch (S15) is set to the sprung “start engine” position III, or the feed switch (S911) is set to P= or
G02 (660) Alternator 1 “0” and the start button (S906) on the dashboard is pressed, high start signals 50AA and 50AD are applied to (A17)
M04 (654) Starter motor pin A:6 and (A90) pin B3. Signals 150DRD to (A90) pin B1 and 150DRF are also high at this time. These ignition on
R900 (R1) 270 ohm Alternator 1 field coil resistor signals switch on the front and rear “15” supplies; 150DRF energising RL3(F) and 150DRD causing (A91) pin 12 to
R901 (R2) 270 ohm Alternator 2 field coil resistor send signal 354A and energise RL3 (R) (see also Sch. AE). If the other engine starting conditions are correct, a high
S12 (144) Main switch output from (A91) pin 14 passes via the closed start enable switch (S908) to energise RL5(R), connecting the “+”
S15 (150) Key switch (alternative) rear supply via fuse F5(R) to the starter motor solenoid (M04) at pin +50. The internal contact closes to connect
S37 (342) Battery master switch relay (M04) pin 30 to battery “+” via the closed contact of the battery master switch relay (S37) and turn the starter motor.
S904 (180) Emergency cut-out switch (option) Starting the engine from the side (B12M) or rear (B12B) of the bus
S906 (185) Engine start button on dashboard The key switch (S15) must be set to position I or II or the feed switch (S911) to position I to permit starting from the
S911 (199) Feed switch (alternative) side or rear of the bus, because relays RL3(F) and RL3(R) must be energised to supply “15”. When the external start
XC85 (85) Fast charging socket button (S907) is pressed (Sch. AE), signal 185B to (A91) pin 8 goes high, to be transmitted via the CAN bus to (A90)
and begin the start sequence in the same way as described for front starting. The engine hatch is permitted (by the
AA Circuit descriptions logic in (A91), see Sch. AE) to be open when starting the engine from the side or rear.

Power on and latching Immediately after starting

Before the main switch (S12) is closed, +24V from the batteries is
available to any components that may be connected to the front “+”
line, via 80 ampere fuse F35.
When the main switch (S12) is closed, a “+” input via fuse F2(F) (Sch.
NA) and the link, or closed contact of the optional emergency switch
(S904) energises the battery master switch relay (S37) and closes its
upper contact. This permits battery “+” to energise the front “30” line
via 80A fuse F34. Another connection, via fuse F46(F), provides a
back-up supply to the VECU (A17) via relay RL8(F) de-energised
connection and RL7(F) coil (Sch. AC). Closing (S12) also sends signal
13
Once the engine has started, (S15), (S906) or (S907) is released, removing the high 50AA and 50AD or 185B signals,
but the VECU ignition on signal 150B is maintained by (A90) (see Schematic AD). Alternator D+ signals report to
(A91) pins 17 and 18 that the engine is running and the alternators are charging, which among other things enables
the ECS system to begin operation (refer to Schematic MF).
Emergency stop
If the emergency cut-out switch (S904) is operated, fuel shut-off (Sch. AD) is initiated by (A90) pins A24 and
A25, and the body circuits are informed via “BB2” pin 11 that there is an emergency, to switch on the hazard
warning lights, etc. (S904) also removes the supply to (S37) coil and (A90) pin B6 signal, instead sending (A90)
pin B4 high. Pin A16 then goes low, de-energising RL5(F) to remove the (S37) latch and switch off all the chassis
circuits.
14

AA Power supplies, Engine start, Alternators signalling diagram

15
16

AC Vehicle Electronic Control Unit (VECU) (A17)

