IMPACT 4.07.

112 05/09/2021

Chassis ID Path
B 750314 5618/Description, Design and function//APM, component description

Model Identity
FH (4) 157614907

Publish date ID/Operation

15/07/2021

APM, component description

APM
APM overview with schema
Description
Air connections PBRAKE-E (parking brake electric)
Electrical connection
The air drier phases
Charging phase
Relief phase
Regeneration phase

Functions

Related information

APM
APM overview with schema
Note
Different types of air drier exist, depending on the supplier.
Early models have a swivel at port 6 (parking brake cylinder, pressure information).

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

Air connections PBRAKE-E (parking brake electric)

Type Port Connection

Output 6 (no longer used) Parking brake pressure
Input 11 Compressor inlet
Input 12 External fill-up (connected to SF)
Output 21 Front brake circuit, supply
Output 22 Rear brake circuit, supply
Output 23 Trailer brake circuit, supply

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

Output 24 Gearbox circuit, supply

Output 25 Air suspension circuit, supply
Output 26 Auxiliary circuit, supply
Output 27 Compressor control signal
Output 28.1 Parking brake cylinders, supply 1
Output 28.2 Parking brake cylinders, supply 2
29.1 Trailer control signal output
Output
(PBRAKE-E) (pressurized when parked)
29.2 Trailer control signal output
Output
(PBRAKE-E) (not pressurized when parked)
4.2 Control inlet, rear brake circuit
Input
(two positions) (anti-compound)
Exhaust 31 Exhaust, main (at the bottom)
Exhaust 32 Exhaust, parking brake relay valve (at the bottom)
Exhaust 33-38 Exhaust, secondary (at the bottom)

APM symbols description

Symbol Description
C1, C2, ......, C6 Circuit 1, Circuit 2, ......., Circuit 6
CP Central plug
CTR Desiccant cartridge
CV1, CV2 Non-return valve 1, Non-return valve 2
CVS Non-return valves serial
EAC Electronic air control
ECU Electronic control unit
EX, ESS Exhaust, Energy saving system
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

HT Heating element
MV Magnetic valve (solenoid)
PB Parking brake
PBRV Parking brake relay valve
PCD Pressure compensation device
PCV Pneumatic control valve
PL Pressure limiter
PR Pressure regulator
PS Pressure sensor
PV Protection valve (circuit)
REG Regeneration
SHV, SLV Select high valve, Select low valve
SC Spring chambers
SV Safety valve
TH Throttle

Description
Variants

Pneumatic distribution centre location

Variant symbol Variant description

Pneumatic distribution centre location, inside
PDC-IF
frame.
Pneumatic distribution centre location, inside
PDC-IFR
frame, rear.
Pneumatic distribution centre location, outside
PDC-OFF
frame, front.
Pneumatic distribution centre location, outside
PDC-OFM
frame, middle.
Pneumatic distribution centre location, outside
PDC-OFR
frame, rear.

Brake system variants

Variant symbol Variant description

BSYS-CON Brake system, conventional
BSYS-EBS Brake system, electronic

Parking brake system variants

Variant symbol Variant description

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IMPACT 4.07.112 05/09/2021

PBRAKE-E Electric parking brake

PBRAKE-P Pneumatic parking brake

Clutchable air compressor

Variant symbol Variant description

Clutchable air compressor (Enables the compressor to
CLU-AIRC operate only when needed, which reduces the fuel
consumption).
UCLUAIRC Without clutchable air compressor.

The incoming air from the compressor can contain some water, oil and pollutants. When compressed
air expands and cools down, the water in it condenses. The vehicle's pneumatic system must be
protected against internal corrosion and its piping against freezing, so the air must first be filtered
and dried. This is done using an air drier that removes excess water and oil residue.
APM
The purpose of the APM is to:
● Manage production of compressed air

● Ensure that the air is dry

● Distribute the dried air to all the pneumatic systems in the vehicle

● Protect circuits against leakage (by using the safety valves)

● Apply the parking brake.

