Electronically controlled

suspension - ECS 2
Buses
Student booklet
Foreword
This training package contains a general
description of the ECS 2 system for two
and three-axle bus variants. Articulated
buses are described using special
figures.
A description of ECS for RHD buses is
not included in this training package.
Contents
1 Introduction ........................................................ 3
2 System components ......................................... 4
3 Two-axle system, pneumatic ............................. 5
4 Two-axle system, electric .................................. 6
5 Electronic control unit ........................................ 7
6 Communication, J1939 and J1708 .................... 8
7 Level sensor locations ....................................... 9
8 Level sensor .................................................... 10
9 ECS, Startup .................................................... 11
10 System description, normal height .................. 12
11 System description, ferry lift ............................ 13
12 System description, low level .......................... 14
13 System description, kneeling ........................... 15
14 Three-axle system, articulated bus ................. 17
15 Three-axle system, tag axle ............................ 18
16 System description, kneeling tag axle ............. 19
17 System description, drive axle pressure
increase ........................................................... 20
18 System description, level control when
cornering .......................................................... 21
19 Diagnosis and programming ........................... 22
1 Introduction
ECS 2 - Electronically controlled suspension, version 2
The ECS system on this 2-axle bus comprises a control unit (MID 150), two solenoid valve
blocks and four sensors. If the bus is equipped with ESP (Electronic Stability Program), there
will be a further three bellows pressure sensors. The front axle bellows have only one common
sensor, while the drive axle has a sensor for each bellows.
ECS 2 is fully integrated in the BEA system, which means that its control unit can exchange
information with the other control units in the bus. Other advantages are that diagnostics and
fault codes can be read on the BIC (Bus Instrument Cluster) or with the VCADS-pro
diagnostic tool. All programming of the ECS 2 is done with VCADS-pro via the 16-pin
datalink connector in the bus.
The system is controlled from the levelling control and kneeling switch on the dashboard.
Whenever a function is activated, the white information lamp will come on and a symbol will
be shown on the bus display. Warning signals from the system are shown with yellow or red
central warning lamps on the dashboard and with symbols on the display.
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 1 2

4 5

21 1 3
22
1 21 22

2 System components
Two front level sensors (1) and two rear level sensors (2) read off the height of the bus
continuously.
Each of the level sensors sends signals in turn to the control unit (3), which receives all the
information.
The task of the control unit is now to compare the level sensor values with the ones
programmed in the control unit.
When a difference is registered between the level values programmed in the control unit and
the level for various changes in load, the control unit will compensate for the difference by
operating the solenoid valve block (4 and 5), which supplies or releases compressed air as
necessary from the suspension bellows in question (2). When the values stored in the control
unit agree with the ones from the level sensor, i.e. when the control unit detects that the bus is
at its normal height, it is up to the system to maintain this height and monitor any changes in
the bellows height.
This means that the bus is always at a constant ride height.
The system checks its own operation and if a fault is registered, the driver is made aware of it
by the control unit (3) sending data to the dashboard display.
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 74a

74 73
73a 73a
77a
77a
77b 71 75 75a
5 33 33

77a
73a 73a
74 73

74a

3 Two-axle system, pneumatic

5 Compressed-air tank 74 Level sensor, front axle
33 Silencer 74a Level sensor, drive axle
71 Overflow valve 75 Solenoid valve block, front axle
73 Compressed air bellows, front axle 75a Solenoid valve block, drive axle
73a Compressed air bellows, drive axle 77a Bellows pressure sensor (only on buses equipped with ESP).
77b Pressure sensor

This illustration shows the pneumatic components included in a two-axle system.

The system is supplied from the compressed air tank 5 via overflow valve 71, which
prioritises brake pressure before bellows pressure. This pressure is monitored by the low
pressure sensor 77b. The compressed air continues to the front 75 and rear 75a solenoid
valve blocks.
The valves on the solenoid valve blocks regulate the bellows height in such a way that
compressed air is fed through the inlet or is ventilated through the silencers 33.
The level sensors for the front axle 73 and drive axle 73a monitor the bellows height. If the bus
is equipped with ESP (Electronic Stability Program) a further three pressure sensors 77a are
included.
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 A B STOP

i
Low Air Pressure 3 Bar

E A 1L 11:45
AM
12345 km

74a

74 73
73a 73a
77a
77a
77b 71 75 75a
5 33 33
3/5

AM
11:45
12345 km

77a
5H
33.0
2

73a 73a
Time/Distance
230.0

74 73
1

CC
E
km

50 74a

4 Two-axle system, electric

5 Compressed-air tank 74 Level sensor, front axle
33 Silencer 74a Level sensor, drive axle
50 ECS control unit 75 Solenoid valve, front axle
71 Overflow valve 75a Solenoid valve block, drive axle
73 Compressed air bellows, front axle 77a Bellows pressure sensor (only on buses equipped with ESP).
73a Compressed air bellows, drive axle 77b Low pressure sensor