 Fuses and relays in front electrical centre VECU power down
Fuse Rating Circuit protected by fuse When the engine is stopped the 150DRD signal to (A90) pin B1 is deactivated (Sch. AA), and the engine stop
F6 5A Switched “30” feed to VECU (A17) signal 160AC to (A90) pin B2 is activated. This causes the 150B VECU ignition on signal from (A90) pin A17 to
F9 15A “30” feed to VECU (A17) VECU (A17) pin A14 to be deactivated, and pin B15 of the VECU (A17) will shut down the power to itself and the
F22 15A Switched “30” feed to EECU (A14) engine control unit (A14) by de-energising RL7(F).
Switch and sensor feeds
Relay Circuit Signal 19PB at VECU (A17) pin B19 is a +24V feed to the Clutch released contact (S58), Footbrake pressure contact
RL7 Switched “30” feed to VECU (A17) and EECU (A14) (S59) and the idle switch associated with the Accelerator pedal position sensor (B25).
RL8 “30” feed to VECU (A17) Parking brake
The parking brake is engaged when there is no pressure in the parking brake pneumatic circuit. In this condition
No. (Old no.) Component the parking brake contacts (S43) and (S912) are closed, grounding pin B17 of (A90) (see Schematic AD) and pin B11
A17 (9074) Vehicle Electronic Control Unit of the VECU (A17) respectively. Conversely, when air pressure is applied to release the parking brake, the parking
B25 (7065) Accelerator pedal position sensor brake contact (S912) opens to remove the ground connection from pin B11 of the VECU (A17). If the feed or key
P900 (DIA-8) 8-pin diagnostic socket switch is set to “drive”, thus sending (A90) pin B1 high, and the parking brake is released so that VECU (A17) pin
R08 (CAN-R) CAN databus termination resistor B11 is not grounded, an audible warning will sound and the parking brake off warning lamp (E902) on the Bus
R40 (807F) Retarder foot control Instrument Cluster centre unit (A03CTR) will light (refer also to Schematic NB or ND).
S24 (807H/1122) Retarder hand control
S25 (1135) Cruise control switches Brake lights
S48 (216) EBS brake lights switch (option) When the footbrake pedal is pressed the change in pressure is detected at (S59) and the signal at VECU (A17)
S58 (2007) Clutch released contact (manual gearbox) pin A5 switches from high to low. The VECU (A17) signals the body circuits via the C-bus, CECM-C (A90) and
S59 (2008) Footbrake pressure contact the D-bus that the brakes have been applied. On vehicles not equipped with a D-bus, (A94) pin 30 and “BB7”
S905 (182) Retarder switch pin 1 via RL1(R) then go high to light the brake lights on the body (see also Schematic AH).
S912 (218) Auxiliary parking brake contact The output voltage from the retarder foot control (R40) is detected at (A17) pin B27 and if pressure on this foot
pedal raises the output voltage to a level between 0.5 and 1.0 V it is assumed that the retarder is being operated and
Note: The retarder switch (S905) shown on the schematic diagram is the brake lights are lit.
not present on buses that have the manual gearbox retarder installed
Low idle
(refer to Schematic OG).
The cruise control switches (S25) are used together with the retarder for downhill cruise control, and may also be
used to set the low idle speed of the engine. The conditions required for this to be done (reported by the appropri-
ate sensors) are: bus stationary, accelerator pedal released, engine idling, coolant temperature above 45°C, park-
ing brake on and transmission set to neutral. Low idle setting is described in the Driver’s Handbook.
Other functions involving the VECU (A17):
End Of Line connections; refer to Schematic BL
AC Circuit descriptions
Windscreen and headlights wash/wipe; refer to Schematic GA
VECU (A17) power up
Door brake; refer to Schematic OD
As soon as the “30” line is energised via the master relay (S37) (Sch.
AA), relay RL8(F) energises, which in turn energises RL7(F). The Retarder for manual gearboxes; refer to Schematic OG
RL7(F) closed contact applies the “30” supply to both the VECU Automatic transmission; refer to Schematics OL, OM or ON as appropriate
(A17) at pin A13 via F6(F), and also to the engine ECU (A14) pins
EB11 and EB12 via F22(F) (Sch. BL). If RL8(F) de-energises for any
reason, (A14) and (A17) will receive a back-up supply via RL8(F) de-
energised contact and F46 (F) (Sch. AA).
17
18

AC Vehicle Electronic Control Unit (VECU) (A17) signalling diagram

19
20

AD Central Electronic Control Module (CECM-C) (A90)