The APM is a compact component, containing:

● Air drier components (including desiccant cartridge)

● Control unit, connected to the chassis subnet data link and to parking brake handle with LIN 12

● 4-circuit valve

● Two protection valves

● Parking brake relay valve with exhaust silencer

● Pressure limiter

● Solenoid actuator

● Compressor regulator

● Pressure sensors

● Heater resistor.

By allowing the control unit to manage the regeneration phase, air drying can be optimised, which
leads to a longer life for the desiccant cartridge (a molecular filter, which collects the water under
high pressure). This closed system cannot be overhauled, but since the number of valves, pneumatic
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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IMPACT 4.07.112 05/09/2021

and electrical connectors is reduced, the risk of leakage and electrical failure is minimised and
results in a more stable and reliable system. The APM is completely integrated into the vehicle data
link system and can thereby communicate with other control units in the electrical system.
Air drier
In the air drier the air first passes through an oil filter which collects water droplets, oil and pollution
particles; that are drained through the exhaust valve at the bottom of the air drier during the
regeneration phase. The air then flows through the desiccant cartridge, where any remaining water is
separated by means of absorption, which means that a very porous granulated desiccant (molecular
filter) collects the water under high pressure. The dry air is then distributed to the vehicle’s air system.
Note
The presence of water in the housing below the filter cartridge is completely normal. All the
water from the compressed air collects at the bottom of the housing and is blown out through
the outlet port.

Desiccant cartridge
The desiccant cartridge contains a porous granulate which absorbs and retains water, and an oil
filter that takes care of the oil residue from the compressor. To prevent the desiccant cartridge from
becoming saturated, regeneration takes place during the relief phase, which means that air from the
compressed air tanks flows in the opposite direction through the air drier and expands to
atmospheric pressure. The reduction in pressure releases water from the desiccant, which is picked
up by the air, carried out of the desiccant cartridge and drained. This process is also called
desorption. Additionally, a pop-up message and a yellow warning lamp alert the driver to stop due to
possible damage in the braking circuit when the desiccant cartridge needs replacing.
Note
The desiccant cartridge must be replaced according to the service program.

The four-circuit valve

The four-circuit valve is completely integrated into the closed system and distributes the compressed
air to the various pneumatic systems in the vehicle. The distribution is controlled by an order of
priority which ensures that the compressed air is distributed in such a way that the vehicle always
has braking power. The service brake system has the highest priority, and the parking brake system
the lowest priority. Additionally, compressed air is used by
● the air pump used for injecting diesel exhaust fluid (AdBlue®) into the exhausts to reduce
emissions (Euro6 vehicles).

● the AFI for injecting fuel into the exhaust for regeneration of the diesel particular filter.

● the air suspension.

● the gear change system.

Control unit
The APM is completely integrated into the vehicle data link system and can thereby share
information with other control units in the electrical system.
● This integration means that the APM can control air drying and optimise its production. Also, the
production and distribution of compressed air can be optimised in accordance with the vehicle's
conditions.

●
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IMPACT 4.07.112 05/09/2021

Connection via the data link also makes it possible to check the air pressure and send fault
codes to the driver. The APM can then use the codes to report everything from possible leakage
to reduced braking power or a saturated desiccant cartridge.

● The control unit manages the different phases of the air drier and can thereby optimise the
desiccant cartridge life by only regenerating when necessary.

● The control unit contains sensitive pressure sensors, which makes it extremely sensitive to
external forces and makes it impossible to overhaul.

● The control unit also regulates the heating of the air drier, which prevents fluid from freezing
inside the unit.

Different levels of pressure

To better utilise surplus energy and further optimise the build-up of pressure, the cut-in and relief
pressures are set to suit the current conditions. The APM works in the following modes.

