ENG The Air and Brake Feed System

Service training
The Air and brake feed system

Trainer booklet
Service training

Participant booklet
Contents
Intoduction
Course content (overview) ......................................................................................................... 1
Course objectives ....................................................................................................................... 3
The feed system

Basic Principles .......................................................................................................................... 4
Measuring Pressure ................................................................................................................... 5
Brake system overview

Low-pressure system FM FH ............................................................................................... 6
System overview of High pressure system FM FH .............................................................. 8
The feed system and the control system .............................................................................. 9
High pressure system FL FE .............................................................................................. 10
Main Brake components on a common truck .......................................................................... 11
Air brake schematic and port numbering

Schematic FM FH Low pressure system 4x2 with leaf suspension and drum brakes ............ 12
Schematic FM FH High pressure system 4x2 with air suspension and drum brakes ............. 14
Schematic FH FM high pressure system with EBS ................................................................ 16
Schematic FL FE brake system (FE 4x2) ............................................................................... 18
Port numbering ......................................................................................................................... 20
Example 2, the load sensing valve .......................................................................................... 21
Example 3, Trailer brake valve, with port numbering ............................................................... 22
Compressors and air driers

Compressors and air driers ...................................................................................................... 23
Common used air driers ........................................................................................................... 25
Compressors, general .............................................................................................................. 26
FM FH compressor with Power reduction function (PR-function). ........................................... 27
FL FE compressor with Energy saving system (ESS-function) .............................................. 28
How the air drier E works ......................................................................................................... 30
Air drier-E Schematic ............................................................................................................... 32
APM for FL FE ......................................................................................................................... 33
APM Schematic ........................................................................................................................ 34
APM Animation ........................................................................................................................ 36
Cut in, cut out and regenerating

Cut in and cut out, and regenerating FM FH............................................................................ 37

Cut in and cut out, and regenerating FL FE ............................................................................. 39
How to check cut in and cut out with gauge............................................................................. 40
How to check cut in and cut out with oscilloscope ................................................................... 41
Principles for the valves in the feed system FM FH

Principles for the valves in the feed system FM FH ................................................................. 42
How valves works .................................................................................................................... 43
Non-return valve One way valve for FM FH............................................................................. 44
Safety valve for FM FH ............................................................................................................ 45
Overflow valve , for FH FM with air suspension ...................................................................... 46
Overflow valve , for FH FM with air suspension, with return flow ............................................ 47
Four Circuit protection valve 5-port (low pressure system) , for FM FH ................................. 48
Four circuit protection valve 7-port (high- pressure system) , for FM FH ............................... 49
Four-circuit safety valve , for FM FH, High pressure system (7-ports) .................................... 51
Previous four circuit protection valve, for FM FH ..................................................................... 52
Pressure limiting valve for FH FM ............................................................................................ 53
Diagnostics and service

Service reminder. FH FM ......................................................................................................... 54
Working procedure Diagnostics FM FH ................................................................................... 56
Possible faults at the air feed system for FM FH ..................................................................... 57
VCADS pro and AIDRY-E, FM FH ........................................................................................... 59
Diagnostics and service. FL FE ............................................................................................... 60
Diagnostics FL FE .................................................................................................................... 61
Air fittings
New air fittings for FM/FH ........................................................................................................ 62
Summary
Course summary ...................................................................................................................... 66
Course summary continuation ................................................................................................. 67
Intoduction > Course content (overview)
Course content (overview)

The air brake system in a truck is divided into three parts. The feed system, the control
system and the wheel brake system. The feed system, pressurizes and stores air
pressure. The control system distributes and controls the air that is applying the brakes. The
wheel brake system is doing the work and creating the braking friction at the wheels.
1 Compressor, with air intake from engine's air filter

2 Air drier
3 Regulator
4 Primary tank, with drain valve and test nipple
5 Four circuit protection valve
The feed system is besides the brake system used for other systems like the air suspension
system and other auxiliary systems as clutch, gearbox
and cab suspension.
This course mainly deals with the feed system in FM/FH trucks. However, FL/FE trucks are also
mentioned.
In the course we will go through the different components, circuits and schematic reading, port
numbering, theoretical and practical fault tracing, with the help of Volvo Special tools and service
information. Included in the course is also service and maintenance.
Over the past 15 years, the components in the feed system have been developed and refined.
During the last few years, additional development has resulted in a partly electronically controlled
feed system. This has opened for a great number of possibilities such as different discharging
T041 v.1.0.02_en Page 1

Key points
•The feed system
•The control system
•The wheel brake system
•Electronically controlled air feed system
•Working procedure
•Additional information
•Reference material
Trainer notes
Page 1 (trainer)
pressures for the compressor, different time intervals for the regeneration of the air drier, fault
tracing with the help of fault codes and more.
In modern trucks, even higher requirements are placed on reliability and accessibility, and this
requires, among other things, a complete understanding of how the truck's different systems
function. This training course, together with the service information and air schematics should
contribute to this understanding.
Notes
Page 2 T041 v.1.0.02_en

Trainer notes
Page 2 (trainer)
Intoduction > Course objectives
Course objectives
The air and brake feed system structure.
(the picture shows an FM/FH system)
A compressed air feed system principally consists of a compressor which supplies compressed
air to storage reservoirs via an air drier. The air drier has the task of cleaning the air from
moisture and humidity which could cause damage to the brake system if it entered into the
system. After the air drier, the air is divided into different circuits by the four-circuit protection
valve. From the four circuit protection valve the air is fed into different circuit tanks. This is where
the brake control system starts.
The brake control system

For safety reasons, the brake control system is divided into four different circuits. (6 circuits for
FL/FE). If one circuit experiences a pressure drop caused by e.g. a broken air pipe, the leakage
will be reduced and the other circuits will still remain in function. The four circuits are called, front
circuit, rear circuit, parking brake circuit and extra equipment circuit.
The wheel brake system

The wheel brake system is doing the braking and friction work at the wheels. It is always
pneumatic pressure that is used to get the mechanical work at the wheel brakes, independent of
what kind of brakes that are used, like disc brakes and drum brakes.
T041 v.1.0.02_en Page 3

Intoduction > Course objectives
Key points
•Components in the feed system
•Four circuits in the control system
•Different wheel brake system
Trainer notes
Page 3 (trainer)
The feed system > Basic Principles
Basic principles
What is pressure? A continous force on a surface/area means pressure.
Unit for pressure is Pascal.
1 Pascal = 1 Newton, which is a force of 1 kg applied over an area of 1 square meter (m2), 1
N/m2
The pressure in a truck with low pressure system is about 800,000 Pascal = 800 kPa = 8 bar
The pressure in a truck with high pressure system is about 1,200,000 Pascal which equals 1200
kPa which equals 1.2 MPa which equals 12 bar (approx).
Notes
Page 4 T041 v.1.0.02_en

The feed system > Basic Principles
Key points
•Force in Newton
•Area in square meter
•Pressure = F/A
•1Pa=1N/m2
Working procedure
Explain
Air pressure is a measure of the force applied to a given area. The unit of force is the Newton (N).
The unit for area is the square metre(m2). The unit used to measure air pressure is the Pascal.
One Pascal, abbreviated Pa, is a very small unit. 1 Pa is the same as 1 N applied to 1 square
metre. The pressure in the brake circuit of a truck is about 800 000 Pa. For the convenience, this
is written 800 kPa, where the k is the same as 1000. Another common unit of measurement is
the bar. 1 bar is the same as 100 kPa or about 15 psi (pound per square inc)
100 kPa = 1 bar, or approx. 15 psi
Trainer notes
Page 4 (trainer)
The feed system > Measuring Pressure
Measuring pressure.
There are many ways to measure the pressure in the truck. The pressure in the primary tank for
example can be meassured by a gauge, or you can check it in the display or you can check it by
VTT (Volvo Tech Tool).
Pa, MPa, kPa, bar
100 kPa = 1 bar

800 kPa = 8 bar
1 MPa = 10 bar
Exercise
• Some safety valves open at 13 bar, how much is this in kPa and MPa?
• The tolerance of a valve is ± 40 kPa, how much is this in bar?
Notes
T041 v.1.0.02_en Page 5

The feed system > Measuring Pressure
Key points
•Different ways to check pressure
•100 kPa=1 bar
Working procedure
Explain the diffrence of measuring the pressure with an analogue gauge compared to the VTT or
checking the primary tank pressure in the display. The pressure in the analogue gauge might not
measure with so many decimals but it is not always correct to show the decimals depending of
the calibration of the pressure sensor and the electronic circuit that has to interpret the signal.
And with VTT another electronic circuit has to talk to the electronic circuit in the truck and that is
actually three steps, the sensor, the first electronic circuit (the instrument) and the VTT (the last
electronic circuit).
Finally, you might also see values printed on safety valves, such as 1.3 MPa. “M” is the same as
a million (1,000,000), which means 1300 kPa or 13 bar or 195 psi.
Additional information
Answers:
• 1300 kPa = 1.3 MPa
• 40 kPa = 0.4 bar
Trainer notes
Page 5 (trainer)
The feed system > Brake system overview > Low-pressure system FM FH
Low-pressure system FM/FH

In vehicles which have lower airconsumption, e.g. without air suspension and with drum brakes,
the air capacity is adequate even at low air pressure. These vehicles use a lower pressure
system, approx. 8.5 bar (850 kPa), which is fed by the vehicle's compressor.
Compressors are often single cylinders, but two cylinder compressors exist. The compressor
feeds pressurised air to the air drier which removes moisture from the air.
From the air drier, the dehumidified air goes to the primary tank which stores the air. This can be
compared with a container where energy is stored in the form of pressurised air.
From the primary tank the air is led to the four-circuit protection valve, which divides the air into
four circuits. Front brake circuit, rear brake circuit, parking brake circuit/trailer brakes and extra
equipment.
1. Compressor
2. Air dryer with built in pressure regulator and non return valve
3. Primary tank
4. Quick release valve
5. Foot brake valve
6. Compressed air reservoir, front wheel circuit
7. Compressed air reservoir, rear wheel circuit
8. Compressed air reservoir, parking brake
9. Blocking valve
10. Hand control, parking brake
11. Four-circuit protection valve
12. Load sensing valve
Page 6 T041 v.1.0.02_en

Key points
•Low pressure system
•Without air suspension
•With drumbrakes
•8.5 bar, 850 kPa
•Single cylinder compressor
Working procedure
Give a short presentation of the picture.
From the brake circuit tanks the air is led to the foot brake valve. When the driver press the brake
pedal the foot brake valve will open and air is led to the front brake cylinders via the quick release
valve and also to the rear brake cylinders via the load sensing valve.
The brake cylinders are filled with pressurised air and the piston in the brake cylinder is pushed
out and mechanically affects the brake shoes so that these are pushed out against the brake
drum.
When the brakes are not in use and the feed system contains a pressure of approx. 8.5 bar,
there is no need for the compressor to deliver any air. The compressor discharges (unloads) i.e.
it will not pump any more pressurised air into the system.
A regulator discharges the compressor when the feed system reaches the discharge pressure
(cut out pressure). The regulator also controls when the compressor would start to charge after
the brakes have been used and pressure is lower, when the pressure is down to a specific value
(cut in).
If the regulator does not work the pressure is limited by pressure relief valves (safety valves)
which are placed at different components in the air system.
While the compressor is discharging, a small amount of air from the primary tank is used to flow
in the opposite direction through the air drier and out through the outlet and silencer. The dry air
from the primary tank takes the moisture which is collected in the desiccant and out through the
outlet of the air drier. This is called that the air drier is regenerated. Only a small amount of air is
slowly flowing the opposite direction through the air drier to regenerate it.
Trainer notes
Page 6 (trainer)
13. Two way valve

14. Relay valve for parking brake
15. Main brake cylinder
16. Solenoid valves ABS
17. Compressed air reservoir extra equipment
18. Trailer brake valve
Notes
T041 v.1.0.02_en Page 7

Trainer notes
Page 7 (trainer)
The feed system > Brake system overview > System overview of High pressure system FM FH
System overview of high pressure system FM/FH

In vehicles which have higher airconsumption, e.g. with air suspension or with disc brakes, the air
capacity is not adequate with an air pressure of 8.5 bar (850 kPa) in the feed system. Instead of
using more air containers to obtain a higher capacity, a higher pressure in the feed system is
used. These vehicles use a pressure of approx. 12 bar(1200 kPa) which is called high pressure
system. The compressor, which feeds the high pressure is a two cylinder compressor. As for low
pressure trucks the air pressure is fed to the air drier which removes moisture from the air.
Some components cannot stand the high pressure. From the high pressure feed system a lower
air pressure can be used for these components/ circuits like the parking brake circuit, trailer
brake circuit and extra equipment by using pressure limiting valves.
1. Compressor
2. Spring brake cylinder
3. Foot brake valve
4. Two way valve
5 Compressed air reservoir
6. Blocking valve
7. Pressure limiting valve
8. Relay valve
9. Parking brake control
10. Solenoid control valves, ABS
11. Air drier with built-in pressure regulator and non-return valve
12. Trailer modulator
13. Twin channel modulator
14. Four circuit protection valve
15. Single-channel modulator
Page 8 T041 v.1.0.02_en

The feed system > Brake system overview > System overview of High pressure system FM FH
Key points
•High pressure system
•With air suspension
•With disc brakes
•12 bar, 1250 kPa
•Two cylinder compressors
•Contains a low pressure circuit 8 bar
Working procedure
From the air drier the dehumidified air is going to the primary tank, which has the task to store air,
which can be compared with a container where energy is stored in form of pressurised air.
From the primary tank the air is led to the four-circuit protection valve, which divides the air into
four circuits. Front brake circuit, rear brake circuit, parking brake circuit/trailer brakes and extra
equipment. This four-circuit protection valve is however a little bit different from the one in the low
pressure system. It has seven ports instead of the low pressure system's five port valve.
From the air containers for the front and rear brake circuit, containing high pressure, approx. 12
bar, are two air outlets connected to two pressure limiting valves and then in return to two inlet
ports at the four circuit protection valve.
The air containers for the parking brake circuit and the extra equipment circuit contain low
pressure, approx. 8 bar.
For brake systems with EBS (Electronic brake system) (picture above). From the front and rear
circuit containers the air is led to so called modulators which can open and close air supply to the
brake cylinders. When the driver presses the brake pedal, electric signals are sent to a control
unit which then sends signals to the modulators which can open and close air pressure to the
brake cylinders. The brake cylinders are filled with air and the piston inside the cylinder will be
pushed out against a lever in the calliper. The brake calliper will then squeeze against the brake
pads and the disc.
When the brakes are not in use and the feed system contains a pressure of approx. 12 bar, there
is not no need for the compressor to deliver any air. The compressor discharges (unloads) i.e. it
will not pump any more pressurised air into the system.
A regulator (inside the air drier) discharge the compressor when the feed system reaches the
discharge pressure (cut out pressure). The regulator also puts the compressor at charge after the
brakes have been used and pressure is lower, when the pressure is down to charge pressure
(cut in).
If the regulator does not work the pressure is limited by pressure relief valves (safety valves)
which are placed at different components in the air system.
While the compressor is discharging, a small amount of air from the primary tank is used to flow
in the opposite direction through the air drier and out through the outlet and silencer. The dry air
from the primary tank is taken the moisture which is collected in the desiccant and out through
the outlet of the air drier. This is called that the air drier is regenerated. Only a small amount of air
is slowly flowing the opposite direction through the air drier to regenerate it.
Page 8 (trainer)
The feed system > Brake system overview > The feed system and the control system
The feed system and the control system