 Fuses on front electrical centre card
Fuse Rating Circuit protected by fuse
F14 5A “+” feed to CECM-C (A90)
Relay on front electrical centre card
Relay Circuit
RL2 Alternator charging/Engine running feed
No. (Old no.) Component
A90 (CECM) Central Electronic Control Module C (chassis)
B901 (754A) Front brake circuit pressure sensor
B902 (754B) Rear brake circuit pressure sensor
H05 (853) Buzzer
P903 (OBD2) 16-pin On Board Diagnostics socket
S08 (126) Differential lock switch (buses with ABS)
S11 (133) Bogie axle raise switch
S43 (200) Parking brake pressure switch
S919 (1158) Steering wheel adjustment switch
Y901 (6023) Fuel shut-off solenoid valve
Y902 (6107) Steering wheel adjustment solenoid valve
AD Circuit descriptions
Power priority
If the battery voltage “+”, fed from fuse F14(F) to (A90) pins A9 and
A30, is sensed by the CECM-C circuit to fall below +22V, pin A6 is
switched low. This de-energises the low priority power relay, in-
stalled by the coachbuilder, via “BB1” pin 4 to switch off non-essen-
tial consumers, such as passenger lighting and air conditioning.
This preserves battery power for high priority essential consumers,
e.g. external lights and engine starting.
Buzzer activation
The external buzzer (H05) alarm tone (rapid “pinging”) is activated
by the software programs in the case of fire alarm or parking brake
off. If the driver switches off the ignition without manually setting
the parking brake, the buzzer will emit the warning tone (one “ping”
every 3 seconds).
Engine start and stop
The engine start and stop functions (Sch. AA and AE) involve sig-
nals that arrive at (A90) pins B1, B2, B3, B4 (emergency switch (S904)
if installed) and B6 (main switch (S12)). One reason why it may be
difficult to start the engine is that the inductive sensor on the engine
hatch (which sends a signal to Chassis Module 1 pin 7) may be poor-
ly adjusted so that is reporting the hatch open when it is actually
closed.
21
ECS enable
The “30” feed via relay RL2(F) closed contact that energises the “61” line for supplying the ECS system (Sch. MF)
will only become available when RL2(F) energises. This is dependent on the engine running signal from (A90) pin
A12, that goes high when the bus engine has started and the alternators are delivering current to the batteries.
Brake pneumatic circuit pressures
Front and rear brake pneumatic circuit pressure sensors (B901) and (B902) respectively provide analogue brake
pressure information to CECM-C (A90) pins B25 and B26, where it is digitised and sent to the BIC brake pressure
gauges (see also Schematics NA and NC).
Diagnostic connector (P903)
All three databuses, the C-bus, J1587 and J1939, can be checked by plugging a personal computer loaded with the
appropriate diagnostic programs into this connector. The ECS control unit (A902) can also be interrogated and
diagnosed from here. The connector receives power from the “30” line at pin 16 via fuse F19(F) (see Schematic AA),
and from the “61” line at pin 8 via fuse F23(F). Refer to the separate Service documentation for further information
regarding the use of this connector and the associated personal computer programs.
Emergency stop fuel shut-off
Solenoid valve (Y901) is normally pulsed on for 350 ms during engine start, and then remains open to permit fuel
flow to the engine. If the emergency stop switch (S904) (Sch. AA) is operated, (A90) pin B4 goes high, causing pins
A24 and A25 to be pulsed for 350 ms to activate (Y901), which shuts the fuel supply off so the engine stops.
Steering wheel adjustment
(A90) pin B23 will be grounded if the steering wheel adjustment switch (S919) is operated. Adjustment via (A90) pin
A18 and the solenoid valve (Y902) will only be permitted, for a period of 3.5 seconds, set by an internal CECM-C
timing function, if: the parking brake is engaged, grounding (A90) pin B17 and the aux. parking brake contact (S912)
is closed (Sch. AC) and the key or feed switch is set to “drive” at (A90) pin B1 and the road speed is zero at (A17)
pins B6 and B20 (Sch. AC) via (A03CTR) (Sch. NB or ND).
Differential lock
The differential lock function is activated by switch (S08) on buses that are equipped with ABS, and this function
is described in Schematic OB.
Bogie axle raise
The raise bogie axle function, activated by switch (S11), is described in Schematics AF, AFA and AFB.
Other body connections
In the standard B12 vehicle wiring system the CECM-C (A90) unit in the chassis has a D-bus twisted wire databus
connection to the CECM-B (A40) unit in the body, via pins A27 and A28 and “BB2” pins 5 and 6. This provides
communication between the chassis and body.
Vehicles not equipped with a D-bus use the following hard-wired connections: “BB3” pin 6 sends a door brake
override signal to (A90) pin B9 when the driver wants to prevent door braking (see Schematic AE); “BB4” pin 7
sends a door brake request signal from the body to (A90) pin B10 when the driver wants to apply door braking (see
Schematic AE); “BB5” pin 6 receives a high digital input from the body if it has been assigned a warning function
by the coachbuilder; “BB5” pin 10 sends a road speed signal from CECM-C (A90) pin A19 to the body. This signal
also goes to the ECS control unit (A902) (Sch. MF) and the Volvo EGS control unit (A904) (Sch. OK).
22