Compressed air
Levels Vehicle speed Cut-in pressure Relief pressure
consumption
Low speed mode <35 km/h High 1,100 kPa 1,250 kPa
High-speed mode >35 km/h Low 1,100 kPa 1,200 kPa
Engine braking mode
The vehicle is being braked
by the engine, the energy
required to drive the N/A N/A 1,200 kPa 1,250 kPa
compressor is free and the
control unit allows the
pressure to build up to a
maximum.

Integrated heater
Around the pressure relief valve, there is a thermostatic controlled heating element which prevents
ice formation in cold weather. In cold conditions and vehicle mode set to pre-running or running,
APM automatically switches on the integrated heater to warm up the relief valve.
Air connections
The air connections are mainly grouped on one side of the APM. The hoses are connected to APM
using nipples with a simple locking mechanism, which allows easy installation. The nipples are easily
disconnected using a special tool. The connection for incoming air from the compressor on port 11 is
the only screw fitting. The exhaust ports are located under the APM. There are silencers on the
exhaust ports, which ensure that the noise level is kept low during regeneration and unloading.
Heating loops and regular exhausting prevent ice from building up at the exhaust ports.

Air connections PBRAKE-E (parking brake electric)

Note
Different types of air drier exist, depending on the supplier.
Early models have a swivel at port 6 (parking brake cylinder, pressure information).

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

The test nipple at port 29.2 is optional and only valid for PBRAKE-E (electric parking brake).

Air connections PBRAKE-E (parking brake electric)

Type Port Connection

Output 6 (no longer used) Parking brake pressure
Input 11 Compressor inlet
Input 12 External fill-up (connected to SF)
Output 21 Front brake circuit, supply
Output 22 Rear brake circuit, supply
Output 23 Trailer brake circuit, supply
Output 24 Gearbox circuit, supply
Output 25 Air suspension circuit, supply
Output 26 Auxiliary circuit, supply
Output 27 Compressor control signal
Output 28.1 Parking brake cylinders, supply 1
Output 28.2 Parking brake cylinders, supply 2
29.1 Trailer control signal output
Output
(PBRAKE-E) (pressurized when parked)
29.2 Trailer control signal output
Output
(PBRAKE-E) (not pressurized when parked)
4.2 Control inlet, rear brake circuit
Input
(two positions) (anti-compound)
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

Exhaust 31 Exhaust, main (at the bottom)

Exhaust 32 Exhaust, parking brake relay valve (at the bottom)
Exhaust 33-38 Exhaust, secondary (at the bottom)

Electrical connection

The electrical connection is located on the opposite side of the APM.

The air drier phases

The air drier operates with different phases to build up, retain, regenerate and rebuild pressure. The
various phases are controlled by the APM in accordance with the requirements of the vehicle, which
reduces the number of components and minimises wear.

Charging phase

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IMPACT 4.07.112 05/09/2021

A. Moist air from the compressor

B. Dried air
1 The compressor’s relief valve is closed when a request for pressure is received from the
control unit.

2 Untreated air from the compressor flows in through port 11 to the preliminary chamber of the
desiccant cartridge, which is equipped with a filter that separates the oil residue from the
compressed air.

3 The air is carried through the sides of the cartridge up to its top, and then down through a
primary filter and through the desiccant. The desiccant absorbs and collects the water from the
compressed air so that the air is dried.

4
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IMPACT 4.07.112 05/09/2021

Once the air has been dried, it arrives at the valve housing. It uses overflow valves to control
pressure prioritisation and maintains the independence of each compressed air circuit.
Pressure to one of the service brake circuits is prioritised and when there is sufficient pressure,
valves open to increase the pressure in the other circuits. Pressure limiting valves limit the
maximum pressures in the trailer and parking brake circuits.

5 The pressures in the front and rear brake supply circuits are measured by pressure sensors
PS C1 and PS C2 respectively.