Pressure built up
The air system is empty of air and the engine is started. The compressor starts to load air
pressure to the air drier, which starts to dehumidify the air and the air pressure continues to the
primary tank. From the primary tank the air is led to the four circuit protection valve and out to the
four circuits.
From the four circuit protection valve the air is first distributed to the front and rear brake circuit,
one of these circuits is filled up quicker than the other due to tolerances in the overflow valves.
Then the parking brake circuit and extra equipment circuit are filled up.
In this example the rear air circuit overflow valve opens as the last valve, and the tank for the
rear circuit is filled up with the remaining air pressure (it has been filled but not as fast as for the
front circuit). When all tanks are filled the compressor can discharge. The feed system is filled.
_
Applying brakes
When the driver presses down the footbrake pedal, pneumatic signals are sent to different
valves, in this case to modulators (EBS). The modulators, one for the front and one for the rear,
open and let air pressure go to the brake cylinders. The piston in the brake cylinder will be
pushed out and press a lever in the brake callipers so that the callipers squeeze the brake pads
at the brake disc. The control system starts from the footbrake valve and ends at the brake
cylinder.
The mechanical brake consists of the calliper, pads and the disc brake
T041 v.1.0.02_en Page 9

The feed system > Brake system overview > The feed system and the control system
Key points
•Pressure built up
•The feed system
•The control system
•The mechanical brakes
Working procedure
Explain the picture
And also:
There are two pressure limiting valves that limit the air pressure to 8 bar (800 kPa) to the parking
and extra equipment circuit.
When the air pressure is correct in the primary tank a pressure signal is sent from the air drier to
the compressor, and the compressor stops pumping air (at least minimizes the air flow), and this
is called discharging. When the compressor discharges a small amount of air is led back from the
primary tank, back the opposite way through the air drier and out through the outlet at the bottom
of the air drier to take away all humidity, and this is called regeneration.
The control system is from the footbrake valve and all the way to the brake cylinders
The mechanical brake is the calliper, the pads and the disc brake.
Trainer notes
Page 9 (trainer)
The feed system > Brake system overview > High pressure system FL FE
High pressure system FL/FE

At FL and FE a high pressure system is used. There are however big differences between FL/FE
and FM/FH. At the FL/FE the compressor is pumping air to the air drier, up to 12 bar (1200 kPa).
The air drier is not only air, it also contains a number of valves. The air drier is called APM. APM,
Air Product Manager is a component which dehumifies and controls the air flow to the different
circuits in the air pressure system. The APM is controlled by its own control unit which supervises
the pressure in the different circuits. The APM replaces the following components in the FM/FH
air pressure system. Air drier, four circuit protection valve, regulator, overflow valves, pressure
limiting valves, safety valves, pressure sensor, and blocking valve for the parking brake.
1. Compressor
2. Air drier
3. Footbrake valve
4. Air pressure tank, front brake circuit
5. Air pressure tank, rear brake circuit
6. Parking brake valve
7. EBS modulator (single) front
8. EBS modulator (double) rear
10. Spring brake cylinder
11. Solenoid control valve ABS
12. Relay valve parking brake
Page 10 T041 v.1.0.02_en

The feed system > Brake system overview > High pressure system FL FE
Key points
•FL/FE High pressure system
•With disc brakes
•12 bar, 1250 kPa
•Two cylinder compressors
Working procedure
By gathering all these components in one unit, the APM, and also using a control unit to control
some functionalities we will obtain the following advantages.
• Less connectors and therefore less risk for leakage
• The amount of components on the vehicle will be less which will give a weight saving
• One control unit which controls and governs the system, and when faults occur a fault code will
be set.
• Better regulation of the compressor, the control unit will regulate when the compressor should
charge and discharge.
• Better regulation of the air drier, the control unit will regulate (when) how long the air drier
should be regenerated.
• Less amount of air tanks, better distribution of dried air.
• From the air drier the air goes out directly to the different circuits. No primary tank exist.
• Front and rear air circuit tanks always exist. Sometimes there are two front and two rear air
tanks when the vehicle is equipped with bogie and trailer brake valve.
• Air suspension tanks are used on some vehicles, depending on the amount of bellows.
• It is the APM that sends a signal to the compressor when it should discharge.
Trainer notes
Page 10 (trainer)
The feed system > Main Brake components on a common truck
Main Brake components on a common truck (FL truck)

1. Compressor
2. Air drier
3. Foot brake valve
4. Front circuit brake tank
5. Rear circuit brake tank
6. Parking brake valve
7. Brake cylinders
8. ABS-valves
9. Front modulator
10. Rear modulator
12. Relay valve parking brake
13. Extra air tanks
Notes
T041 v.1.0.02_en Page 11

The feed system > Main Brake components on a common truck
Key points
•Components on a truck
Working procedure
Let the participants go out to the specific truck that you have on your training and let them try to
find the above components. Then after 10-15 minutes help them to find the different components.
Trainer notes
Page 11 (trainer)
Air brake schematic and port numbering > Schematic FM FH Low pressure system 4x2 with leaf
suspension and drum brakes
10
Brake schematics are found in Impact under function group 56, design and function. The
schematics differ between different models. Some are in colour and some in black and white
only.
Schematic FM/FH low pressure system 4x2 with leaf suspension and
drum brakes
Colour key for schematic
Front wheel circuit (red)
Rear wheel circuit (blue)
Parking circuit (green)
Compressor part, primary tank part (brown)
Barometric pressure (yellow)
Position text or the diagrams

1 Compressor
1a Safety valve (18 bar) for compressor
2a Air dryer with built in pressure regulator and non return valve
2b Dry tank
3 The compressors intake air via the engine's air filter
5 Quick release valve
5b Pilot valve
5d Relay valve
6 Single diaphragm cylinder
7 Air pressure gauge
8 Low pressure indicator, front and rear wheels circuit container
8a Low pressure indicator, parking brake
Page 12 T041 v.1.0.02_en

Key points
•FH/FM Low pressure system
•Leaf suspension
•Drumbrakes
•Low air consumption
•5 port four circuit protection valve
Working procedure
It is not necessary to go through all schematics in this module. It might be suitable to show the
most common at the market. We have chosen to only show the four most common schematics
for different models. It might be suitable to let the participants themselves find the schematic in
Impact. Give the participants 15 minutes to find out the flow of the air. Then ask them if there is
someone who wants to try to describe the flow of the air with the start from the compressor, when
the truck is drained from air pressure. After the run-through of the air schematic, some practical
work is advisable. Let the participants write down the numbers from the following list on small
post-it notes. Let them go out to the truck and put the post-it note on the correct component. Give
them about 10 minutes. Next, go through all the components and discuss with the participants
how they can identify which air container belongs to which air circuit.
1 Blocking valve
2 Pressure limiting valve
3 Overflow valve
4 Safety valve
5 Relay valve
6 Test nipple
7 Primary tank
8 Front brake circuit tank
9 Rear brake circuit tank
10 Parking brake circuit tank
11 Air suspension tank
12 Trailer feed tank
13 Four-circuit protection valve
14 Pressure sensor for pressure in primary tank
15 Air drier
16 Compressor
17 Foot brake valve
Trainer notes
Page 12 (trainer)
8f Low pressure indicator, AT-regulator

9a Brake light contact
9b Brake light contact
9c Brake light contact
10 Foot brake valve P=primary circuit S=secondary circuit
11 Compressed air reservoir, front wheel circuit
12 Compressed air reservoir, rear wheel circuit
13 Compressed air reservoir, parking brake
14 Compressed air reservoir, primary tank
15 Non-return valve, parking brake
17 Blocking valve
19 Hand control, parking brake
21 Safety valve 10 bar
23 Test nipple
25 Distributor nipple
25a Filter
26 Drain valve for reservoir 11,12,13,14
29 Load sensing valve
29a Load sensing valve, controlled by bellows pressure
29b Load sensing valve, controlled by bellows pressure
30 Two-way valve
31 Relay valve for parking brake
33 Main brake cylinder
34 Relay valve main brake
36 Solenoid valves ABS
P1 Inlet to four-way protection valve
P21 Port to front circuit
P22 Port to rear circuit
P23 Port to parking brake circuit
P24 Port to extra equipment
For vehicles equipped with trailer brake the following is added
A Control valve, trailer brake
B Control lines, trailer brake
C Supply lines, trailer brake
D Manual control, trailer brake, marked with line, which is only available in certain countries
SU Supply (trailer)
CO Control (trailer)
EM Emergency (trailer)
SEE Service (trailer)
The following electrical components are drawn in the brake diagrams

200 Low pressure indicator
Notes
T041 v.1.0.02_en Page 13

Trainer notes
Page 13 (trainer)
Air brake schematic and port numbering > Schematic FM FH High pressure system 4x2 with air
11
Schematic FM/FH high pressure system 4x2 with air suspension and
drum brakes
Front wheel circuit - thick RED, 12 bar (dashed red line, 8.5 bar)
Rear wheel circuit - thick BLUE, 12 bar (dashed blue line, 8.5 bar)
Parking brake and trailer supply circuits - GREEN, 8.5 bar
Compressor to primary tank - thick BROWN, 12 bar
Position text for the diagrams

1 Compressor
1a Safety valve (18 bar) for compressor
2a Air dryer with built in pressure regulator and non return valve
3 The compressors intake air via the engine's air filter
5 Quick release valve
5b Pilot valve
6 Single diaphragm cylinder
7 Air pressure gauge
8 Low pressure indicator, front and rear wheel brake circuits.
8a Low pressure indicator, parking brake
10 Foot brake valve P=primary circuit S=secondary circuit
11 Compressed air reservoir, front wheel circuit 12 bar
12 Compressed air reservoir, rear wheel circuit 12 bar
Page 14 T041 v.1.0.02_en

Key points
•FH/FM high pressure system
•Air suspension
•Drumbrakes
•Higher air consumption
•7 port four circuit protection valve
Working procedure
the truck is drained from air pressure.
Trainer notes
Page 14 (trainer)
13 Compressed air reservoir, parking brake

14 Compressed air reservoir, primary tank 12 bar
15 Non-return valve, parking brake
17 Blocking valve
19 Hand control, parking brake
23 Test nipple
25 Distributor nipple
25a Filter
26 Drain valve for reservoir 11,12,13,14
29a Load sensing valve, controlled by bellows pressure
30 Two way valve
31 Relay valve for parking brake
33 Brake cylinder (service and parking brake)
36 Solenoid valves ABS
51 Pressure limiting valve 7.5 - 7.7 bar
52a Overflow valve 6.7 - 7.0 bar (air suspension)
56 Air bellows
P1 Inlet to four-way protection valve
P11 Port from front brake circuit (8.5 bar)
P12 Port from rear brake circuit (8.5 bar)
P21 Port to front circuit reservoir (12 bar)
P22 Port to rear brake reservoir (12 bar)
P23 Port to parking brake circuit
P24 Port to extra equipment
For vehicles equipped with trailer brake the following is added
A Control valve, trailer brake
B Control lines, trailer brake
C Supply lines, trailer brake
SU Supply (trailer)
CO Control (trailer)
EM Emergency (trailer)
SEE Service (trailer)
The following electrical components are drawn in the brake diagrams

Notes
T041 v.1.0.02_en Page 15

Trainer notes
Page 15 (trainer)
Air brake schematic and port numbering > Schematic FH FM high pressure system with EBS
12
Schematic FM/FH high pressure system with EBS

Text key for brake circuit diagram
1 Compressor
2 Spring brake cylinder
3 Brake cylinder
4
5 Foot brake valve
6
7 Double check valve
8 Non-return valve
9 Pressure gauge
11 Compressed air reservoir
12
13 Draining valve
14
15 Blocking valve
16
17 Pressure limiting valve
18 Overflow valve
19 Safety valve
20 Relay valve
21
22
23 Socket for extra equipment
24
Page 16 T041 v.1.0.02_en

Key points
•FM/FH high pressure system with EBS
•Disc brakes
•Modulator front
•Modulator rear
Working procedure
These schematics are not coloured in Impact.
Trainer notes
Page 16 (trainer)
25 Test nipple
26 Parking brake control
27 Stop lamp contact
35 Solenoid control valves, ABS
41 Air drier with built-in pressure regulator and non-return valve
44 Trailer modulator
46 Twin channel modulator
47 Control unit
48 Wheel speed sensor
49 Sensor, brake lining wear
58 Single-channel modulator
59 Air bellows
P1 Inlet to four-circuit protection valve
P11 Port for front circuit 8.5 bar
P12 Port for rear circuit 8.5 bar
P21 Port for front circuit 12 bar
P22 Port for rear circuit 12 bar
P23 Port for parking brake
P24 Port for extra equipment
SAE J1939 Control link
SAE J1708 Information link
ISO 11992 Trailer link
Supply Trailer contact
Control Trailer contact
Notes
T041 v.1.0.02_en Page 17

Trainer notes
Page 17 (trainer)
Air brake schematic and port numbering > Schematic FL FE brake system (FE 4x2)
13
Schematic FL/FE brake system (FE 4x2)

Front brake circuit (Yellow )
Rear brake circuit (Blue)
Trailer brake circuit (Red)
Parking brake circuit (Green)
Clutch and gear box (Brown)
Extra equipment (Brown)
Air suspension system (Brown)
Text key for brake circuit diagram

A Data link SAE J1587/J1708
B EBS control unit
C Compressor
D Air drier
1 Supply line
4 Control line, compressor
6 Air pressure information parking brake circuit
21 Front brake circuit
22 Rear brake circuit
23 Trailer brake circuit
23.1 Parking brake circuit
24 Port for gearbox and clutch
25 Port for air suspension
26 Extra equipment
E Footbrake valve
Page 18 T041 v.1.0.02_en

Key points
•4 x 2 FE
•No primary tank
•7 circuits from the air drier (APM)
•Different symbols than FM/FH
•Disc brakes
•Modulators for front & rear
Working procedure
These schematics are not coloured in Impact.
Unfortunately FL/FE is not following the Volvo standard for port numbering.
Trainer notes
Page 18 (trainer)
11 Supply line for front brake circuit

12 Supply line for rear brake circuit
21 Control line for front brake circuit
22 Control line for rear brake circuit
F Air pressure tank, front brake circuit
G Air pressure tank, rear brake circuit
H Quick-release valve
1 Supply line
2 Exhaust
I Parking brake valve
1 Supply line
21 Control line, parking brake
22 Control line, trailer brake
J Single relay valve
1 Supply line
4 Control line
2 Exhaust line
K EBS modulator (single) front
1 Supply line
4 Control line
21/22 Exhaust
L EBS modulator (double) rear
1 Supply line
4 Control line
21/22 Exhaust
M EBS modulator, trailer
11 Supply line
21 Supply line to trailer, red connection.
22 Control line to trailer, yellow connection
42 Control line, service brake
43 Control line, parking brake
N Spring brake cylinder
11 Service brake chamber
12 Parking brake chamber
P Brake cylinder
T Pilot valve (back up)
1 Supply line
2 Exhaust
U Solenoid control valve
V Hand control, trailer
X Trailer unions
Y EBS modulator single
Notes
T041 v.1.0.02_en Page 19

Trainer notes
Page 19 (trainer)
Air brake schematic and port numbering > Port numbering
14
Port numbering
All pneumatic valves are numbered at the connections (ports). These numbers are not chosen by
coincidence, but the standard used by Volvo follows. All ports at valves in the pneumatic system
are marked with a port number. To understand the way of thinking behind the port numbering we
will show some examples.
Example 1, air drier (air drier E)

From the compressor the air flows into the air drier at port number 1.
Port no. 1, feed to component.
From the air drier the air flows further out to the primary tank via port 2.
Port no. 2, feed from component. The port number can be 21, but the 1 after the first digit only
informs about the priority classification.
In the bottom of the air drier there is an evacuation, port 3.