This is how the electronic suspension system works:

System is controlled from the driver’s station using a switch for kneeling (A) and a switch for
level control (B). The control unit (50) receives signals from the driver’s station and transmits
signals to the solenoid valve blocks (75) and (75a). The valves inside the blocks are activated
and fill or empty the air bellows (73). The pressure sensor (77b) activate the control unit (50)
when the air pressure drops below a certain level. If the pressure is too low, the yellow warning
lamp will come on, a symbol will be shown on the display and the current air pressure will be
shown. The four level sensors (74) continually sense the height of the bus and send the current
voltage to the control unit. This voltage is used by the ECS control unit to calculate the bellows
height of the bus. The bellows pressure sensors (77a) detect the actual bellows pressure
(buses with ESP only). Once emptying/filling is finished and the bus has attained the correct
bellows height, the control unit will close the activated solenoid valves.
The compressed air tank (5) is filled continuously via the bus compressed air system. The
tank supplies compressed air to the air suspension via an overflow valve (71), which is used
to prioritise brake pressure before bellows pressure, and past a low pressure indicator (77b).
A silencer (33) has been fitted to each solenoid valve block to reduce the noise level when the
bus is lowered.
A white information lamp/display will indicate continuously while an air suspension function is
active.
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 +5.0 V ECU
0.0 V

+1V
2.5 _
Analogue Sender Voltage +24 V
Inputs from Voltage Supply Supply
Chassis Height
Senders

Pressure Sensor
Kneeling
Up to 6 Microprocessor and J1939
Kneeling Digital Inputs Memories
Levelling from Switches (RAM, EPROM, EEPROM) J1705
Auxiliary

Power Stages for

Solenoid Valves
and Lamps

5 Electronic control unit

As mentioned earlier, the ECS control unit communicates on the J1708 and J1939 CAN links
and can therefore receive all the information in the BEA 2 system.
The control unit mainly contains the following:
Interface for communication on CAN links.
The microprocessor that is the brain of the control unit processes all the incoming information
and uses it to perform the requested commands.
A/D-D/A converters to change the signal from analogue to digital and vice versa.
A Flash.
EEPROM (Electrical Erasable Programmable Read Only Memory) used as a memory for
parameters and fault codes.
EPROM used only as software memory so that the software remains even when the power is
cut.
RAM (Random Access Memory) is a fast internal memory where input data is handled
temporarily and is only accessible while the control unit is powered up.
- Input signals:
Voltage supply, level sensor signals, solenoid valves status, switches for drive axle pressure
normal position, raising-lowering-normal level and kneeling plus external switches
(bodybuilder).
- Output signals:
Supply to level sensors, control lamps, solenoid valve block, display, drive axle pressure
increases/decrease (only buses with tag axle), kneeling and raising/lowering.

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 STOP

i
50
Time/Distance 3/5
1 2
km 230.0 33.0

E A 5H 11:45
AM
CC 12345 km

74a

74 73
73a 73a
77a
77a
77b 71 75 75a
5 33 33

77a
73a 73a
74 73

74a

6 Communication, J1939 and J1708

The following signals are used by the ECS control unit via CAN J1939:
Vehicle speed
Footbrake
Parking brake
Engine running
Retarder torque
The following signals are output from the ECS control unit J1939:
Tag axle position (only buses with tag axle)
Level sensors
Bellows pressure (only buses with ESP)
The following signals are used by the ECS control unit via CAN J1708:
Primary tank pressure
Parking brake
Vehicle speed
Cruise control status
J1708 is also used as a backup for J1939.
All programming diagnostics and parameters substitutions are done with VCADS-pro via
J1708.
The following signals are output from the ECS control unit via J1708:
Information to bus display
Fault codes
All control lamps for ECS

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7 Level sensor locations
On the rear axle, the level sensors are located just in front of the front air bellows.
Each of the four level sensors (six on articulated buses) contain a potentiometer.
A lever acts on the potentiometer via a control rod linked to the respective axle.
The air suspension system is used to ensure that the bus maintains its normal height.
When the distance between the chassis and the axle changes, the level sensor will detect this
and send information to the control unit.
The illustration also shows the holes were the sensor is fixed in normal height position. The
level sensors should indicate 2.5 volts in this position
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 3.3 V
Max. + 80 mm