Relief phase
When the pressure in the front brake circuit has reached its regulation level, the control unit begins
the relief phase by opening the relief solenoid valve (MV1), which pneumatically then opens the relief
valve. A non-return valve maintains the pressure in the system.
UCLUAIRC: Port 27 sends a pressure signal that activates the compressor unloading. Incoming air
from the compressor (port 11) is now taken directly to the exhaust port (31).
CLU-AIRC: Port 27 sends a pressure signal to the clutch, disengaging the compressor and stopping
the air flow.

Regeneration phase

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IMPACT 4.07.112 05/09/2021

A. Moist air from the desiccant cartridge

B. Dried air from the air tanks
The regeneration phase is started automatically each time the compressor unloads. The length of
the regeneration phase varies according to the amount of air that has passed through the desiccant
cartridge since the previous regeneration.
1 The amount of air is calculated by the APM based on information from the pressure sensors
and the EMS, which reports the engine speed. The APM converts the engine speed to
delivered air flow on the basis the compressor characteristics.

2 The solenoid valve, controlling the regeneration (MV2), is managed by the APM.

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
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IMPACT 4.07.112 05/09/2021

The non-return valve, which normally prevents air from the air tanks from flowing in the wrong
direction, is bypassed by the open regeneration solenoid valve. It directs dry air from the tanks
(ports 21 and 22) to flow in the other direction through the desiccant cartridge and out through
port 31.

4 A non-return valve prevents the escaping compressed air from flowing back into the air tanks.

5 The atmospheric pressure releases the water from the desiccant cartridge, which means that
water, dirt and oil follow the compressed air out through port 31.

6 A silencer dampens the noise level from the exhaust port.

The system also performs a brief regeneration when the vehicle stops, so that no pressurised air
remains in the system while the vehicle is not in use.
Note
It is perfectly normal for oil residue to be present at the exhaust port opening, and no action
needs to be taken.

Functions
The APM controls many functions, such as:
● Compressor control (cut-in/cut-off, controlled pressure levels for circuits)

● Air pressure distribution to all pneumatic circuits on the vehicle

● Leakage protection

● Air treatment (retains water, dust/particles and oil leaving compressor)

● Driver information (air gauges, parking brake indicator (P), parking brake alerts, air management,
desiccant cartridge maintenance)

● Miscellaneous info

● Parking brake management

Air distribution and circuit protection

The air distribution and circuit protection function enables the distribution of dried, purified and
pressure controlled air to each consuming circuit. Each circuit is protected against leakage and if a
leaking circuit is detected, it is isolated from the other circuits. The pressure in the remaining circuits
is always kept at a level that meets the legal requirements.
Air leakage detection
The APM monitors the activity of the air consuming units during vehicle operation. No air
consumption is indicated via the CAN bus, the APM monitors pressure variations in the air tanks and
can detect air leakage.
● When leakage reaches the first level, no message is shown in the instrument panel, but a fault
code is set internally in the APM and can be read with the diagnostic tool (Volvo Tech Tool).

● When leakage reaches the second level, a fault code is set in the APM and a pop-up message is
shown in the instrument panel.

Note
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

After a repair, "reset of air leakage value" must be executed to erase the fault code.

Air treatment
During the charging phase (compressor cut-in), dust, water and oil rejects are retained by the
cartridge. Each time the compressor is relieved, APM port 27 is pressurised, which means that the
compressor is set to atmospheric pressure, a pneumatic exhaust noise occurs and, for CLU-AIRC,
the compressor is disengaged, and a regeneration phase is set: clean air taken from air tanks is
reverse injected in the cartridge to clean it. The amount of clean air taken back is proportional to the
previous cut-in phase duration, which means that if previous cut-in phase has been long or very long,
several successive regeneration phases can occur. At engine shut-down, an exhaust of the
compressor pipe and the desiccant cartridge is done. Moreover, a final regeneration could be
launched if it is set by parameters.
Note
In extreme conditions (high air demands), a long charging phase can lead to temporary
cartridge desiccant saturation and the risk of water entering the air tanks. The cartridge
desiccant will be recovered by successive regeneration phases, but the water will remain in
the tanks.
This water must be drained from the tanks.
The APM estimate the quantity of water in the air tanks.
The level of is shown in diagnostic tool (Volvo Tech Tool) through a level indicator.
If level is below 5%, the risk is low and water in the air tanks does not exist.
If level is above 5%, the risk of finding water in the air tanks exists and they must be drained.
The check interval must be adapted to suit the risk level.
The level must be reset when cartridge desiccant is exchanged.