Port no. 3, evacuation.
From the air drier there is a pressure signal to the compressor when it is time to discharge (cut
out) the system, port 4.
Port no. 4, signal to a component.
Page 20 T041 v.1.0.02_en

Air brake schematic and port numbering > Port numbering
Key points
•1 Feed to a component
•2 Feed from a component
•3 Evacuation
•4 Signal port
Working procedure
We have now learnt the four basics in port numbering
• Air to/feeding air, port number 1

• Air out from a component, port number 2
• Signal to a component, port number 4
• Evacuation of air from a component, port number 3
Unfortunately this standard is not followed to 100%. At FL/FE this standard is not followed out.
Trainer notes
Page 20 (trainer)
Air brake schematic and port numbering > Example 2, the load sensing valve
15
Example 2, the load sensing valve.

From the rear circuits air tank there is feed pressure out to the footbrake valve and also to the
load sensing valve. The port numbering at these ports is number 1, i.e. feed air pressure from air
pressure tank.
From the foot brake valve there is one signal to the load sensing valve when the driver presses
the brake. Port number at the foot brake valve is number 2 outlet to other different component.
The port number at the load sensing valve where the signal from the footbrake valve goes into
number 4 signal in to component.
When the driver releases the brake pedal the air pressure is evacuated in the load sensing valve
in the bottom, port 3 evacuation
Exercise
• What number, at the load sensing valve, has the port which goes to the brake cylinders?
• What number, at the footbrake valve, has the port which is located at the bottom (outlet)?
• On a vehicle with air suspension there are two air signals from the air suspension that is
connected to the load sensing valve. What port numbers would be the correct number for these
two ports?
T041 v.1.0.02_en Page 21

Air brake schematic and port numbering > Example 2, the load sensing valve
Key points
•Load sensing valve
•Question: port number to brake cylinder
•Question: port number evacuation at footbrake valve
•Question: port number at load sensing valve, signal from air
bellow
Working procedure
We have now learnt the four basics in port numbering
• Air to/feeding air, port number 1

• Signal air/out to a different component, port number 2
• Signal to a component, port number 4
• Evacuation of air from a component, port number 3
Some ports have one number which consists of two digits. The first digit means the function, i.e.
the same as earlier mentioned 1-4
The second digit is a priority classification. For example 11, 12 and 21, 22 on the foot brake
valve.
The signals from the air suspension to the load sensing valve are connected to port 41 and 42
and there is no particular priority classification between these but to be able to separate them
from each other, they have different numbers. Ports that have the same number on the same
valves are actually connected to each other. E.g. the footbrake valve, 11 and 11.
Answers:
•2
•3
• 41, 42
Trainer notes
Page 21 (trainer)
Air brake schematic and port numbering > Example 3, Trailer brake valve, with port numbering
16
Example 3, trailer brake valve, with port numbering.
The trailer brake valve at a truck with drum brakes has even connecting ports.
• One connection coming from the parking brake tank
• One connection coming from the load sensing valve (from the rear brake circuit)
• One connection coming from the quick release valve (from the front brake circuit)
• One connection coming from the parking brake valve (handbrake)
• One connection which goes to the trailer feeding line
• One connection which goes to the trailer control line
• One port for evacuation
Exercice
• Try to put the correct number at above connections. You have the following numbers to choose
among: 11, 21/(12), 22, 41, 42, 43, 3
Notes
Page 22 T041 v.1.0.02_en

Air brake schematic and port numbering > Example 3, Trailer brake valve, with port numbering
Key points
•Trailer brake valve
•7 ports
•2 port number goes to the trailer
•Feed line
•Control line
Working procedure
If you have a truck with trailer brake valve let the participants try to find out the port numbering by
looking at this truck, otherwise let them try to figure it out anyway. After 10 minutes go through
the port numbering.
The numbering is:

• One connection coming from the parking brake tank port 11
• One connection coming from the load sensing valve port 41
• One connection coming from the quick release valve (from the front brake circuit) port 42
• One connection coming from the parking brake valve port 43
• One connection which goes to the trailers feeding line port 21/12.
• One connection which goes to the trailer control line port 22
• One port for evacuation port 3
Explain the different numbers/ports.
Trainer notes
Page 22 (trainer)
Compressors and air driers > Compressors and air driers
17
The compressors that Volvo uses are one cylinder or two cylinder compressors. Depending of the
air consumption of the truck, usually truck which have higher consumption have two cylinder
compressors.
Commonly used compressors for Volvo trucks, from upper left corner
• 1Comp400, is an older compressor from Knorr. It was used in production from 1995-2001
• 2Comp850 is an older compressor from Knorr. It was used in production from 1995-2001
• 1Comp530 is a compressor which is currently used in production and it is from Wabco. It was
introduced in production 2001
• 2Comp900 is a compressor which is currently used in production and it is from Wabco. It was
• 2Com1080 is compressor which is currently used in production and it is from Wabco. It was
• 1Comp720 is compressor which is currently used at FL/FE trucks. It is from Knorr. It was
introduced in production 2006. (it has two cylinders)
• Not in picture, 1Comp225 is a compressor which has been introduced in production for FL/FE
since late 2007 (it has one cylinder)
T041 v.1.0.02_en Page 23

Key points
•1Comp400, older
•2Comp850, older
•1Comp530, in production
•1Comp720, two cylinder, in production
Wabco uses the name of power-reduction for their compressors when the compressor discharges
and Knorr uses the name Energy Saving System for their compressors. The valves inside the
compressors have been modified during the years but the names remain.
From upper left corner:
1Comp400, is an older compressor from Knorr. It was used in production from 1995-2001. It has
one cylinder, the capacity of air is 350 dm³/min at a compressor speed of 2000 rpm and at a
counter pressure of 800 kPa (8 bar). Earlier versions had a system called Energy Saving System
(ESS) which was activated during discharging and prevented the compressor from pumping air.
At later produced trucks the ESS was not used and the compressor was continuously pumping
air to the air drier but the air was lead out through the air driers evacuation during discharging.
2Comp850 is an older compressor from Knorr. It was used in production from 1995-2001 It has
two cylinders, the capacity of air is 700 dm³/min at a compressor speed of 2000 rpm and at a
counter pressure of 800 kPa (8bar). Earlier versions had a system called Energy Saving System
(ESS) which was activated during discharging and prevented the compressor from pumping air.
At later produced trucks the ESS was not used and the compressor was continuously pumping
air to the air drier but the air was lead out through the air driers evacuation during discharging.
1Comp530 is a compressor which is currently used in production and it is from Wabco. It was
introduced in production 2001. It has one cylinder and the air capacity at a back pressure of 800
kPa (8 bar) and compressor speed of 2000 rpm is 440 dm³/min. It has a system called Power
Reduction function, which activates during discharging and prevents the compressor from
pumping air (PR-function).
introduced in production 2004. It has two cylinders and the air capacity at a back pressure of 800
kPa (8 bar) and engine speed of 1525 rpm is 725 dm³/min. It has a system called Power
Reduction function, which activates during discharging and prevents the compressor from
pumping air (PR-function).
introduced in production 2001. The capacity of air is 800 dm³/min at a compressor speed of 2000
rpm and at a counter pressure of 800 kPa (8 bar). It has a system called Power reduction
function (PR-function), which activates during discharging and prevents the compressor from
pumping air.
1Comp720 is a compressor which is currently used at FL/FE trucks. It is from Knorr. It was
introduced in production 2006. It has two cylinders (even though the name says 1comp720) and
the air capacity is 920 dm³/min at a back pressure of 1200 kPa (12 bar) and compressor speed
of 2500 rpm. It has a system called ESS, Energy Saving System, which activates during
discharging and prevents the compressor from pumping air.
Page 23 (trainer)
Notes
Page 24 T041 v.1.0.02_en

Trainer notes
Page 24 (trainer)
Compressors and air driers > Common used air driers
18
Commonly used air driers

The task of the air drier is to clean and dry the compressed air which the compressor generates
and delivers. The compressed air contains water, oil and other impurities which need to be
separated from the air before it reaches the pneumatic system.
From upper left corner

1 - Twin tower Wabco. This air drier was used in production between 1992-1998
2 - Single tower Knorr. This air drier was used in production between 1996-2004 (AIRDRY1)
3 - Single tower Wabco. This air drier was used in production between 1998-2004 (AIRDRY1)
4 - Single tower Haldex. This air drier was used in production between 1998-2004 (AIRDRY)
5 - Electronically controlled air drier. Since 2004 an electronically controlled air drier has been
used in production for FM/FH (AIRDRY-E ).
6 - APM, Air Product Manager. Since 2006 has this electronically controlled air drier been used in
production for FL/FE. (APM)
Notes
T041 v.1.0.02_en Page 25

Compressors and air driers > Common used air driers
Key points
•Twin tower Wabco, older
•Single tower Knorr, older
•Single tower Wabco, older
•Single tower Haldex, older
•Electronically controlle air drier, Air drier-E , in production
•APM, Air product manager, in production
Between the parentheses is the abbreviation used in the service information, Impact.
AIRDRY-E and the APM are electronically controlled. The earlier air driers are all mechanically
controled, i.e. mechanical valves and springs open and close different inlets and outlets. There
will be deeper explanations about AIRDRY-E and the APM in this course.
The most common fault caused by a faulty air dryer is slow air build up and water in the air
system. If you encounter an air dryer that is COMPLETELY blocked then this will obviously
create NO air build up and will cause the safety valve in the compressor charge pipe to blow off.
Checking the function of the air dryer

Single tower (Haldex, Knorr and Wabco)
These air dryers should not have any leaks from their exhaust ports when the compressor is
charging the system.
Also note that they have an in-built regulator (mechanical) (governor).
After the air drier unloads, it can take up to 30 seconds for the regeneration tank to discharge
through the air drier exhaust. If this leak continues for too long, it indicates a fault in the non
return valve.
Twin tower ( Wabco) (this is only included because of its unique constant leak)
This air dryer will leak a small amount of air during its charging phase. This is because one tower
is charging as the other is regenerating. If you are in any doubt as to how much air is leaking
from the exhaust then you can check with special tool 999 8050.
This air dryer has a external mounted regulator.
Air drier E
This air drier should not have any leakage from its exhaust port when the compressor is charging
the system. The regulator consists of solenoid valves inside the air drier housing. These solenoid
valves are controlled by the truck vehicle control unit (vecu) together with a pressure sensor.
APM
This air drier should not have any leakage from its exhaust port when the compressor is charging
the system. The regulator consists of solenoid valves inside the air drier housing and these are
controlled by a control unit inside the APM together with pressure sensors, which also are
located inside the APM.
Trainer notes
Page 25 (trainer)
Compressors and air driers > Compressors, general
19
Compressors, general
This is a common two-cylinder piston compressor which is directly driven from the engine’s timing
gear wheels. The compressor works on a suction-discharge principle due to the up and down
travel of the pistons caused by the rotating crankshaft. The compressor is cooled via lines from
the engine cooling system and is pressure-lubricated from the engine lubricating system.
Connections
1 Air from air filter
2 Compressed air to the pneumatic system
3 Cylinder head
4 Intermediate plate
5 Inlet valves
6 Outlet valve
91 Coolant in, from the engine’s cooling system
92 Coolant return to cooling system
a Lubricant connection
b PR-valves
Notes
Page 26 T041 v.1.0.02_en

Compressors and air driers > Compressors, general
Key points
•Driven from engine’s timing gears
•Liquid cooled compressor cylinder head
•Cooled by engine’s cooling system
•Lubricated by engine’s lubrication system
Working procedure
Explain the principle of how a compressor works, show which ports are connected to oil, cooling
and air inlet/outlet. This is a common two-cylinder piston compressor (from Wabco). The
compressor has a cylinder head and under the cylinder head is an intermediate plate, which is
mounted on the cylinder block. The inlet valves are located directly under the intermediate plate
and they consist of one disc for each cylinder.
The outlet valves are also in the shape of a spring disc blade 5 and they are mounted on the
upper side of the intermediate plate.
a The return oil is drained back to the engine through a duct to the engine’s timing gears.
The compressor’s cylinder head is liquid cooled and is connected to the engine’s cooling system.
Connection 91 is inlet and connection 92 is return. The coolant is led directly from the inlet in the
compressor’s cylinder head to the coolant ducts in the intermediate section, and after that via the
return connection to the engine’s cooling system. Through connection 1 air is taken in, and
through connection 2 the compressed air comes out.
Trainer notes
Page 26 (trainer)
Compressors and air driers > FM FH compressor with Power reduction function (PR-function).
20
FM/FH compressor with power reduction function (PR-function)