AD Central Electronic Control Module (CECM-C) (A90) signalling diagram

23
24

AE Chassis Module 1 (A91): Fire warning, Cooling fan hydraulic oil, Engine stop
 Fuses and relays on rear electrical centre card Alternatively the engine may be stopped by pressing the normally-closed stop button (S901) at the side of the bus.
Fuse Rating Circuit protected by fuse This removes the ground from (A91) pin 5, which initiates the engine stop sequence. Engine stop from the side or
F1 5A “30” feed to Chassis Module 1 (A91) rear is normally used while servicing the bus engine, but may also be used in an emergency.
F5 15A Engine starter motor (M04) solenoid Alternator charging and engine running signals
F11 7.5A “30” line to body Once the engine has started, alternators 1 (G02) and 2 (G03) (Schematic AA) report that they are charging by send-
F20 7.5A “30” feed to Chassis Modules 1 (A91) and 2 (A92) ing signals to (A91) pins 17 and 18 respectively. Failure of either alternator to charge is indicated by an icon on the
F24 7.5A Alternator charging/Engine running feed Bus Instrument Cluster left-hand side (A03LHS) display. The alternator charging failure icons can at the earliest
F25 5A Fire warning appear 3 seconds after the engine has started.
F26 5A Rear engine start, hydraulic oil Engine compartment fire warning
F27 7.5A “15” line to body If either of the two thermal break contacts (S914) opens due to a temperature rise above 110°C, it will break the “30”
connection from F25(R) in the rear electrical centre to pin 6 of (A91). This signal will then be transmitted via the C-
Relay Circuit bus to the Central Electronic Control Module (A90) to generate the engine fire warning alarm. The alarm consists of
RL2 Alternator charging/Engine running feed audible warnings from the internal Bus Instrument Cluster (BIC) annunciator and the external buzzer (H05) (see
RL3 Chassis “15” line (rear) Schematic AD), plus the illumination of both the red STOP Warning lamp on the BIC left-hand unit (A03LHS) and
RL5 Engine starter motor (M04) solenoid the red master warning lights on the centre and right-hand BIC units (A03CTR) and (A03RHS).
No. (Old no.) Component Engine hatch open signal from bus body
A91 (CM1) Chassis Module 1 The coachbuilder may install a switch between “BB6” pin 1 (which is connected to ground) and “BB6” pin 2. The
B904 (763B) Hydraulic oil level sensor switch is arranged to close if the hatch is open, thus grounding (A91) pin 7 to inhibit engine starting from the
R08 (TR) CAN bus termination resistor driver’s seat, although the engine can still be started from the side (B12M buses) or rear (B12B buses). This func-
S901 (160) Engine stop button at side (B12M) or rear (B12B) tion is handled by the D-bus instead where a D-bus is installed in the vehicle.
S907 (185B) Engine start button at side (B12M) or rear (B12B) Door brake
S908 (186) Start enable switch at side (B12M) or rear (B12B) If any door is open or the bus is kneeling, the door brake function keeps the brakes applied, to ensure that bus cannot
S914 (254) Fire warning thermal break contacts move while passengers are entering or exiting.
S920 (2072) Hydraulic oil filter pressure switch
Y100 (6015) Door brake solenoid valve A door brake request signal is received at the CECM-C (A90) pin B10 via “BB4” pin 7 from the body when any door
is opened or the bus begins to kneel. Chassis Module 1 (A91) pins 13 and 15 then energise the door brake solenoid
valve (Y100) to apply the service brakes. At the same time, if the bus is equipped with a Voith or ZF automatic
transmission, Chassis Module 3 (A93) will transmit a signal from pin 15 to set the transmission into the Neutral on
AE Circuit descriptions
Bus Stop (NBS) condition; see Schematic OL or OM as applicable. The VECU (A17) also receives a signal from
Engine start and stop signals Chassis Module 3 (A93) to set the engine to low idle.
If all the engine starting conditions (see Schematic AA) are correct,
a high output from (A91) pin 14 via the closed start enable switch The driver is reminded that door braking has been applied by indicators on the centre and right hand side of the BIC
(S908) energises RL5(R) to connect the “+” rear supply to the starter (A03CTR) and (A03RHS), initiated by a signal from CECM-C pin A7.
motor solenoid (M04) pin 50. The rest of the start sequence is de-
When all the doors are closed and the bus is not kneeling, the door brake request signal at “BB4” pin 7 is cancelled
scribed in Schematic AA.
and the resulting (A17), (A91) and (A93) signals are also cancelled, permitting the parking brake to be released, a gear
The engine is normally stopped by setting the parking brake and to be selected in the automatic transmission and the engine speed to increase.
then turning the key switch (S15) or feed switch (S911) away from
the “drive” position. This removes all signal inputs from the VECU The driver may override the door brake function, releasing the brakes even if there is a door open or the bus is kneeled.
(A17) and the CECM-C (A90), which stops the flow of fuel to the In this case the override signal is received from the body by the CECM-C (A90) pin B9 via “BB3” pin 6.
engine.
25
26