Air quantity
Based on four pressure sensors, the APM controls the air pressures in the front brake circuit (one
sensor), the rear brake circuit (one sensor) and the parking brake circuit (two sensors). It also
detects if the parking brake is applied. This information is used in three ways:
● The instrument panel displays the pressure in the front and rear brake circuits.

● A warning lamp indicates when the air pressure is too low.

● The parking brake indicator (P) lights when the parking brake is applied.

Anti-compound
Anti-compound prevents the simultaneous application of the service and the spring brakes.
In order to limit efforts on the brakes, the APM limits the parking brake force on the spring brake
cylinders as soon as the service brakes are applied, by using the pneumatic connection between the
service brakes on the rear axle and the APM port 4.2. When the service brakes are applied, the
pressure consequently increases in port 4.2 and compressed air is re-injected into the spring brake
cylinders to partially release the parking brake. This function is 100% pneumatically activated.
BSYS-EBS Additionally, EBS limits the pressure in the wheel brakes when parking brake is applied.
Cartridge predictive maintenance
Depending on air consumption, the APM calculates the percentage wear on the desiccant cartridge
since it was installed in the system. This percentage is weighted to check whether the high air
consumption is a temporary condition or not. The maintenance function is managed by the APM.
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

When the cartridge is exchanged, the counters (date and wearing %) must be reset, either via a
menu in the instrument panel or with the diagnostic tool (Volvo Tech Tool). When the reset is
performed, a signal is sent to the VMCU, which resets the data in the APM. If the cartridge is not
exchanged when requested, a yellow warning lamp alerts the driver to go to a workshop immediately
due to possible damage in the air system circuit.
● When the wear level reaches 92%, a fault code is set internally in the APM and can be read with
the diagnostic tool (Volvo Tech Tool).

● When the wear level reaches 100%, an alert pop-up regarding required service is shown in the
instrument panel.

● If the desiccant cartridge is not replaced, and reset not performed, when 150% wear is indicated,
a fault code is set and an alert pop-up regarding air system failure is shown in the instrument
panel together with a SERVICE symbol.

Note
The calculation of desiccant cartridge usage is performed in the APM. The calculated
percentage usage is stored both in APM and in VMCU. When the cartridge is exchanged, the
counters (date and % wearing) must be reset in both APM and in APM, either via a menu in
the instrument panel or with the diagnostic tool (Volvo Tech Tool). If the cartridge is replaced,
but without resetting the counters, the SERVICE symbol remains active. When the reset is
performed, a signal is sent to the VMCU, which resets the data in the APM.

Precondition:
● Vehicle mode pre-running or running.

Compressor control
All the compressed air used in the vehicle (for braking, suspension and auxiliaries) is produced by a
compressor linked to the engine, and stored in air tanks. The compressor control function regulates
the pneumatic pressure levels in the consuming circuits, by controlling the compressor’s charge/relief
phases. This function operates in different modes depending on the current pressure level and
vehicle status. The modes are prioritised the following way:
1 Overtake

2 Overrun

3 Low/High speed

Overtake mode
When a demand for maximum engine power is detected by the engine (for example for overtaking)
the ECM sends a signal to the APM to disengage the compressor in order to avoid unnecessary load.

Preconditions:
● Vehicle mode running.

● Vehicle speed as specified below.

● The air pressure in the braking system as specified below.