Induction
When the piston moves downwards a vacuum is created in the cylinder causing the inlet valve to
lift off its seat. Air via the compressor air filter (or engine air filter) is drawn into the cylinder via
port 0.
Compression
When the piston moves up the bore, the pressure increase closes the inlet valve and lifts the
outlet valve off its seat. Pressure is delivered to the air system via port 2. The outlet valve is
constructed from heavy gauge spring steel which enables a high delivery pressure to be created.
_
Discharging (power reduction function)

The PR-function is a relief function for the compressor. The PR-function is a system used by
Wabco. When full system pressure has been reached, a signal is transmitted from the air dryer to
a reed valve in the cylinder head of the compressor.
Charging the air system stops. However, a small air flow continues through the vent/silencer of
the air dryer.
When the pressure regulator in the air dryer senses a pressure-drop of approximately 100 kPa,
the signal line between the air dryer and compressor is drained. The compressor reed valve
closes, and the compressor starts charging air again.
T041 v.1.0.02_en Page 27

Compressors and air driers > FM FH compressor with Power reduction function (PR-function).
Key points
•Key points
•Induction
•Compression
•Discharging (power reduction function)
Working procedure
Let the participants dismount a cylinder head from a compressor and explain how the inlet/outlet
valves and the unloading works. Time 20 minutes.
Trainer notes
Page 27 (trainer)
Compressors and air driers > FL FE compressor with Energy saving system (ESS-function)
21
FL/FE compressor with energy saving system (ESS-function)

ESS stands for Energy Saving System used by Knorr company. It is a function for discharging the
compressor. The function of the system can be divided into a working mode and an unloading
mode.
1 - ESS valves
2 - Air channel
3 - Signal from the air drier
4 - Exhaust
5 - Inlet
6 - Piston
Working mode
As the pistons move, they alternately deliver compressed air. As one of the pistons descends it
creates a vacuum which opens the inlet blade valve and fills the cylinder chamber with air. At the
same time the other piston rises to create an overpressure which opens the exhaust blade valve
and releases the compressed air into the compressed air system. The four blade valves (there is
an inlet valve and an exhaust valve for each cylinder) only allow air to travel in one direction and
thereby prevent leakage between the inlet and exhaust.
_
Discharging mode
When the pressure in the system has reached the desired level, the air drier sends a compressed
air signal to the compressor which opens the ESS function valves, thereby opening an air
channel between the two cylinders. When the pistons then move, the air is pushed between the
two cylinders and the compressor working resistance is minimised. However, not all the
Page 28 T041 v.1.0.02_en

Key points
•FL/FE compressor
•Working mode
•ESS-Energy Saving System, from Knorr
Trainer notes
Page 28 (trainer)
resistance is removed, a certain amount of air is compressed, but this is vented through the air
drier exhaust. The result is that a compressor with ESS takes very little power in its unloading
mode.
Notes
T041 v.1.0.02_en Page 29

Trainer notes
Page 29 (trainer)
Compressors and air driers > How the air drier E works
22
How the air drier E works (AIRDRY-E)

Charging
Feed air from the compressor flows into the air drier via connection P1. The air is led into the
desiccant cartridge and passes through the inlet filter, which is an aluminium filter, which
efficiently filters off droplets and particles. The desiccant cartridge is divided into several sections
with different desiccants in order to increase the drying efficiency. When the air passes through
the desiccant, oil and water molecules are efficiently captured. The coarser granulate is adapted
to capture any remaining oil molecules, to capture any water droplets which may be present. The
finer granulate effectively removes the remaining water molecules. When the air leaves the
desiccant cassette it passes through the outlet filter, the non-return valve and out into the system
via connection P21. During the charging phase there should be no leakage of air through the air
drier’s silencer.
_
Air drier, discharge function

The vehicle control unit receives information from a pressure sensor, connected with the primary
tank, when full or maximum pressure, (approx 12 bar at speed up to 30 km/h and approx 10.6
bar at speed over 30 km/h) a signal is sent from the VECU to the air drier to discharge the
compressor and start the regeneration. When the air drier receives the signal a solenoid (G) will
open. A pneumatic signal is sent from the air drier to the compressor which discharges. The
compressor discharges as long as the primary tank pressure is over approx 9.5 bar.
_
The air drier regenerates (is dehumidified)

The regenerating starts after the air drier has discharged. Another solenoid valve (F) will open
Page 30 T041 v.1.0.02_en

Key points
•Charging
•Dischargning
•Regeneration
•Working procedure
Working procedure
Explain:
The task of the air drier is to clean and dry the compressed air which the compressor generates
and
delivers. The compressed air contains water, oil and other impurities which need to be separated
from
the air before it reaches the pneumatic system.
When air is compressed, the air temperature rises. This means that the water and the oil in the
compressed air will leave the compressor in the form of vapour. By lowering the air temperature,
the
vapour condenses to liquid. Lowering of the air temperature and condensation take place in the
cooling
coil between the compressor and the air drier.
In order to obtain the best drying qualities the cooling coil must be constructed so that the
temperature
of the incoming air is not lower than +5°C and not higher than +65°C. If the temperature is lower
than
+5°C there is the risk of ice forming between the compressor and the air drier. If the temperature
is
higher than +65°C the air contains more water and oil vapour, which has a negative effect on the
quality
of the outgoing air. If the temperature of the incoming air is too high, the life of the desiccant is
shortened
and it can also damage the interior of the air drier.
Condensation is collected in the air drier ahead of the desiccant and is drained out from the air
drier
during discharge. The remaining water and oil is adsorbed* by the desiccant. During discharge,
regeneration
(desorption**) occurs, which cleans impurities from the desiccant. A certain amount of oil will be
visible on the air drier’s silencer. This is completely normal and no action needs to be taken.
Read design and function in Impact. See model FH, Function gr 561, Description Design and
function
Page 30 (trainer)
and dry air will go through a thin canal from the primary tank and back into the desiccant cartridge
but it will flow in the opposite direction. The dry air will take up all humidity from the absorbent
and out through the evacuation in the bottom of the air drier.
Notes
T041 v.1.0.02_en Page 31

Trainer notes
Page 31 (trainer)
Compressors and air driers > Air drier-E Schematic
23
Air drier-E Schematic

The solenoid valves are shown in non activated position (no power)
1 = From compressor
2 = To air system (air tanks), (the ball with a spring is a non return valve)
3 = Evacuation
4 = Control signal to compressor
5 = Pre air filter
6 = Drier filter
Y51A = Solenoid valve, regeneration
Y51B = Solenoid valve, relief (compressor control)
Notes
Page 32 T041 v.1.0.02_en

Compressors and air driers > Air drier-E Schematic
Key points
•Charging
•Discharging
•Regeneration
Working procedure
Explain:
• Charging
• Discharging, relief phase
• Regeneration phase
Practical work. Use air drier E and dismount: Filter cartridge, solenoid valves, the outlet valve (in
the bottom)
AIRDRY-E explain following:
• Different cut in pressure
• Different cut out pressure
• Normal regeneration
• Forced regeneration
• Air leakage check/warning
• How can VECU calculate pumped air volyme?
• How does the air drier avoid freezing at port 3 (evacuation)?
• Information about when to replace desiccant and also why we need to calibrate
• Managing fault codes
Trainer notes
Page 32 (trainer)
Compressors and air driers > APM for FL FE
24
APM for FL/FE

The APM, Air Product Manager, is a component which dries and distributes the air into different
circuits in the air system. The APM is controlled by its own control unit, which controls the air
pressure in the different circuits. The APM replaces many components in previous air systems,
such as, air drier, four circuits protection valve, regulator, overflow valve (s), pressure limiting
valves, safety valves, pressure sensors, blocking valve for parking brake.
Connections
1 Feed from compressor and signal for discharging
2 Information from/to other system
3 Front brake circuit
4 Rear brake circuit
5 Trailer brake circuit
6 Parking brake circuit
7 Clutch and gearbox
8 Auxiliary equipment
9 Air suspension
Notes
T041 v.1.0.02_en Page 33

Compressors and air driers > APM for FL FE
Key points
•APM, air product manager
•7 circuits
•Replacing many valves
•Less connectors, less leakage
•It has its own control unit
Working procedure
Explain:
By gathering all these components in one unit and using one control unit which controls different
functions the following advantages are achieved.
Less connections and therefore less risk for leakage.
Less components at the vehicle, which gives a weight saving.
One control unit, which controls and supervises the air system, and if any faults occur, it sets a
fault code.
Better regulation of the compressor, the control unit regulates when the compressor should
discharge and when it should charge.
Better control of the air drier, the control unit, controls when and for how long time the air drier
should be regenerated.
Less air containers, (tanks), better distribution of dried air.
Discharge and regeneration is controlled by electronics. If the APM by any reason would be
without power, there is a mechanical discharge which discharges at about 9.5 bar (safety valves).
By calculating the volume of air that passes through the air drier (between compete
regenerations) the APM can indicate if too much air has passed the air drier without a
regeneration have been executed. If more air passes the drier then it can manage to dry, a fault
code is set. It calculates the volume of air by getting the engine revolution from the engine ECU
and by knowing how much air is produced from the compressor at this revolution.
It does not calculate the total amount of air that is pumped over the time and therefore it can not
calculate when it is time to change the desiccant.
Forced regenerations do not exist, but the APM regenerates when the air pressure is up to
discharge pressure. The length can however vary. If a large volume has passed through the APM
a longer regeneration needs to be done.
Consequently:
The APM secures
1 Air filtering, dehumidification
2 Discharging of the compressor when correct pressure is obtained
3 Dividing of the different circuits in the air system
4 Regulation of different pressures in different circuits
Trainer notes
Page 33 (trainer)
Compressors and air driers > APM Schematic
25
APM, schematic
The solenoid valves are shown in non activated position (no power)
1 - Air from the compressor
2 - Desiccant reservoir
3 - Vent/exhaust
4/27 - Compressor control signal
5 - Relief (unloading) valve
6 - Pressure information for parking brake circuit
7 - Non-return valve
9 - Safety valve
11 - Heating element (100W/U bat)
12 - External air filling
13 - Overflow valve
14 - Overflow valve
15 - Overflow valve
16 - Pressure limiting valve
17 - Drain valve
18 - Overflow valve
19 - Overflow valve
20 - Overflow valve
21 - Front brake circuit, air tank
22 - Rear brake circuit, air tank
23.1 - Trailer brake circuit (only full APM)
23 - Parking brake circuit
Page 34 T041 v.1.0.02_en

Working procedure
Explain the picture and the different components.
Trainer notes
Page 34 (trainer)
24 - Connection for gearbox and clutch (only full APM)

25 - Connection for air suspension circuit (only full APM)
26 - Connection for extra equipment
MV1 - Relief solenoid valve
MV2 - Regeneration solenoid valve
MV3 - Solenoid valve blocking valve function
P1 - Pressure sensor, front brake circuit
P2 - Pressure sensor, rear brake circuit
P3 - Pressure sensor, parking brake circuit
P6 - Pressure sensor, parking brake applied
Notes
T041 v.1.0.02_en Page 35

Trainer notes
Page 35 (trainer)
Compressors and air driers > APM Animation
26
Animation of how APM works

Blue=no air pressure
Yellow=pressure built up
Orange=approx. 5-8 bar
Red=approx. 8-12 bar
Pressure build up
1 Pressureless system, filling starts
2 Overflow valves for front and rear brake circuit opens
3 Overflow valves for suspension and extra equipment opens
4 Overflow valves for parking brake system opens (via MV2)
Cut out and regeneration

1 Solenoid B opens and discharging valve A opens, regeneration starts, flow through solenoid
valve C
2 Solenoid C closes and regeneration ends
Circuit leakage
From port 25, overflow valve H closes and secures other circuits
From port 21, overflow valve I closes and secures other circuits
From port 22 big leakage, overflow valve L closes and T opens and K closes
From port 22 smaller leakage, overflow valve L closes, overflow valve K still open
From port 23, overflow valve K closes
Back up
Electrical fault at ECU
Solenoid valve C closes. No regeneration, safety valve A opens if pressure reaches approx. 16
bar
Page 36 T041 v.1.0.02_en

Compressors and air driers > APM Animation
Key points
•Pressure build up
•Cut out and regeneration
•Circuit leakage
•Back up
Working procedure
Explain animation
Trainer notes
Page 36 (trainer)
Cut in, cut out and regenerating > Cut in and cut out, and regenerating FM FH
27
Cut in, cut out and regenerating FM/FH

Example of cut in and cut out pressure for FM/FH with air drier E with high pressure system,
approx. 12 bar cut out.
Symbols in diagram Note: The pressure levels in the picture apply to a vehicle with air
suspension.
A - Air consumption 1; the compressor pumps for about 10 minutes to a pressure of 8 bar.
Example: The vehicle loads the first swap body
B - Regeneration phase 1; air consumption has ceased, the drier is regenerated and the
pressure increases and decreases alternately in rapid succession. The drier is not fully damp and
the vehicle drives with max. 30 km/h - the pressure alternates between 12 and 10.6 bar.
Example: The vehicle drives slowly to pick up the other swap body.
C - Air consumption 2; the compressor pumps for about 10 minutes to a pressure of 8 bar.
Example: The vehicle loads the other swap body.
D - Regeneration phase 2.1; air consumption has ceased, the drier is fully damp (regeneration
volume >360 l) and the vehicle drives at max. 30 km/h - the pressure alternates between 12 and
10.1 bar. Example: The vehicle drives slowly away from the load zone.
E - Regeneration phase 2.2; the drier is no longer fully damp (regeneration volume<360 l) and
the vehicle is still driving at max. 30 km/h - the pressure alternates between 12 and 10.6 bar.
F - Regeneration phase 2.3; the vehicle drives faster than 30 km/h - the pressure has dropped
to the high speed range and alternates between 10.6 and 9.6 bar.
G - Relief phase 1; the drier is completely dry (regeneration volume<50 l at high speed) and the
vehicle uses no air, so the pressure remains at 10.6 bar which is the relief pressure for high
speed (>30 km/h).
H - Relief phase 2; the drier is still completely dry (regeneration volume<100 l at low speed) and
the vehicle uses no air. The speed has now dropped to <30km/h so the pressure has increased
T041 v.1.0.02_en Page 37