AE (A91): Fire warning, Cooling fan hydraulic oil, Engine stop signalling diagram
27
28

AF Chassis Module 2 (A92): Fixed bogie axle raise

 Fuses on front electrical centre card AF, AFA and AFC Circuit descriptions
Fuse Rating Circuit protected by fuse There are three versions of this schematic diagram; AF for buses with a fixed bogie axle that can be raised, AFA for
F41 10A Reserve servo pump and dual steerable axle buses with a steerable bogie axle that can be raised, and AFC for buses with a steerable bogie axle that can be
solenoid valves raised, a reserve hydraulic pump and dual solenoid valves. The difference between high and low bogie raise con-
cerns the physical location of (S921), the bogie air circuit pressure switch, which is located at the rear of low bogie
Fuses and relay on rear electrical centre card
raise buses, and at the front of high bogie raise buses.
Fuse Rating Circuit protected by fuce
F16 5A/15A “30” feed to Chassis Module 2 (A92) Bogie axle raise
F20 7.5A “30” feed to Chassis Module 2 (A92) When the bogie axle raise switch (S11) (see Schematic AD) is pressed, the signal sent to (A90) pin B21 is transmit-
F40 10A Steerable axle control relay RL16(R) ted via the C-bus to (A92) to generate an HDO output from (A92) pin 14 and energise the bogie axle raise solenoid
150A Feed to reserve servo pump motor (RSP) valve (Y900). This releases pressure from the bogie axle suspension pneumatic system. When the pressure has
fallen low enough to release the bus weight from the bogie axle, the pressure switch (S921) contacts close to con-
Relay Circuit firm the low pressure to (A92) pin 7. This causes an icon to appear on the BIC display. Note that there is a legal
RL16 Steerable axle control requirement that the bus may not be driven faster than 30 km/h with the bogie axle raised. The system will automat-
ically lower the bogie axle if this speed is exceeded.
No. (Old no.) Component
A92 (CM2) Chassis Module 2 (A92) When required, the bogie axle is lowered by pressing the switch (S11) again. This switches the solenoid valve
S11 (133) Bogie axle raise switch (Y900) to its closed position, which reconnects the bogie axle suspension pneumatic system to the compressed air
S45 (207) Differential lock engaged contact supply, forcing the axle down to take up its share of the weight of the bus. When the pressure switch (S921) con-
S70 (7088) Steerable axle flow sensor position switch tacts open to confirm that the bogie axle is lowered, the icon on the BIC display is removed.
S921 (7061) Bogie air circuit pressure switch
Y35 (6110) Steerable axle solenoid valve Steerable axle
(6110B) Steerable axle back-up solenoid valve Operation of the steerable axle is fully automatic. The steerable axle flow sensor position switch (S70) is a normally-
(6110C) Steerable axle back-up solenoid valve closed contact, which during normal operation of the steerable axle is held open by the flow of hydraulic fluid. If the
(6110E) Steerable axle back-up solenoid valve flow of fluid ceases for any reason, (such as a fault), the (S70) contact closes to energise relay RL16(R), which in
Y900 (648) Bogie axle raise solenoid valve turn energises the steerable axle solenoid valve (Y35). This opens a channel for hydraulic fluid to bypass the bogie
(381) Reserve servo pump and dual steerable axle relay steering system and ensures that the bogie wheels on the steerable axle point straight ahead. This situation is also
RSP Reserve servo pump, steerable axle signalled to the bus electrical network via Chassis Module 2 (A92) pin 9.
RSPRL Reserve servo pump relay
The driver must be able to continue steering the bus if the normal hydraulic steering pump, driven mechanically
from the engine, fails. If this happens, relays (381) and (RSPRL) energise and switch the back-up electrical pump
(RSP) into operation, along with the three solenoid valves that open to admit oil under pressure into the steering
circuits, (6110B, C and E).