Tech data
Vehicle speed >35 km/h
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
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IMPACT 4.07.112 05/09/2021

Air pressure >1,150 kPa

Overrun mode
To take advantage of the engine brake force energy during an engine brake phase (no fuel injection),
the APM engages the compressor in order to build up the pressure in the air tanks without any extra
fuel consumption.

Preconditions:
● Vehicle mode running.

● Vehicle speed as specified below.

● The air pressure in the braking system as specified below.

Tech data
Vehicle speed >35 km/h
Air pressure <1,200 kPa

Low speed mode

As long as the vehicle speed is below a predefined value, the pressure in the air tanks is kept as
high as possible to reduce pneumatic response times, in case of, for example, a possible demand
from the air suspension system. The APM controls the dynamic cut-in/cut-off thresholds
(parameters) of the compressor according to low speed mode.

Preconditions:
● Vehicle mode running

● Vehicle speed as specified below.

Tech data
Vehicle speed <35 km/h

High speed mode

As long as the vehicle speed is above a defined value, it is not necessary to have the highest air
pressure as possible in the air tanks. To limit fuel consumption, the APM controls the dynamic cut-in
/cut-off thresholds (parameters) of the compressor corresponding to high speed mode.

Preconditions
● Vehicle mode running

● Vehicle speed as specified below.

Tech data
Vehicle speed >35 km/h

Driver information
The APM transmits information to the driver regarding:
● Front and rear brake circuits pressure levels
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
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IMPACT 4.07.112 05/09/2021

● Parking brake status

● Over usage of the compressor

● Air system leakage

● Upcoming desiccant cartridge change

● Low air pressure alert

● System failure indication

The APM monitors the pressure in the air circuits and activates pop-up messages in the instrument
panel:
● Pressure is inadequate:
A pop-up message alerts the driver to check the pressure.

● Pressure is low:
The STOP symbol is displayed along with a pop-up message alerting the driver to check the
pressure.

Engine start help

If there is sufficient pressure, the APM disengages the compressor during cranking.

Preconditions:
● Vehicle mode cranking

● Pressure is above threshold

Engine speed control

Empty air system at engine start: When the air tanks are empty, and depending on external status (e.
g. vehicle standing still, no gear engaged, no active PTO), the APM increases engine speed for
quicker air filling.
Pressure drop while the engine is running (high air consumption): When the air pressure in the air
tanks falls below the nominal working range (between compressor cut-in and cut-off) down to
predefined values, and if conditions and vehicle status allow it, the APM increases engine speed to
increase or minimise the decrease of the pressure in the air tanks.
Engine speed control adjusts the engine speed depending on the pressure level in the system and is
activated when:
● the air system is empty on engine start, or

● the pressure drops while the engine is running (high air consumption).

Preconditions
● Vehicle mode running

● Engine running

● Gearbox in neutral

● Vehicle standing still

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
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IMPACT 4.07.112 05/09/2021

● Compressor status = charging

● Enabled by parameter setting (disabled by default).

Empty air system: When the air tanks are empty, and depending on external status (e.g. vehicle is
stationary, no gear engaged, no active PTO), the APM increases engine speed for quicker air filling.
Engine start: At engine start, if the air pressure in the air tanks is lower than a pre-defined value and
if conditions and vehicle status allow it, the APM increases engine speed to quickly increase the
pressure in the air tanks.
Pressure drop while the engine is running (high air consumption): When the air pressure in the air
tanks drops below the nominal working range (between compressor cut-in and cut-off) down to
predefined values, and if conditions and vehicle status allow it, the APM increases engine speed to
increase or minimise the decrease of the pressure in the air tanks.
Fan activation request
The temperature of the air from the compressor to the APM must be limited to achieve optimal
desiccant cartridge drying performance and optimal service life of the integrated components. When
the air delivered by the compressor under certain conditions (vehicle speed, ambient temperature) is
at a high temperature level, the APM requests the cooling fan to start. The compressor discharge
line is designed to allow the cooling air flow generated by the engine cooling fan to pass through.
This function is mainly used at vehicle standstill with engine running or at very low speed (typically in
construction applications).