Key points
•Example of diagram for FM/FH
•Cut in and cut out pressure
•P= System pressure
•R= Regeneration volume
•V= Level of regeneration volume
Working procedure
Explain: The diagram.
The graph R shows the regeneration volume (which is 12% of pumped volume) and this is the
volume of air that needs to go back through the air drier to get it to dry up. The graph V (straight
line) shows only the level (a fixed value) for the regenerating volume when the air drier is
considered as wet=360 litres and the PPID 430 is set. The cartridge can manage to dry 3000
litres before it is wet and when that has been pumped through the filter it should then be
regenerated with 12% of 3000=360 litres. When the air drier is wet the cut in pressure is lowered
from 10.6 to 10.2 bar to make regeneration more effective.
System pressure
The air pressure is always sufficient for brake operation and lifting of the air suspension. Below
10.1 bar pressure, charging will be the first priority. Above 10.1 bar pressure, regeneration will be
the first priority, however, with high air consumption, regeneration time will be short. In practice,
this could mean that a temporary air pressure somewhat lower than 10.1 bar may occur, since it
can take a few seconds to stop a regeneration that is in progress.
Regeneration
After the charging phase is complete, the air drier is regenerated (dried) by a certain amount,
approx. 12%, of the pumped air, being fed back from the compressed air system through the air
drier and out via the silencer in the bottom. This functions according to the following principle: If
100 litres of air are pumped out, then 12 litres shall flow back (1000/120) etc.
If the compressor has pumped a larger volume or air, the pressure will drop to the engagement
pressure before the required volume of air has flowed back. The compressor then starts again
and pumps until the disengagement pressure is reached and a regeneration is started. In this
way, a number of compressor charges and regenerations will be performed after each other
automatically until the required volume of air has flowed back. This can continue for a longer
period of time (up to a half hour) and is completely normal! The regeneration volume controls
how the air drier operates. See the diagram below, which shows the compressor's work and the
air pressure in relation to the regeneration volume.
The vehicle control unit, which controls the air drier and compressor, registers how much air
needs to flow back after each compressor charging. It does this even after engine shut down.
• See the table in the document Cut_in_and_Cut_out_FH_Diagram.pdf on the CD for cut-in and
cut-out pressures for different variants.
• Explain about the different pressures for different vehicles and also explain about different
pressures for different speeds.
• For more info. See impact at model FH, function group 561, Information type Description and
design and function, air drier E.
Page 37 (trainer)
to 12.0 bar, which is the relief pressure for low speed (<30 km/h). This secures full air pressure in
the tanks before the next load handling.
P - System pressure
R - Regeneration volume (can be read off with VCADS-PRO)
V - Level of regeneration volume (360 l) when fault code PPID 430 is set in MID 144, vehicle
control unit.
Notes
Page 38 T041 v.1.0.02_en

Trainer notes
Page 38 (trainer)
Cut in, cut out and regenerating > Cut in and cut out, and regenerating FL FE
28
Cut in, cut out and regenerating FL/FE

Example of cut in and cut out pressure for FL/FE with APM with high pressure system,
approx. 12 bar cut out.
A Long pressure building phase 1

B Regeneration 1
C Pressure stabilisation
D Compressed air consumption
E Pressure building phase 2
F Regeneration 2
1 Regeneration 1
2 Discharging pressure
3 Cut in pressure
4 Discharging pressure
5 Regeneration 2
6 Engine stop regeneration
Notes
T041 v.1.0.02_en Page 39

Cut in, cut out and regenerating > Cut in and cut out, and regenerating FL FE
Key points
•Example of diagram for FL/FE
•Cut in and cut out pressure
Working procedure
Explain:
The regulation of the air pressure follows a very simple procedure. When starting, the pressure is
built up to a certain level, and after this it falls to a lower level during regeneration and
consumption. When reaching this lower level, the pressure is built up again.
There are 3 different pressure levels involved:

• Discharging pressure , cut out - The upper pressure levels which determine that the maximum
pressure has been achieved, at which time the compressor is to begin discharging
• Regeneration pressure drop - Pressure drop caused by regeneration of the desiccant reservoir
• Cut in pressure - The lowest level where air once again begins to be fed from the compressor to
the air drier
When the vehicle stops and the engine is switched off, a regeneration cycle takes place to empty
moisture out of the air drier and outlet. Otherwise there is a risk that the air drier can freeze in
cold conditions while the vehicle is not being used.
In order to better utilize surplus energy and further optimise the build-up of pressure, there are
two different levels of discharging and cut in pressure, a higher and a lower level. The air drier
receives information from the engine electronic control unit concerning the engine load, and
decides from this which level will be applicable. Three different operating conditions determine
which pressures shall apply.
Low road speed mode - The vehicle is travelling at less than 35 km/h and the compressed air
consumption is high. The discharging pressure is 12.5 bar and the cut in pressure is 11.5 bar.
High road speed mode - The vehicle is travelling faster than 35 km/h and the compressed air
consumption is low. The discharging pressure is 12 bar and the cut in pressure is 11 bar.
Engine braking mode - The vehicle is being braked by the engine; the energy required to drive
the compressor is free and the control unit allows the pressure to build up to a maximum. The
discharging pressure is 12.5 bar and the cut in pressure is 11.5 bar.
Controlling in different modes ensures that pressure is restored quickly at low road speeds, when
the consumption is most often higher. Usually the consumption of compressed air is lower at high
vehicle speeds which is why lower pressure levels are used for charging and regulation
pressures. Finally, when the vehicle is using engine braking there is an excess of energy, so that
levels are increased and pressure is built up using the surplus free energy.
Trainer notes
Page 39 (trainer)
Cut in, cut out and regenerating > How to check cut in and cut out with gauge
29
How to check cut in and cut out with gauge

Connect pressure gauge 9996926 to a tank in the circuit, using nipple 9992976 and hose
9996461.
Note: Do not use the pressure gauge on the instrument panel.
For FM and FH connect the nipple and the hose to the primary tank.
For FL and FE connect the nipple and the hose to one of the brake circuit tanks.
Start the engine and listen to the different sound from the compressor when charging and
discharging. Use the brake pedal to evacuate some air and watch the gauge to see what
pressure the compressor starts to charge at.
Notes
Page 40 T041 v.1.0.02_en

Cut in, cut out and regenerating > How to check cut in and cut out with gauge
Key points
•Measure cut in and cut out pressure
•Using a gauge 9996926
•Connect to primary tank
•Try to listen for cut in sound from compressor
Working procedure
Let the participants check cut in and cut out pressure and compare them to the previous diagram.
Discuss with the participants what can be the fault if cut out respectively cut in is incorrect.
How to check cut in and cut out:

There are two ways to check the cut in and cut out.
The best and most accurate way is to use the oscilloscope as you can record, save and compare
with the curve shown above.
The most common way, but not as accurate, is to use a calibrated pressure gauge connected to
the primary tank or "wet tank."
Note! The cut in and cut out pressure can not be altered. If something is wrong you need to find
the fault e.g. faulty pressure sensor, faulty solenoid valves, faulty PR-valves, faulty programming
from VDA, faulty data in VDA, faulty air drier, faulty compressor.
This is not stated in Impact as the correct way for FM/FH vehicle but for FM12 and FH12 it is
stated in Impact.
Compressor Performance test. Model FH12, Function group 561, Diagnostic. Identity 36962688.
Trainer notes
Page 40 (trainer)
Cut in, cut out and regenerating > How to check cut in and cut out with oscilloscope
30
How to check cut in and cut out with oscilloscope

It is very easy to measure the pressure with the oscilloscope. Once you have done it you will find
out that it is both easy and useful.
The graph will show the pressure built up and the regeneration, cut in and cut out pressure. It will
also be possible to see other valves when they open, as for instance the pressure limiting valve
and overflow valve.
The graph in the VTT screen shows a pressure increase from 0 bar for a FH truck. The FH truck
has EBS and full air suspension.
Needed tools
• Break out cable 888 90039 alternative, 999 8534
• Oscilloscope interface (hardware), 888 90040
• VCADS computer or laptop with downloaded oscilloscope program.
Notes
T041 v.1.0.02_en Page 41

Cut in, cut out and regenerating > How to check cut in and cut out with oscilloscope
Key points
•Pressure check with oscilloscope
•VTT
•Break out cable 888 90039
•Oscilloscope interface 88890040
•Pressure sensor behind dashboard
Working procedure
This is not stated in Impact as the correct way to check cut in and cut out, but it is one of the best
ways to compare the pressure build up with the previous diagram or with other vehicles. If you
use a laptop with downloaded oscilloscope program, remember the program is free and you can
download it from the internet. http://www.tiepie.com/uk/home/
The oscilloscope from Volvo is HS4 Diff.
Oscilloscope measurement.
1 - Connect the break out box, 88890039 in between the pressure sensor for primary tank
pressure, B06 (the sensor is located under the dashboard at the drivers place above the
accelerator pedal)
2 - Connect the oscilloscope to the break out box, red cable to pin 2 and black cable to pin 4 at
the break out box. Connect cable to channel 1 at oscilloscope.
3 - Connect the oscilloscope to the computer/VTT computer to the USB port that is prepared for
the oscilloscope program (usually it is only one of the USB ports that is used for this)
4 - Open the attached oscilloscope measurements (it is located at trainer material at this CD) by
double clicking at it. This is a previous measurement of primary tank pressure increase and you
will see a graph and pressure information.
5 - Turn on the ignition key
6 - Check the primary tank pressure at the truck's display
7 - Start the test by clicking at the small green arrow at the upper left corner. Check that the
pressure in the display is in accordance with the pressure in the oscilloscope test.
8 - Try to start the truck and follow the pressure raise in the trucks display and at the same time in
the oscilloscope test in the computer. If this is working, go to the next step.
9 - Empty all the air tanks and start the truck. Start the test by the green arrow. Follow the
pressure increase on the graph. Depending of model and equipment the graph will look
differently. One way to do this is to compare two trucks with the same specification.
Trainer notes
Page 41 (trainer)
Principles for the valves in the feed system FM FH > Principles for the valves in the feed system
FM FH
31
Principles for the valves in the feed system FM/FH

Different valves have different tasks in the pneumatic system. In this chapter we will learn more
about how valves work.
We will have a closer look at the following valves:
Four circuit protection valve, pressure limiting valve, overflow valve, non return valve, safety
valves
Do you know the function of these valves and how they work?
Do you know what they look like?
Notes
Page 42 T041 v.1.0.02_en

Principles for the valves in the feed system FM FH > Principles for the valves in the feed system
FM FH
Key points
•Different valves for different functions
•Four circuit protection valve
•Pressure limiting valve
•Overflow valve
•Non return valve
•Safety valves
Working procedure
Explain why it is important to understand the function of the valves.
How can you know if there is a fault in a valve without knowing how it should work?
Even if you never will repair a valve you must know how it should work to be able to do a good
job when it comes to fault trace.
You must know that even if two valves look the same on the outside they might not work the
same way if they have different part numbers. For example an overflow valve with and without
non-return valve, or different four circuit protection valves.
Ask the participants if they know what above valves are used for and how they work.
Trainer notes
Page 42 (trainer)
Principles for the valves in the feed system FM FH > How valves works
32
How valves work

A valve does almost always consist of a piston or a diaphragm/membrane.
At this picture there is pressure at the bottom of a piston. The air pressure is 12 (Pa).
The area at the bottom of this piston is A1 = 1 (m2)
The force at the bottom of this piston is : pressure X area = 12 X 1 = 12
There is also pressure at the top of this piston. The pressure is 8 (Pa).
The area at the top of this piston is A2 = 2 (m2)
The force at the top of this piston is : pressure X area = 8 X 2 = 16
What will happen with the piston?
_
1 - Inlet 1
2 - Inlet 2
3 - Piston
Notes
T041 v.1.0.02_en Page 43

Principles for the valves in the feed system FM FH > How valves works
Key points
•Piston or diaphragm
•Pressure 12 underneath
•Area 1
•Force 12 N
•Pressure 8 above
•Area 2
•Force 16 N
Working procedure
Answer: The piston will move downwards.
Explain more about the valve by adding a spring underneath the piston with a force of 2 and how
that could be used as a pressure limiting valve. (Add a channel from the bottom chamber that
goes out to a tank and also a channel from this tank to the above chamber. When there is no air
in the tank and air is coming in from the feed system into the bottom chamber the piston will be in
the upper position until there is 8 (Pa) in the tank then the piston will move down and close the
outlet to the tank).
Trainer notes
Page 43 (trainer)
Principles for the valves in the feed system FM FH > Non-return valve One way valve for FM FH
33
Non-return valve/one way valve for FM/FH

Can be included in different valves, e.g. overflow valve. Can be used as a valve when securing a
circuit. There is one non-return valve in the feed line to the parking brake circuit. The valve
prevents the parking brake to be accidentally applied in case of air loss in the parking brake tank.
1. Inlet
2. Outlet
3. Valve seat
4. Valve
5. Spring
Notes
Page 44 T041 v.1.0.02_en

Principles for the valves in the feed system FM FH > Non-return valve One way valve for FM FH
Key points
•One way valve is included in many other valves
•Is also called non return valve
•A non return valve is included in the parking brake circuit
Working procedure
Explain the one way valve in the parking tank is fitted as a safety device. This allows the parking
brake to still be released even if the parking brake tank is emptied due to a big leakage.
Trainer notes
Page 44 (trainer)
Principles for the valves in the feed system FM FH > Safety valve for FM FH
34
Safety valve for FM/FH

The compressed air system is equipped with several safety valves in order to protect the system
against too high pressure. The safety valve opening pressure is different depending on where the
valves are located and what they are to protect. The opening pressure is stamped on the safety
valve.
1. Inlet
2. Outlet
3. Valve seat
4. Valve
5. Spring
Notes
T041 v.1.0.02_en Page 45

Principles for the valves in the feed system FM FH > Safety valve for FM FH
Key points
•Safety valves
•Different opening pressures
•Opening pressure is stamped on valve
Working procedure
Explain why we need safety valves.
Trainer notes
Page 45 (trainer)
Principles for the valves in the feed system FM FH > Overflow valve , for FH FM with air
suspension
35
Overflow valve, for FH/FM with air suspension