Differential lock
When the differential lock switch (S08), shown on Schematic AD, is closed, a high signal input replaces the ground
input at the EBS control unit (A21) pin 9:9. The differential is then locked by solenoid valve (Y02), and confirmation
that differential locking has actually engaged comes from the differential lock engaged contact (S45) via Chassis
Module 2 (A92) pin 2:17. If differential lock has not been reported by contact (S45) as engaged within 10 seconds
after being selected by the driver, traction control begins to operate anyway. This applies braking to the fastest
rotating wheel, to prevent it spinning.
29
30

AF, AFA Chassis Module 2 (A92): Fixed bogie axle raise signalling diagram
31
32

AFA Chassis Module 2 (A92): AFC Reserve servo pump,

Bogie raise, Steerable axle Steerable axle
 AFC Reserve servo pump, steerable axle signalling and component locations
33
34

AG Chassis Module 3 (A93): Fuel level, Gear selection status

 Fuses and resistors on front electrical centre card AG Circuit descriptions
Fuse Rating Circuit protected by fuse Fuel level indication
F4 5A “30” feed to Chassis Module 3 (A93) Buses may be equipped with one or two fuel tanks. The situation for bus variants with two tanks is described here.
F20 7.5A “30” feed to Chassis Module 3 (A93) A 5V output from (A93) pin 30 is applied to a pair of voltage dividers, consisting of 560 ohm resistors (R3) and (R4)
on the front electrical centre printed circuit board and the fuel level senders (B07A) and (B07B). The voltage levels
Resistor Circuit at these junctions are transmitted as fuel level analogue signals to (A93) pins 3 and 4 respectively. The ground
R3 560 ohm fuel tank 1 level sensor feed voltage divider connections for the two senders are at (A93) pin 23.
R4 560 ohm fuel tank 2 level sensor feed voltage divider The incoming fuel level analogue signals at (A93) pins 3 and 4 are converted into digital signals, added together
and the result is sent via the C-bus to the chassis Central Electronic Control Module (A90). This retransmits the
No. (Old no.) Component digital total fuel amount signal via the J1587 databus to the Bus Instrument Cluster left-hand side (A03LHS). The
A93 (CM3) Chassis Module 3 signal finally reaches the fuel gauge via (A03LHS) pin LX3 and (A03RHS) pin RX4.
B07A (757A) Fuel level sender, tank 1
B07B (757B) Fuel level sender, tank 2 Fuel level low warning
S913 (253) Reverse gear selected switch (Manual gearbox) If (A90) detects from the value of the incoming digitised total fuel amount signal that the fuel level is low, it sends
S928 (2011) Neutral gear selected switch (Manual gearbox) a warning via the J1587 databus, (A03LHS) pin LX13 and (A03RHS) pin RX7 to light the low fuel level LED at the
bottom right corner of the fuel gauge.
Reverse and neutral gear status signals
The engine starting circuit (see Schematic AA) needs to know that the gearbox is in neutral before engine starting
is permitted. Depending on the type of gearbox installed in the bus, this signal may arrive at (A93) pins 6 and 18
(which are connected together) from switch (S928) for manual gearboxes, or from the G8 EGS control unit (A904) or
from the ZF, Voith or Allison gear selectors (see Schematic OK, OL, OM or ON as appropriate).
Similarly the reverse gear selected signal is received at (A93) pins 5 and 17, from switch (S913) in the case of manual
gearboxes, from the EGS control unit (A904) or from the ZF Voith or Allison gear selectors (see Schematic OK, OL,
OM or ON as appropriate).
Road speed signals to the bus body
Normally transmitted to the body via the D-bus, in vehicles without this facility, 5 km/h and 20 km/h signals derived
either from the tachograph or road speed sender (B12) (see Schematic NB or ND as applicable) are made available
to the body connectors “BB4” pin 8 and “BB4” pin 10 respectively via the J1587 databus, the CECM-C (A90), the
C-bus and finally Chassis Module 3 (A93) pins 11 and 12 respectively.
35
36