0 mm 2.5 V

Min. - 80 mm

1.7 V

8 Level sensor
The part of the housing where the rotating slip contact is mounted can be seen on the right.
The control rod is mounted on the pivot shaft.
On the left is the white plate with two circular contacts.
The level sensor is supplied with 5.0 volts at a point on the outer contact.
Half a turn from there, the voltage is zero.
The slip contact acts as a bridge between the contact surfaces and its position corresponds
to a certain voltage.
The output voltage from the level sensor will be about 2.5 volts in normal position.
An output signal is then sent to the control unit from the inner contact.
The level sensor function can be explained with this principle diagram.
The position of the level sensor during normal driving is shown in the middle.
In principle, the bellows height differs 0 mm from the normal height, which corresponds to
about 2.5 volts in the output signal from the sensor.
The maximum bellows high when “Raising” at the top. The bellows height is approximately 80
millimetres higher than normal height. The output signal changes here to approximately 3.3
volts.
The lower sensor shows the position for minimum bellows height when “Lowering” or
“Kneeling”.
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 +30
+15
1
A16 A17
A25
2
3
B914
A11
F26 F1 1
2
A24
3
B915
K3 1

A26 2
3
B29
1
B12 A28 2
3
B30
B2
B5
A8 1
2 4
Y40
B4 A3
3
A6

B10 1
2 4 Y25
A4
3
A5
B3 S915
1
B22 A1 2
3
A15
B1
B11
STOP
B14
i B13

Low Air Pressure 3 Bar A17 K BB3:4

C2
C1
C4
C5

E N N1 11:45
AM A03
A17
12345 km A18

9 ECS, Startup
A16 ECS control unit B914/15 Level sensor, front axle S915 Kneeling switch
A17 Vehicle control unit B29/30 Level sensor, drive axle Y25 Solenoid valve block, drive axle
A03 Display K3 Relay Y40 Solenoid valve block, front axle

When the starter key energises the +15 line, fuse F26 in the fuse box will be activated to apply
a voltage on pin B4 on the ECS control unit (A16), which makes the control unit go into
standby mode. When the engine is started, the pressure in the ECS system is sufficiently high
and the handbrake has been released (or the ECS control is pressed), pin B5 on the control
unit will be activated, which activates relay K3 and thereby energises the control unit via pins
B2 and B12 via fuse F1.
The system now performs a self test and the white information lamp will come on. As long as
the system is working correctly, the lamp will go out after about two seconds.
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 21 21

1 1

42 43
22 3 3 22

10 System description, normal height

The chassis has a front and rear solenoid valve block. The front axle solenoid valve block has
four solenoid valves and the drive axle three. The reason for the front axle solenoid valve block
having four solenoid valves is that the front axle bellows joined by a restricted hole, which
would otherwise mean that it would take too long to charge/release the pressure.
The drive axle solenoid valve block adjusts the bellows height on individual wheels, while the
front axle solenoid valve block only adjusts up or down.
The system keeps the bus at a constant height when the ESC switch is in middle position.
The illustration shows the position of the solenoid valves for normal height. Note that in this
position none of the solenoid valves are activated.
If, for example, the bus is loaded more on the right-hand drive wheel side and the control unit
receives information 2 volts instead of 2.5 volts from the level sensor for the right-hand drive
wheel, this information will reach the control unit on pin A26.
The control unit then energises the following solenoid valves in the rear solenoid valve block:
Through pin A3 solenoid valve 41, which opens for filling, and through pin A5, which opens
solenoid valve 43 for filling to the right-hand drive wheel.
As the pressure in the bellows increases, the height of the body over the right-hand drive
wheel of the bus will increase until the level sensor again shows 2.5 volts, whereby the
solenoid valves 42 and 43 will close again as described earlier.
A level adjustment has now been made.
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 21 21

1 1

43 42a 42 41 41 42 43
22 3 3 22

21 21

1 1

43 42a 42 41 41 42 43
22 3 3 22

11 System description, ferry lift

This mode is useful when the bus must be made higher, e.g. when driving up a ferry ramp.
The top part of the level control button is pressed in and pin A2 on the control unit is grounded.
Control unit pin A8 activates valve 41 in the front valve block and B10 valve 41 in the rear
(three on articulated buses) and opens the inlet for compressed air (1).
Pin A3 activates valves 42 and 42a in the front valve block, which opens the channels for filling
the front air bellows (21) and (22).
Pin A5 activates valve 43 in the rear block and the bellows (21) are jointly filled.
Pin A4 activates valve 42 in the rear block and the bellows (22) are jointly filled.
When the bus attains the desired height, each of the level sensors will inform the control unit to
turn off the filling of the air bellows in question.
The two valves 42 and 42a close at the same time to cease filling both front air bellows.
They are linked through an air passage so that equalisation can take place.
There is also a restriction between the front bellows. It should be remembered though, that it
can take up to five minutes before the pressure has been equalised.
To return from raised position to normal level, press in the bottom part of the level control
button half way. The switch will stay in normal position, cutting the ground connection on pin
A2.
If the bus is driven faster than 30 km/h in raised position, the yellow warning lamp will come on
and a buzzer will sound.
A symbol on the dashboard will come on together with the information lamp while level control
is active.