The overflow valve works according to a preset pressure at which it will open. The valve is
available with or without a return flow function. It is used to secure that the brake system is filled
with pressure before the air suspension. There are different opening pressures at different
valves.
1 One without return flow, which opens at 670-700 KPa
2 One with return flow, which opens at 1000-1030 KPa
_
1 - Inlet
2 - Outlet
3 - Adjusting screw
4 - Spring
5 - Piston
6 - Diaphragm,
Notes
Page 46 T041 v.1.0.02_en

suspension
Key points
•Over flow valve opens at a specific pressure
•Prioritises the brake system before the air suspension
•Some times two over flow valves are used, then they have
different opening pressure
Working procedure
Explain:
The task of the overflow valve is to prioritise air pressure to the braking system and give
compressed air to the air suspension only when the pressure in front of the overflow valve has
reached a preset value. The overflow valve is located on the feeder connection to the air
suspension system, directly from the primary tank and it opens at a specific pressure. In the
event of leakage in the air suspension system, the overflow valve ensures that the pressure in
the braking system is prioritised.
A - The compressed air enters via connection 1, passes through the hole 3 and acts on the
underside of the diaphragm 6, the piston 5 which pushes up against the spring 4.
B - When the pressure overcomes the preset force of the spring (700 kPa) the valve opens and
the air suspension is supplied with compressed air via duct 7 to connection 2.
C - The non-return valve 4 prevents the air to flow from the spring system back to the primary
tank when the pressure at inlet 1 is lower than the pressure at outlet 2.
Trainer notes
Page 46 (trainer)
suspension, with return flow
36
Overflow valve, for FH/FM with air suspension, with return flow
The overflow valve works according to a preset pressure at which it will open.
_
1 - Inlet
2 - Outlet
3 - Adjusting screw
4 - Spring
5 - Piston
6 - Diaphragm
7 - Return valve
Notes
T041 v.1.0.02_en Page 47

suspension, with return flow
Key points
•Over flow valve opens at a specific pressure
•Prioritises the brake system before the air suspension
•Some times two over flow valves are used, then they have
different opening pressure
Working procedure
Explain:
When the air suspension has a separate air pressure tank, two overflow valves are used. The
first one without return flow and the second one with return flow.
The only difference between the two overflow valves is the opening pressure and that there is a
return valve in one of them (the last, closest to the air suspension tank).
The first overflow valve opens at approx. 6.7 bar and the air pressure can immediately go into the
air suspension bellows. The second overflow valve opens at approx. 10 bar and the air pressure
can be led into the air suspension air tank. In this last overflow valve a return valve ensures that
air pressure can flow from the air container and into the air suspension system.
The air suspension is fed directly from the primary tank to the overflow valves.
Truck specifications. One overflow valve with opening pressure of 670-700 kPa without return
flow. One overflow valve with opening pressure of 1000-1030 kPa with return flow. They are
mounted in series with the one with the lowest opening pressure first and from the second with
higher opening pressure the air is led to an air tank for the air suspension. There is also a supply
hose to the air suspension from a connection in between these two series mounted valves (a T-
connector)
Practical work. Check overflow valve. Use two gauges 999 6926, two nipples 999 2976 and two
hoses 9996461 and connect one to one of the brake circuit (front/rear) tanks and one to the air
suspension feed line (after the first overflow valve) but not to the air suspension tank! Drain the
brake system and air suspension system and start the engine. Check that the pressure raises in
the brake circuit tank first and not in the air suspension. When air starts to enter into the air
suspension system the pressure in the brake circuit should be 670-700 kPa. If the pressure is
not within the limit the overflow valves must be removed and checked one by one. See impact
FH12 Identity 114334312, remember that the pressure limits are new.
Trainer notes
Page 47 (trainer)
Principles for the valves in the feed system FM FH > Four Circuit protection valve 5-port (low
pressure system) , for FM FH
37
Four circuit protection valve 5-port (low pressure system), for FM/FH
The four circuit protection valve divides the incoming air pressure into four circuits for safety
reasons. The four circuit protection valve is used to ensure the air pressure in other circuits if a
leak should occur in one of them. An extra drain (C) valve will empty the parking brake circuit into
the rear circuit if the pressure vanishes in the rear circuit.
P1. Inlet
P21. Port front circuit tank
P22. Port rear circuit tank
P23. Port to parking brake
P24. Port to extra equipment
A. Overflow valve, opening pressure 6.2-6.5 bar (port 21,22)
B. Overflow valve, opening pressure bar 6.9-7.2 bar (port 23)
D. Overflow valve, opening pressure 6.2-6.5 bar (port 24)
C. Drain valve
Notes
Page 48 T041 v.1.0.02_en

Principles for the valves in the feed system FM FH > Four Circuit protection valve 5-port (low
Key points
•Five port, low pressure system
•Main function to divide into four circuits
•If a big leakage appears, secure the other circuits with
pressure
Working procedure
Explain:
The four circuit protection valve is used to ensure the air pressure in other circuits if a leak should
occur in one of them.
If a leak occurs in one of the circuits, the four circuit protection valve will stop the supply of air to
that circuit to prevent the passage of air from the other circuits. In this way, the supply of air to
the other circuits is safeguarded and the vehicle can still be braked.
The four circuit protective valve is available in two versions, a 5-port valve and a 7-port valve.
Vehicles with low system pressure (8.5 bar) use a 5-port valve, while vehicles with high system
pressure (12 bar) use a 7-port valve.
The opening pressure in the new 5-port valve parking circuit (port 23) has been changed to 6.9-
7.2 bar. (Earlier 5.5-5.8 for both port 23 and 24).This will ensure that the parking brake circuit
always is filled as the last circuit.
Both valves (5-port and 7 port) have a new design for evacuating the parking brake circuit when
the pressure in the rear brake circuit is too low. On earlier valves, the parking brake circuit was
evacuated into the free air, while it is evacuated to the rear brake circuit on the new valves. The
advantage of this change is that air does not flow out of the brake system and it eliminates the
risk of mistaking the evacuated air for a leak.
Opening pressure:
Service brake, connections 21 front circuit and 22 rear circuit = 620-650 kPa (6.2-6.5 bar)
Parking brake, connections 23 = 690-720 kPa (6.9-7.2 bar)
Accessories, connection 24 = 620-650 kPa (6.2-6.5 bar)
Trainer notes
Page 48 (trainer)
Principles for the valves in the feed system FM FH > Four circuit protection valve 7-port (high-
38
Four circuit protection valve 7-port (high- pressure system), for

FM/FH
The four circuit protection valve divides the incoming air pressure into four circuits for safety
reasons. The four circuit protection valve is used to ensure the air pressure in other circuits if a
leak should occur in one of them. The difference between the 5-port valve and the 7-port valve is
that the 7-port valve is used when different air pressure for different circuits is used. For instance,
12 bar for the front and rear brake reservoirs and 8 bar for parking and extra equipment.
Four circuit protection valve, high pressure system.
P1. Inlet
P11. Port front circuit
P12. Port rear circuit
P24. Port to extra outlet
A. Overflow valve, opening pressure 6.0-6.3 bar (port 21,22)
B. Overflow valve, opening pressure 5.5-5.8 bar (port 23,24)
C. Drain valve
T041 v.1.0.02_en Page 49

Key points
•Key points
•Seven ports, high pressure system
•Main function to divide into four circuits
•Two circuits with 12 bar and two with 8 bar
•If a big leakage appears, secure the other circuits with
pressure
Working procedure
The four-circuit protection valve in combination with the high pressure system at FH/FM is a valve
with 7 ports. Its task is to provide the various circuits with compressed air and in the event of a
falling off in a circuit, close the supply of air to the leaking circuit and thus secure the functions of
the other circuits. The valve also has the task of evacuating the parking brake circuit tank when
the pressure is less than 310 kPa in the drive wheel circuit (22).
When the truck is not charged with air and the engine is started, the compressor feeds air via the
air drier and the primary tank to the inlet (1). The four-circuit protection valve regulates filling of
the compressed air tanks in the following order. First, both the main service brake circuits are
filled; when filling during low idling they are filled via the restrictors and the non-return valves. At
630 kPa one of the overflow valves for port 21/22 circuit opens, the tolerance of the overflow
valves and adjustment of the setting pressure determine which of them is filled first. The air exits
via outlets 21 or 22 to the respective circuit tank. (On the outlet of the front and rear circuit tanks
is an air pressure limiting valve which reduces the pressure out to the pneumatic system. The
reduced air pressure (760 kPa) goes from the circuit tanks to inlets 11 and 12 in order to be
distributed to the circuit for the parking brake 23 and extra equipment 24. This is not shown in
this picture).
From inlet 11 and 12 the air is led to overflow valves for circuit 23 and 24.
The tolerance of the overflow valve and adjustment of the setting pressure determines which of
them is filled first. The opening pressure for these overflow valves is 580 kPa.
In order to make it impossible for the parking brake to be released before sufficient air pressure is
present in the rear brake system, a built-in drain valve has been added in the four-circuit
protection valve.
On vehicles with the earlier version of four circuit safety valve (without built-in drain valve ) it was
possible to drive away with the vehicle even if the available pressure in the front and rear circuit
tanks was not sufficient to provide the requisite main brake function. The vehicle could be driven
away if the tank pressure for the parking brake circuit was sufficient to release the parking brake.
A function has been added in the four circuit protection valve. When the pressure in the circuit
tank P22 is less than 3.1+0.3/-0.2bar, a built-in drain valve opens C. This results in the parking
brake P23 being drained into the rear circuit tank, and if there is a leakage in that tank it will drain
the parking circuit of air.
The parking brake can then not be released.
Pressure leakage
If the pressure at inlet 1 drops, the air flow to circuits 21 and 22 is reduced to closing pressure of
approx 480 kPa. The pressure in circuits 23 and 24 is retained as long as no air is taken from
them.
Page 49 (trainer)
Notes
Page 50 T041 v.1.0.02_en

In the event of leakage in circuits 21 or 22 the pressure in the undamaged circuit will vary
somewhere between the closing and opening pressures (the compressor charges).
The pressure in circuits 23 and 24 is retained as long as these circuits are not used, by means of
the non-return valves preventing the air from flowing back.
When the pressure in one of circuits 23 or 24 has attained the same level as that for the
undamaged main brake circuit, the pressure in these circuits will remain the same as in the main
brake circuit.
In the event of leakage in circuits 23 or 24, pressure in the undamaged circuit reduces to the
respective closing pressure (the compressor charges). Subsequently, the pressure in these
circuits increases to the opening pressure of the leaking circuit.
With a 7-port four-circuit safety valve there is full pressure 1200 kPa in the front and drive axle
circuit tanks, as well as that in the primary tank.
• Circuit 21: Opening pressure = 600-630 kPa
Trainer notes
Page 50 (trainer)
Principles for the valves in the feed system FM FH > Four-circuit safety valve , for FM FH, High
pressure system (7-ports)
39
Four-circuit safety valve, for FM/FH, high pressure system (7-ports)

The function of the four-circuit safety valve is to provide the various circuits with compressed air
and, in the event of circuit failure, shut off air going to the leaking circuit and in so doing ensure
the function of the other circuits.
When there is no air in the truck brake system and the engine is started, the valve regulates the
filling of the air tanks in the following order. First to be filled are the two service brake circuits,
then the parking brake circuit or circuit for other equipment.
1 - Inlet
21 - Front-wheel circuit, outlet 11= From front tank, inlet 23= Other equipment, outlet
22 - Drive-wheel circuit, outlet 12= From rear tank, inlet 24= Parking-brake circuit, outlet
A - Chamber A
B - Chamber B
C - Non-return valves
D - Dump valve
Notes
T041 v.1.0.02_en Page 51

Principles for the valves in the feed system FM FH > Four-circuit safety valve , for FM FH, High
pressure system (7-ports)
Key points
•Charging
•Both circuit 21 and 22 fills up
•Slow leakage at circuit 22
•Big leakage at primary tank
•Pressure drop at circuit 21
Working procedure
Charging
The layout diagrams show the four valves next to one another. Description of the function applies
when there is no air in the truck brake system and the engine is started.
1. Air comes from the primary tank to connection 1. It then continues on to chambers A and B. A
small amount of air goes through the small duct and passes the non-return valves at C to feed
both circuit 21 and 22. When the pressure exceeds ca. 650 kPa, for one of the diaphragm, this is
pressed against the open position and compressed air fills the circuit tank for that circuit. In this
example the front circuit (21).
2. When the front and rear tanks fills up, air is fed from these tanks via pressure limiting valves
into inlet 11 and 12. (The pressure limiting valves are not drawn in this animation).
3. The pressure opens the diaphragm for the parking brake circuit and extra equipment and then
air is fed to the air containers for the extra equipment 24 and the parking brake 23.
4. At last the diaphragm for one of the circuits 21 and 22 opens in this case for circuit 22.
Slow leakage
5. Slow leakage from the rear air circuit (port 22) for instance over the night, will first cause air
loss from the rear circuit air tank and then an evacuation of the parking brake circuit by the built
in dump valve (drain valve).
Pressure drop/big leakage

6. Pressure drop/leakage. Should the pressure from the primary tank inlet 1
disappear, the air flow to circuits 21 and 22 drops, this caused by the spring 4 pressing down
diaphragm 3. This happens when the pressure in the circuit has dropped to the shut-off pressure
approx. 500 kPa. Pressure is
maintained in circuits 23 and 24 as long as no air is taken from them.
Pressure drop/big leakage

7. With big leakage in circuit 21, the pressure in the non leaking circuit will vary between the shut-
off and the opening pressure (compressor charges), in this case circuit 22.
Circuits 23 and 24 maintains pressure as long as no air in these circuits is used due to the check
valves 6 preventing air return flow.
When the pressure in either circuit 23 or 24 has reached the same pressure as in the non-leaking
service brakes circuit, the pressure in these circuits will remain the same as in the non-leaking
service brakes circuit.
Opening pressures of the are always higher than the closing pressure. This is due to the initial
surface area of the diaphragm being smaller than its surface area when open. Therefore it takes
less pressure to close the valve.
Page 51 (trainer)
Principles for the valves in the feed system FM FH > Previous four circuit protection valve, for FM
FH
Previous four circuit protection valve, for FM/FH

5-port and 7-port four-circuit protection valves
The drain valve "C" drains the parking brake circuit port 23 into the free air through the outlet P3
at the four circuit protection valve.
It should not be mistaken by falsities in the valve. Instead look for a leakage somewhere in the
rear air brake circuit.
P1. Inlet
P3. Draining
P24. Port to extra equipment
A. Overflow valve
B. Overflow valve
C. Drain valve
Notes
Page 52 T041 v.1.0.02_en

Principles for the valves in the feed system FM FH > Previous four circuit protection valve, for FM
FH
Key points
•Old four circuit protection valves 5 and 7 ports
•Drain valve for parking circuit, drains through a evacuation
•Nothing is wrong with the valve
•Older four circuit protection valves do not have this drain
valve at all
Working procedure
This picture shows the previous four circuit protection valve also with a built-in drain valve "C" .
But this drain valve drains the parking brake circuit port 23 into the free air through the outlet P3
at the four circuit protection valve. This was sometimes incorrectly mistaken as something was
wrong with the four circuit protection valve.
In even older vehicles the drain valve "C" does not exist at all.
On these vehicles without built-in drain valve it was possible to drive away with the vehicle even if
the available pressure in the front and rear circuit tanks was not sufficient to provide the requisite
main brake function. The vehicle could be driven away if the tank pressure for the parking brake
circuit was sufficient to release the parking brake.
Practical work
Let the participants do a function check of the four circuit protection valve. See impact for 5 port.
Identity 57087187, for 7 port, Identity 57087186.
Trainer notes
Page 52 (trainer)
Principles for the valves in the feed system FM FH > Pressure limiting valve for FH FM
Pressure limiting valve for FM/FH