AG Chassis Module 3 (A93): Fuel level, Gear selection status signalling diagram
37
38

AH Chassis Module 4 (A94): Body connections, Horn

 Fuses on front electrical centre card AH Circuit descriptions
Fuse Rating Circuit protected by fuse Horn
F3 5A “30” feed to Chassis Module 4 (A94) The coachbuilder connects the horn between body connector “BB2” pins 8 and 9. Fed from the “30” line via fuse
F11 7.5A “30” feed to body via “BB3”:11 F21(F), the horn (H101) is sounded by operation of the horn buttons (S14) in the steering wheel, which by means
F21 7.5A Horn of the horn ring slip ring connections (X09) ground “BB2” pin 9.
F40 7.5A “15” feed to body via “BB3”:12 Body connections
Fuses and relays on rear electrical centre card Most of the signals passing between the chassis and the body are handled via the CECM-C (A90) and the D-bus.
In vehicles without a D-bus, hard-wired signal connections are made via Chassis Module 4 (A94) as follows:
Fuse Rating Circuit protected by fuse
F2 7.5A Reversing lights on body via “BB7”:2 – a high digital output, signalling via (A94) pin 14 and “BB1” pin 1 that the low idle switch in the accelerator pedal
F7 7.5A Brake lights on body via “BB7”:1 is closed
– a low digital input, disabling engine starting via “BB1” pin 2 and (A94) pin 8
Relay Circuit
RL1 Body brake lights – a low digital input, signalling via pin “BB1” 5 and (A94) pin 17 that at least one of the luggage hatches is open
RL17 Body reversing lights – a low digital input, signalling via “BB1” pin 8 and (A94) pin 18 that the windscreen/headlight washer water level
is low
No. (Old no.) Component – a high digital output at “BB7” pin 1, derived from (A94) pin 30 energising RL1(R), to inform the body circuits that
A94 (CM4) Chassis Module 4 the brakes or retarder have been applied, to light the body brake lights
H101 (850) Diaphragm horn
S14 (149) Horn buttons on steering wheel – a high digital output at “BB7” pin 2, derived from (A94) pin 13 energising RL17(R), to inform the body circuits
X09 (223) Horn ring in steering wheel that reverse gear is engaged, to light the body reversing lights
– a high digital output, signalling via (A94) pin 12 and “BB1” pin 11 that the parking brake is engaged
– an analogue input at (A94) pin 1 from the NTC indoor temperature sensor via “BB2” pin 1, which has signal
ground from (A94) pin 22 via “BB2” pin 2
– an analogue input at (A94) pin 2 from the NTC outdoor temperature sensor via “BB2” pin 3, which has signal
ground from (A94) pin 23 via “BB2” pin 4
– a high digital input, signalling via “BB4” pin 9 and (A94) pin 3 that at least one of the entrance/exit doors is open
– a pulsewidth modulated output from (A94) pin 15 via “BB4” pin 11 representing the panel lamps dimmer output
level, known as ‘dimmer level 1’, for the panel lamps in the circuits installed by the coachbuilder
– a pulsewidth modulated output from (A94) pin 16 via “BB4” pin 12 representing the panel lamps dimmer output
level, known as ‘dimmer level 2’, for the panel lamps in the circuits installed by the coachbuilder
– a high digital input, signalling via “BB1” pin 3 and (A94) pin 7 that a body fire sensor has been triggered
– a “15” feed via F40(F) and “BB3” pin 12 to the body “+15” line
– a “30” feed via F11(F) and “BB3” pin 11 to the body “+30” line

Note: The indoor and outdoor temperature sensors, installed by the coachbuilder, should for best accuracy use
their respective ground connections at pins 22 and 23.
39
40

AH Chassis Module 4 (CM4): Body connections, Horn signalling diagram

41