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 21 21

1 1

43 42a 42 41 41 42 43
22 3 3 22

21 21

1 1

43 42a 42 41 41 42 43
22 3 3 22

12 System description, low level

This function can be useful when driving the bus under a low bridge for example.
The bottom part of the level control button is pressed in and pin A16 on the control unit is
grounded.
Pin A6 activates valve 43 and A3 valves 42 and 42a, which opens the passages for
evacuation of the front air bellows through valve 41.
Pin A5 activates valve 43 in the rear block and the bellows (21) are evacuated through valve
41.
Pin A4 activates valve 42 in the rear block and the bellows (22) are evacuated through valve
41.
To return from low level to normal level, press in the top part of the level control button half way
to cut the ground connection to pin A16.
If the bus is driven faster than 5 km/h at low level, the yellow warning lamp will come on in
place of the white information lamp and a buzzer will sound.
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 21 21
35 35
34 21
3 22
4 4

1 1

43 42a 42 41 41 42 43
22 3 3 22
21
35
4
3
34
22

21 21
35 35
34 21
3 22
4 4

1 1

43 42a 42 41 41 42 43
22 3 3 22

13 System description, kneeling

The kneeling function differs depending on the bus specification. Some buses kneel along the
whole right-hand side and others only at the front right corner.
Kneeling at right corner:
Press in the bottom part of the spring-loaded kneeling button and pin A15 on the control unit
will be grounded.
The control unit now sends signals as follows:
Valves 42 and 42a in the front valve block is activated, which opens for evacuation at the front.
Valve 43 in the front block is activated simultaneously so that the left-hand bellow (22) is
blocked for evacuation.
For kneeling along the whole side, signals are also sent to valve 43 in the rear block so that
the rear right bellows (21) is evacuated.
Once the bus has been lowered to the desired height, evacuation will cease at the optimum
height for boarding.
Kneeling can be stopped before the bus reaches its lowest position. Just release the button,
which is spring loaded. Kneeling will continue if the button is pressed one more time. If the
bus has been lowered more then 80%, kneeling will continue to 100%.
Kneeling will continue until 1,5 Bars pressure remains in the right bellows.
Press the top part of the button in order to return to normal level.
The control unit will now activate valve 41 in the front block, which prepare for filling. Valve 42
and 42a is activated simultaneously which leads to filling of the right front bellow.
If kneeling of the whole side has been activated, valve 41 in the rear block will be activated for
filling and simultaneously activate valve 43, which leads to filling of the right rear bellows.
The bus will now return to normal height and all the valves will be deactivated.
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A white information lamp will come on and a symbol will be displayed while kneeling.
If the bus is equipped with door-brake, it will be applied as long as the kneeling function is
active.
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18 System description, level control when cornering
In earlier ECS systems, there was a delay of 20 seconds before level control was activated,
for example when cornering.
In ECS2, this function has been discontinued so that height regulation is activated as soon as
the difference of level identified by the system is big enough.
The system allows a difference in bellows height of approximately 50 millimetres but as soon
as this has been attained, there will be an adjustment in height depending on the values
programmed in the control unit.
If the system finds itself in a situation where the bus is being regulated up and down without
any external forces, the software has a filter that can remove these signals in case of
repeated height adjustments.
The system does not regulate during braking either.
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19 Diagnosis and programming
As mentioned earlier, it is now possible to read fault codes on the bus display or with
VCADS-pro.
The following operations are currently in VCADS-pro:
Tests,
72885-2 Air suspension control unit input/output signals, test
72880-8 Bogie switch, test
72873-8 External signals to ECS, test
72875-8 Pressure sensor, test
72876-8 Level sensor, test
72877-8 Solenoid valves, test
Calibration:
72881-7 Level sensor, calibration
Programming:
72886-2 MID150 Control unit, campaign
72888-2 MID 150 Control unit, programming
Bellows height adjustment is carried out with VCADS-pro in a similar manner as on earlier
variants but it is now easier to grasp and more logical.
Bellows height adjustment is now performed in two stages:
72876-8 Level sensor, test
72881-7 Level sensor, calibration

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© Copyright 2004.09 Volvo Bus Corporation

GT2700003eng