The pressure limiting valve is used to limit the air pressure from the brake circuit (front/rear)
reservoir (high-pressure system) to the parking and extra equipment circuits (low-pressure
system). The pressure limiting valves shut off the air flow when the pressure has reached the
setting 810-850 kPa (8.1-8.5 bar). The pressure limiting valve contains a function that releases
air pressure if the pressure for any reason has become to high in the outlet port.
1 Inlet port
2 Outlet port
3 Valve seat
4 Piston
5 Main spring
6 Adjusting spring
Notes
T041 v.1.0.02_en Page 53

Principles for the valves in the feed system FM FH > Pressure limiting valve for FH FM
Key points
•Pressure limiting valves, only at high pressure system
•Two, one from front circuit and one from rear
•Limit the pressure to the parking and extra equipment
circuit to approx. 8 bar
Working procedure
In the pneumatic high pressure system there are two pressure limiting valves. They are located
on the circuit tanks for the front and rear and limit the pressure which is led back to the four-
circuit protection valve. Their task is to limit the air pressure in the parking brake/extra equipment
system to 810-850 kPa. The air pressure in the primary tank, front brake circuit tank and rear
brake circuit tank and to the pressure limiting valve can go up to 1200 kPa (12kp/cm2).
Charging
The pressure limiting valve has two connections, inlet (1) and outlet (2). When system pressure
is, lower than set limit pressure, the piston (4) is lifted off the valve seat (3) due to the pressure of
the spring (5) on the piston. Air can flow from the inlet, past the valve seat and out through the
outlet. The air pressure that goes out through outlet 2 also affects the top side of the piston. As
the pressure rises the piston is pressed down against the spring (5). When the pressure reaches
the preset limit pressure, the piston (4) has reached the valve seat (3) and shuts off further air
flow. No further increase in pressure can occur in the outlet.
When the pressure drops in outlet 2 the piston moves upwards and air can flow from inlet 1
through the valve and out to outlet 2.
The pressure is increasing in outlet 2 and the piston 4 is pushed downwards.
When the pressure drops in inlet 1, air cannot flow from outlet 2 through the valve and out
through inlet 1 if the pressure in the outlet is steady.
If there for some reason should be an overpressure (over the limit) at the outlet 2, then there is a
overflow valve that will open and release the overpressure through the exhaust in the bottom.
Practical work
Check the pressure limiting valve. Use gauge 9996926, nipple 9992976 and hose 9996461 and
connect to the parking brake tank or to the extra equipment circuit (port 24) at the four circuit
protection valve. Drain the system and start the engine. Check that the pressure is within the
limits, 810-850 kPa. If the pressure is not within the limit the pressure limiting valves must be
removed and checked one by one. See Impact FH12 Identity 36965581, remember that the
pressure limit is new. The pressure limiting valve has a black plastic cover at the bottom, remove
that and you will find a small allen key screw where it is possible to adjust the limiting pressure.
Trainer notes
Page 53 (trainer)
Diagnostics and service > Service reminder. FH FM
Service reminder FM/FH

This service reminder function helps the service personnel and vehicle owner to plan servicing
and desiccant exchange, thereby reducing costs. On most of today's vehicles, the desiccant is
changed too often or too seldom, which results in high costs, or poor functionality. On the
electronically controlled air drier, an icon is displayed (see picture) and a yellow warning lamp
¨CHECK¨ illuminates when it is time to change the desiccant. The desiccant cartridge should be
replaced when the lamp illuminates or at least every second year. If the service reminder is
turned off, the desiccant cartridge should be replaced at least once per year.
Reading off information with VCADS-PRO

By using VCADS-PRO it is possible to read off the calculated remaining mileage to the next
desiccant replacement. The total pumped air volume for the compressor can also be read off.
The charge air volume is calculated from the charging time, system pressure and engine speed.
Calibration when replacing desiccant cartridge

When replacing desiccant or the compressor, calibration shall be performed (zero running time).
When changing to another size of compressor, parameter data must be altered. All calibration
and alteration of parameter data is done using VTT. Customers who do not wish to perform
calibration when changing desiccant holders, can by using VTT: turn this function off. This,
however, excludes the possibility of reading off the remaining mileage to the next desiccant
replacement. To ensure good air quality, with regard to dampness and oil content, it is important
that the correct type of desiccant cartridge is mounted. Volvo’s desiccant cartridge contains, in
addition to desiccant, an oil filter. When you dismantle the old desiccant cartridge you should
check to see that there is no surplus oil at the outlet of the cartridge, which is located in the
centre. If there is surplus oil at the outlet, the air system must be checked for moisture and
surplus oil. NOTE, if there is surplus oil at the air inlet of the cartridge, i.e. at the outer edge, then
Page 54 T041 v.1.0.02_en

Key points
•Service reminder
•An icon is displayed
•At least every second year
•Service reminder is turned off
•Replaced at least once per year
•Calibration when replacing
Working procedure
Explain:
The compressed air tanks should be drained/checked regularly (it’s stated in drivers handbook as
daily maintenance. By regularly ensuring that no water is in the compressed air tanks a check is
maintained of the air drier function. The check is made by opening the drain valve on the bottom
of the tank. If there is water in the primary tank, check the other compressed air tanks, and at the
same time the desiccant should be replaced. If the desiccant has been recently replaced, a
closer investigation of the reason for water being in the tanks is required. One reason can be
excessively high entry temperature of the air.
High entry temperature involves a large quantity of water and oil vapour being present in the
compressed air which the air drier will capture. This, together with the fact that the capacity of the
desiccant diminishes during excessively high entry temperatures of the air, results in the water
vapour
(mainly) being able to get past the desiccant.
When the water vapour subsequently cools down (condenses) in the pressure tanks, water is
formed as a liquid. Another reason can be an imbalance in the system. By imbalance in the
system is meant that an excessive quantity of air is charged during each charging phase (the
quantity of air which passes through the air drier between cut-in pressure and cut-out pressure).
Imbalance in the system can occur with excessive air consumption and/or in connection with
leakage in the system. The desiccant then does not have the possibility of regenerating properly
and the granulate remains damp. Temporary imbalance does not cause any problems, but long-
lasting imbalance in the charging system can cause the granulate to be ground down and dust to
be formed which then comes out into the pneumatic system.
Regular checks of the pressure tanks with respect to condensation is therefore the best and
simplest method of determining that the air drier is functioning correctly. If charging takes a long
time, also check pipe connections and cooling coil between compressor and air drier with respect
to air throughput and leakage.
Trainer notes
Page 54 (trainer)
this is quite in order and does not need any further action.
Notes
T041 v.1.0.02_en Page 55

Trainer notes
Page 55 (trainer)
Diagnostics and service > Working procedure Diagnostics FM FH
Working procedure diagnostics FM/FH

Basic Data Gathering: Is a service information in Impact in function group 0, this document
contains tips about the information the workshop should obtain from the customer before the fault
tracing work is initiated.
Work routine fault tracing: After gathering all necessary information (basic data gathering)
there is another service information in Impact called Work Routine, fault tracing in function group
0. This information describes how other Service Information for diagnostics and fault-tracing
should be used for effective fault tracing. Fault tracing is built up according to a pattern which is
independent of which system(s) is(are) at fault, but starts from the basis of the original fault
indications. You can trace a fault either by using fault codes, symptoms or both together.
Fault codes
If you have a fault code, you might need to use the fault code pointer to determine which system
the fault code originates from. Then you need to investigate the cause more in-depth and
whether this fault code has something to do with the fault that you are trying to solve.
Fault tracing via symptoms

If there is no fault code that seems to be related to the fault, then you start with fault tracing via
symptoms. When you do this, you can use the symptom pointer for assistance. The symptom
pointer helps you to find where in impact you can find information about fault tracing related to
the system you have a problem with.
Page 56 T041 v.1.0.02_en

Diagnostics and service > Working procedure Diagnostics FM FH
Key points
•Basic Data Gathering
•Work routine fault tracing
•Fault codes
•Fault tracing via symptoms
Working procedure
Show the participants Impact and open document Basic data gathering Id 45931304. Explain why
it is important to fill in this document.
Show the participants Impact and open document Work routine, fault tracing, Id 98739551.
Explain how they should do when they have a fault and how they should fault trace.
The fault codes for the air drier is unfortunately very few. Faults that can generate a fault code
are:
- Too high air consumption
- Primary tank pressure tbo high
- Supply voltage to pressure sensor primary tank
- Too much air through desiccant without regenerating
Practice
Describe what kind of vehicle you are using, (Basic Data Gathering) describe the fault (there is a
very high noise sometimes from the pressure system.
Disconnect the air drier E (the electrical connection) and let the participants use VTT to find out if
there are any fault codes that are set and then let them use work routine, fault tracing.
The document MID 144 Vehicle control unit, fault codes Id 103264895 describes all fault codes
for MID 144. This will not give a fault code, only the safety valves will open. Let them do the test
for the air drier in VCADS Pro. It will help them to find the fault.
New vehicles, from 2008, are compatible with Guided diagnostics, in Volvo Tech tool. Since the
fault codes are stored in VECU, the fault tracing starts in MID 144.
Trainer notes
Page 56 (trainer)
Diagnostics and service > Possible faults at the air feed system for FM FH
Possible faults at the air feed system for FM/FH

Most of the problems in the air feed system are of the type that have no fault code, or a fault code
has been set that does not point out the fault directly.
Here is a list of possible faults at the air feed system.
• Solenoid valves, air drier

• Voltage supply, air drier
• The compressor charges continuously/the safety valve opens
• Water/oil in air system
• The compressor is being relieved/discharging at too low a pressure
• The compressor never charges
• Reoccurring warnings for high air consumption
• Warning for consumed desiccant cartridge, despite it being new
Also
• Noise, from compressor
• Poor air capacity
• Carbon residue in compressor/cooling coil
What can cause these problems?

What will happen with the system if these faults occur?
T041 v.1.0.02_en Page 57

Key points
•Solenoid valves
•Voltage supply
•Charges continuously
•Water/oil
•Discharging at too low a pressure
•Never charges
•Warnings for high air consumption
•Consumed desiccant cartridge
•Carbon residue in compressor/cooling coil
Working procedure
See also FH12 function group 561, Diagnostics,compressor;1 Comp530 or 1cyl 400 l/min
(remember that this is written for airdrier 1 and Airdry and not Airdry-E. Some action are not valid!
Let the participants work two and two. Let them try to find answers to the two questions.
What can cause these problems?
What will happen with the system if these faults occur?
Discuss and go through the above list of faults and the probable fault and what will happen.
Under symptom pointer group 5 and 7 there should also be stated function group 561. This
because it is here you can find Air supply system control (id 118440471). Brakes and air
suspension use air and if there is a problem with the feed system, they should start to look here.
• Solenoid valves, air drier What will happen: The compressor charges continuously/safety valves
open. Most likely reason for fault: Solenoid valve in air drier faulty or electrical fault.
• Voltage supply, air drier What will happen: The compressor charges continuously/safety valves
opens. Most likely reason for fault: solenoid valve in air drier faulty or electrical fault.
• The compressor charges continuously/the safety valve opens The compressor charges
continuously/safety valves open. Most likely reason for fault: Solenoid valve in air drier faulty or
electrical fault.
• Water/oil in air system. Most likely reason for fault: All compressors need oil for lubrication. A
certain amount of oil, together with a much greater amount of water, always come out together
with the exhaust air. This oil is separated in the air drier before the drying compound and must
come out together with exhaust air from the air drier. This is quite normal. But if there is oil at
the outlet of the air drier the compressor needs an overhaul and the air drier must be cleaned
and desiccant changed. Check for oil in primary tank.
• The compressor is being relieved/discharging at too low a pressure; Most likely reason for fault:
The air drier is performing forced regenerations, The relief valve is leaking air to the
compressors relief mechanism. The primary tank pressure sensor indicates a higher pressure
than the current pressure in the air system. The compressor has too low capacity.
• The compressor never charges; Sticking PR-valves. Check: Disconnect the pipe for the PR-
valve function. Test the valve by pressing the valve by hand. It should not be sticking; Fault in
the wiring to the solenoid valve. (The relief solenoid valve is always activated). Sensor air
pressure, instrument indicates higher pressure than the current pressure in the air tank.
• Reoccurring warnings for high air consumption; Small air leaks from truck or trailer. Check:
Check pressure drop in compressed air system see impact ID 117015787. This will give high %
of time charging compressor
• Warning for consumed desiccant cartridge, despite it being new; Most likely reason for fault
calibration of air drier not performed with VCADS after replacement of desiccant cartridge.
Page 57 (trainer)
Notes
Page 58 T041 v.1.0.02_en

And also:
• Noise, from compressor; Most likely reason for fault: Overhaul, alternatively change the
compressor.
• Poor air capacity; To small compressor for the amount of used air. Check: Use VCADS Pro and
check the % of the time the compressor have been charging. Compare with values for the type
of truck also Check: Compressor performance test Impact ID 51137747. If bad check for
carbonization of compressor or worn compressor. Carbonization of air drier/desiccant: Check:
Check air drier desiccant, no carbonization in the middle of the filter is allowed. See impact ID
116614623; Check the cooling coil for a blockage, poor compressor capacity/faulty compressor,
Check inlet pipe, charge line and hoses for leaks/blockages.
• Carbonized coal in compressor; Bad cooling of the compressor. Check: Bad cooling of the
compressor together with high % of time of charging will give high temperature in the
compressor cylinder head. This will give carbonization in compressor, and also in cooling coil
and air drier. Check. See Cooling coil, compressor check ID 116298626 ; Check. Cylinder head
compressor replace, Impact ID 108367442. Check for carbonization if possible clean or replace.
Check for wear. A small amount of carbon residue in the air drier does not necessarily mean
that it will malfunction. The amount of carbon must be seen in relation to the mileage and how
long the drier has been in use. Loose particles may cause problems with relief valves and must
always be removed. Abnormal carbonization in the air drier is often due to excessive use of the
compressor. This can often be caused by some kind of disturbance in the system such as air
leaks from either the tractor vehicle or the trailer, malfunctions in the air drier , blocked cooling
coil or poor compressor capacity.
Practical work
Let the participants do the compressor charge pipe (cooling coil) blockage test using special tool
999 0040.
Procedure found in Impact under FM, Identity 116298626
Trainer notes
Page 58 (trainer)
Diagnostics and service > VCADS pro and AIDRY-E, FM FH
Volvo Tech Tool and AIDRY-E, FM/FH

With Volvo Tech Tool it is possible to do tests and calibrations and parameter changes.
With different tests in VCADS-PRO it is possible to test various solenoids and pressure sensors
in the air and brake feed system.
Following three tests are very useful.
Pneumatic system status
Air dryer solenoid valves, test
Air dryer setting, resetting, calibrating
With these tests it is very simple to check for example