Preconditions:
● Vehicle mode running

Parking brake
The parking brake function comprises the following features:
● Manual activation by using the parking brake handle.

● Automatic activation at vehicle stand still and key off or remote key off or idle shut down.

● Manual release by using the parking brake handle is designed to prevent unintentional release of
the parking brake.

● Automatic release (only AMT (or where available APS) with EBS) when the vehicle takes off.

● Proportional braking as back-up, in the event of a problem with the service brake system,
activates both the spring brakes on the vehicle and the service brakes on the trailer.

On vehicle with PBRAKE-E (electrical), the APM communicates with the parking brake handle. The
handle communicates with the APM via LIN 12. There is a red LED in the parking brake handle,
indicating when the parking brake is applied.
On vehicle with PBRAKE-P (pneumatic), the APM supply the parking brake handle. The air is
drained trough APM port 4.1 via the parking brake handle, when the parking brake is applied.
Note
The trailer service brakes can either be activated or not be activated, when parked.
Port 29.1 (PBRAKE-E): Trailer control signal output (pressurized when parked)
Port 29.2 (PBRAKE-E): Trailer control signal output (not pressurized when parked)

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

Limp-home
If a fault should arise either in the electronic or in the electro-pneumatic system, the relief solenoid
valve (MV1) and the regeneration valve (MV2) are switched off. However, to protect the various air
circuits, pressure regulation is still possible. In limp-home mode, the system works in the following
sequence:
1 Increasing air pressure in the circuits as long as the pressure is insufficient and the relief valve
remains closed.

2 When the pressure increases, air from the compressor starts to open the relief valve.

3 As the pressure increases further, the pneumatically controlled relief valve opens further.

4 At the point when the pressure reaches limp home pressure, the relief valve is completely
open. Incoming air from the compressor is now led directly to the exhaust port. The non-return
valve prevents the pressure in the circuits from dropping.

Tech data
Limp home pressure 1,150 kPa

Note
In the limp-home mode there is no regeneration and the compressor relief is not controlled. As
a result the STOP lamp lights on the instrument panel.

System pressure limitation (BSYS-EBS)

If the EBS system enters back-up mode (for example loses the electronic service brake pressure
control possibility) or there is no CAN communication between the EBS and the APM, the EBS
cannot limit the air pressure. At this moment, the APM system takes over the responsibility to limit
the brake system pressure to avoid wheel brakes overload in the event of full brake pedal
application. When the EBS system is in back-up mode, the APM limits the air tank pressure level to
following:

Tech data
Air tank pressure limited by APM (EBS is in back-up mode) <1,000 kPa

Notable behaviour
In Euro6-classified vehicles, the compressor is engaged more frequently due to constant air
consumption.

Related information
For more information on the electrical architecture, refer to:
Wiring diagram
➠ Vehicle electronics overview, system description
Related functions
➠ Hand brake, function description
➠ Service braking, function description
Related systems
➠ Air supply, system description
➠ Service braking, system description
Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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IMPACT 4.07.112 05/09/2021

➠ Trailer brake, system description

➠ Wheel brake, system description
Related components
➠ Air valve, component description
➠ Compressor, component description
➠ Footbrake valve, component description
➠ Parking brake control (HCU), component description
➠ Modulators, component description
➠ Relay valve, component description
➠ Solenoid valve, 1-channel, component description
➠ Solenoid valve, 2-channel, component description
➠ Solenoid valve, 4-channel, component description
➠ Trailer brake control valve, component description
➠ Brake cylinder, component description

Copyright to this documentation belongs to the Volvo Group. No reproduction, copying, change, amendment or other similar disposal is entitled without prior written consent by
the Volvo Group
The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.

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