• Primary tank, pressure check
• Desiccant amount used (0% new, 100% consumed)
• Desiccant remaining lifetime (in km)
• Check how much volume in total the compressor has been charging (in m3)
• Degree of the compressor charging time (long haul approx 10-25%, construction vehicle approx
15-30%, distribution vehicle 20-35%)
• Zero setting of regeneration volume
• Solenoid valve, discharging compressor, check
• Solenoid valve, regeneration, check
• Air drier, regeneration function, check (test of both solenoid valves at same time)
• Do calibration after desiccant has been changed
• Turn on/off warning when desiccant needs to be changed
• Check status of warning (if it is on or off)
• Compressor zero setting. When replacing with a new one.
T041 v.1.0.02_en Page 59

Diagnostics and service > VCADS pro and AIDRY-E, FM FH
Key points
•Different tests in VCADS-Pro for air drier E
Working procedure
Explain:
With VCADS PRO it is possible to do tests, calibrations and parameter changes. Show the
participants these tests/information.
Practice
Let the participants do the above tests. Help them and explain what the tests are for. Operation
56186-3 and 56185-3 and 56023-3
On vehicles that for some reasons cannot manage to dry the air (e.g. extreme use of the
compressor) the recirculation value can be increased using VCADS-PRO. The parameter CUB
can be altered from standard 12% to 15%. This increases the volume of air that must flow back
through the desiccant and increases the drying capacity.
Trainer notes
Page 59 (trainer)
Diagnostics and service > Diagnostics and service. FL FE
Diagnostics and service FL/FE

Service
The APM does not require more service and maintenance than previous air driers. The desiccant
should be replaced every 80,000 km or every 12th months (which ever occurs first). There is no
indication about this in the display, e.g. like for FM/FH. There is no possibility of seeing how
many km there are remaining until it is time to change the desiccant. When it is time to change
the desiccant cartridge there are some important things to be aware of.
• The cartridge is left hand threaded. If you try to fit a new cartridge incorrectly, i.e. clockwise,
there is a risk that you will destroy the threads on the APM and the consequences will be that
the whole APM must be replaced.
• When you dismantle the old desiccant cartridge you should check that there is no oil surplus at
the outlet of the cartridge, which is located in the centre. If there is surplus oil at the outlet, the
air system must be checked for moisture and surplus oil and the APM must be changed.
• Then erase error codes and zero set the APM counter with VCADS-Pro.
If the compressed-air system needs to be topped up with compressed air and the engine cannot
be run, there is a filler nipple at the bottom of the APM for external filling (port 12).
Page 60 T041 v.1.0.02_en

Diagnostics and service > Diagnostics and service. FL FE
Key points
•Desiccant replacement 80,000 km or 12 months
•Left hand threaded
•No oil surplus at outlet, in the middle
Working procedure
Explain:
However, if there is oil surplus at the air inlet of the cartridge, i.e. at the edge, this is quite in order
and does not need any action. When replacing the desiccant cartridge and there are fault codes
these should be erased with VTT, it can also be advisable to zero set the APM moisture
calculation, otherwise it might start to regenerate as soon as the truck has reached discharge
pressure.
• Erase fault codes

• Tests with VCADS-Pro
• No spare parts for the APM
• External filling Port 12
• Erase fault codes
• Tests with VCADS-Pro
• No spare parts for the APM
• External filling Port 12
External filling: If the air system needs to charge and the engine can not be running, an external
filling nipple at the APM, port no 12 can be used. The air that is filled will go through the
desiccant and if the ignition is on there will be regeneration if the pressure goes up to the
discharge pressure (approx. 12 bar)
When driving in cold weather, at temperature below +3 degrees Celsius, a small heating element
with a thermostat, will prevent the outlet from getting blocked by ice.
Trainer notes
Page 60 (trainer)
Diagnostics and service > Diagnostics FL FE
Diagnostics FL/FE
Air feed supply problems
The fault tracing is not described in detail for FL/FE in Impact. However, it should follow the same
procedure as for FM/FH. It starts with ”Basic Data Gathering” and is followed by “Work Routine
Fault Tracing”. The fault can, as previously, be a fault with or without fault codes. If it is a fault
without fault code the symptom based method should be followed. Since there is no information
about symptom fault tracing in impact for FL/FE we have to use the method for FM/FH.
When we have fault codes, there is a fault code list in Impact, see function group 561 MID 185
AIR drier (APM), fault codes. There is also a test in VCADS-Pro, 56021 APM status, where
different tests for the APM can be performed.
Notes
T041 v.1.0.02_en Page 61

Diagnostics and service > Diagnostics FL FE
Key points
•Basic Data Gathering
•Work Routine Fault Tracing
•With or without fault codes
Working procedure
Explain:
If something is wrong with the APM and this is confirmed, the APM must be replaced as a
complete unit. There are no spare parts, except for the desiccant cartridge.
New vehicles, from 2008, are compatible with Guided diagnostics, in Volvo Tech tool, it is
therefore possible to use Guided diagnostics in some vehicles.
Using VCADS-Pro it is possible to test the APM. Following tests are available:
• APM status, showing the different phases, charging , discharging, and regeneration
• Pneumatic system, which shows the pressure in the four different circuits.
• Air drier calibration, which makes it possible to zero set the counter for the desiccant cartridge.
• Valve activation, control, which can be used to check the different solenoid valves.
Practice
Let the participants carry out the different tests in VCADS-Pro 56021 APM, status.
Trainer notes
Page 61 (trainer)
Air fittings > New air fittings for FM/FH
New air fittings for FM/FH

New air fittings will be introduced in production for FM/FH from W837
Today Volvo Trucks, Renault Trucks and Mack Trucks has 6 pneumatic fitting systems/suppliers
in current production.
The future plan is to replace these systems with a common Raufoss fitting system on all 3 truck
brands (+Bus) to achieve global commonality and less different parts
Notes
Page 62 T041 v.1.0.02_en

Key points
New air fittings for FM/FH, W837
6 different system/suppliers of air fittings
Future plan, to have Raufoss fittings on all Volvo Trucks
Working procedure
Explain:
The picture shows a housing in the middle with three different fittings around it.
The one to the right is a fitting for a pipe.
The yellow (brass) is a fitting that goes into for example an air tank
The one to the left is also a fitting for a pipe
In the right corner we can see a ECS solenoid package with new fittings.
Trainer notes
Page 62 (trainer)
From W937 todays VIPS fitting spare parts will be replace by this new Raufoss fittings and
housings at FM/FH.
One of the advantages is that it is possible to diassemble these fittings/housings without cutting
the nylon pipe.
Notes
T041 v.1.0.02_en Page 63

Key points
Advantages, able to disconnect the fittings
Two different way of disconnecting the fittings
Special sleeve tool
Circlip pliers
Working procedure
Explain:
The picture shows:To the left three different fittings,(one with a built in housing). In the middle is a
housing with possibility to connect three fittings. To the right a housing together with a brass
fitting with a plastic ring in between, a so called roto lock.
On today's vehicles FM/FH (built before W837) it is not possible to disconnect the air fittings from
the pipes without breaking the fittings. These fittings are called VIPS fittings and they have been
uses in production since the beginning of 1991( no picture here).
The new fittings built from W837 is called Raufoss fittings and with these it is possible to
disconnect the hose from the fitting without damaging the pipes/fitting.
➢ For vehicles produced with the new Raufoss fittings, replacement parts will be
available from the start of production.
➢ For older vehicles:
Replacement parts for the older VIPS fittings will be phased out from the middle of 2009
From W937, Volvo Parts warehouse will NOT supply VIPS fittings to markets or, dealers as they
will be replaced by the new Raufoss fittings and housings
There will be more information later about how to replace older air fittings with the new Raufoss
fittings
Trainer notes
Page 63 (trainer)
Special tools
Dismounting tool (sleeve). (one tool per tube size):
Possibility to disconnect the nylon hose from the fitting with Volvo special tools (sleeves). These
sleeves are available for 6, 8, 12 & 16 mm hoses.
The sleeve is used to press out the sealing ring in the new fitting, the nylon hose can then be
pulled out.
Notes
Page 64 T041 v.1.0.02_en

Key points
Different sleeve tool for different sizes of fitting
Working procedure
Explain:
The above picture shows a release tool, made of nylon.
The two other pictures show how to use the release tool (the sleeve) to disconnect the pipe from
the fitting.
➢ One of the advantages is that it is possible to disassemble these fittings without
cutting the nylon pipe.
➢ Press in the release tool and pull out the pipe.
It is also possible to disconnect a fitting from a housing is by using standard circlip pliers,
showed in next picture.
(On FL/FE there is already an air fitting system where it is possible to disconnect the hose from
the fittings but these fittings are not the same and they are called Conti tech fittings.
The future plan is to have the same fittings on all Volvo vehicles, the Raufoss fittings.)
Give out some pieces of pipes and some fittings with the correct sleeve tool and let the
participants connect and disconnect the pipe from the fitting with the special sleeve tool.
Have some different examples diameter of the pipes with fittings for these pipes to give out to the
participants so they can do some practical exercise.
Example of part numbers for fittings:
991073 for 6 mm pipe
Special tool number: 992302 for 6 mm hose
992303 for 8 mm hose
992949 for 3/8 inches hose
Trainer notes
Page 64 (trainer)
Disconnect fitting from housing

It is possible to disconnect the fitting from the housing using a circlip plier
1. Fit the plier into the lock tabs in hosing

2. Press out the lock tabs
3. Pull out the fitting
Notes
T041 v.1.0.02_en Page 65

Key points
Disconnect fittings with circlip pliers
Working procedure
Explain:
The picture shows a housing in the middle with three different fittings around it.
The picture to the right shows how to disconnect the fitting from a housing using a circlip pliers.
Give out samples of fittings with the same size of housing to the participants. Let them connect
and disconnect the fittings from the housing using a circlip pliers.
Example of part numbers of housings
991185 small size housing
991980 regular size housing
More fittings (brass)
992016 M10 small size
992017 M12 small size
991082 M12 regular size
991083 M16 regular size
Trainer notes
Page 65 (trainer)
Summary > Course summary
Course summary
The brake system is divided into three parts, the feed system, the control system and the wheel
brake system.
We know that 1 bar is the same as 100 kPa. And that 1,000 kPa is the same as 1 MPa.
Port numbering on valves

1. Is feed to a component.
2. Is feed from a component.
3. Evacuation to free air.
4. Signal from/to a component.
Air brake schematics/diagrams are found in Impact. Some are in colour and some are in black
and white. We know that the symbols are not always looking the same in diagrams. Colour
codes: Colour codes used in previous diagram and sometimes at components in the truck (tape).
Red=front brake circuit.

Blue=rear brake circuit.
Green=parking/trailer circuit.
Brown= parking circuit.
We know what the components look like in the feed system and we know where they could be
located at the truck.
Page 66 T041 v.1.0.02_en

Summary > Course summary
Key points
•Feed system
•Control system
•Wheel brake system
•1 bar=100 kPa
•Port numbering
•Air brake schematics/schedule
•Colour codes
•Component identification
Trainer notes
Page 66 (trainer)
Summary > Course summary continuation
Course summary continuation
We know that we use different compressors on our trucks. They are either one cylinder or two
cylinder compressors. We have different types of discharging valves in these compressors and
these valves need to have a pneumatics signal to discharge. This signal is coming from the air
drier.
At today's vehicles we use two different air driers. For FM/FH we use an air drier called Air drier E
(electronically controlled air drier) and for FL/FE we use an air drier called APM, (Air product
manager) which is also controlled electronically but is more sophisticated and contains more
valves and has its own control unit.
By controlling the air feed system by electric signals we can have different cut in and cut out
pressures for different situations and speeds.
We also know that there are more valves in the feed system. Like the four circuit protection valve,
pressure limiting valve, overflow valve, non return valve, safety valve.
Diagnostics and service

• FM/FH vehicles have a service reminder for when to replace the air desiccant, FL/FE does not.
• We know that fault tracing always starts with ¨Basic Data Gathering¨ and that we can recognize
a fault by either a fault code or symptom (without fault code) or with both.
• We know what help we can get from Impact when fault tracing.
• We have also looked into the most common faults that could occur at the air feed system.
T041 v.1.0.02_en Page 67

Summary > Course summary continuation
Key points
•Different compressors
•Different air drier
•Electronically controlled feed system
•Other valves in the feed system
•Service reminder for air drier E
•Fault tracing
•Common faults
Trainer notes
Page 67 (trainer)
T041 v.1.0.02_en

ENG The Air and Brake Feed System

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Service training

The Air and brake feed system

The Air and brake feed system

The feed system

Brake system overview

Air brake schematic and port numbering

Compressors and air driers

Cut in, cut out and regenerating

Cut in and cut out, and regenerating FM FH............................................................................ 37

Principles for the valves in the feed system FM FH

Diagnostics and service

Course content (overview)

1 Compressor, with air intake from engine's air filter

T041 v.1.0.02_en Page 1

Page 2 T041 v.1.0.02_en

The brake control system

The wheel brake system

T041 v.1.0.02_en Page 3

Unit for pressure is Pascal.

Page 4 T041 v.1.0.02_en

Pa, MPa, kPa, bar

100 kPa = 1 bar

T041 v.1.0.02_en Page 5

Low-pressure system FM/FH

Page 6 T041 v.1.0.02_en

13. Two way valve

T041 v.1.0.02_en Page 7

System overview of high pressure system FM/FH

Page 8 T041 v.1.0.02_en

The feed system and the control system

T041 v.1.0.02_en Page 9

High pressure system FL/FE

Page 10 T041 v.1.0.02_en

Main Brake components on a common truck (FL truck)

T041 v.1.0.02_en Page 11

Position text or the diagrams

Page 12 T041 v.1.0.02_en

8f Low pressure indicator, AT-regulator

The following electrical components are drawn in the brake diagrams

T041 v.1.0.02_en Page 13

Position text for the diagrams

Page 14 T041 v.1.0.02_en

13 Compressed air reservoir, parking brake

The following electrical components are drawn in the brake diagrams

T041 v.1.0.02_en Page 15

Schematic FM/FH high pressure system with EBS

Page 16 T041 v.1.0.02_en

These schematics are not coloured in Impact.

T041 v.1.0.02_en Page 17

Schematic FL/FE brake system (FE 4x2)

Text key for brake circuit diagram

Page 18 T041 v.1.0.02_en

11 Supply line for front brake circuit

T041 v.1.0.02_en Page 19

Example 1, air drier (air drier E)

In the bottom of the air drier there is an evacuation, port 3.

Page 20 T041 v.1.0.02_en

• Air to/feeding air, port number 1