The Volvo FH is a heavy truck range manufactured by the Swedish company Volvo Trucks . It was originally introduced in late 1993 as the FH12 and FH16. FH stands for F orward control H igh entry, where numbers denominate engine capacity in litres. The FH range is one of the most successful truck series ever having sold more than 400,000 units worldwide.
105-501: In September 2012, Volvo Trucks re-launched the Volvo FH with significant technology upgrades. On September 1, 1993, Volvo unveiled its replacement for the F cabover series in production for almost 15 years. The development of FH in what it appeared to be a clean sheet of paper design took seven years. The development of the all-new design 12-litre engine with its overhead camshaft and electronic unit injectors technology placed Volvo among
210-563: A 0 V rail running along the bus to maintain a high degree of voltage association between the nodes. Also, in the de facto mechanical configuration mentioned above, a supply rail is included to distribute power to each of the transceiver nodes. The design provides a common supply for all the transceivers. The actual voltage to be applied by the bus and which nodes apply to it are application-specific and not formally specified. Common practice node design provides each node with transceivers that are optically isolated from their node host and derive
315-526: A 1 data bit encodes a recessive state, supporting a wired-AND convention, which gives nodes with lower ID numbers priority on the bus. ISO 11898-2 , also called high-speed CAN (bit speeds up to 1 Mbit/s on CAN, 5 Mbit/s on CAN-FD), uses a linear bus terminated at each end with a 120 Ω resistor. High-speed CAN signaling drives the CANH wire towards 3.5 V and the CANL wire towards 1.5 V when any device
420-583: A 120 Ω resistor at each end of a linear bus. Low-speed CAN uses resistors at each node. Other types of terminations may be used such as the Terminating Bias Circuit defined in ISO11783 . A terminating bias circuit provides power and ground in addition to the CAN signaling on a four-wire cable. This provides automatic electrical bias and termination at each end of each bus segment . An ISO11783 network
525-428: A 1980s US conventional, the result of such a crash was: Frame, front axle and wheels would go under the truck in front, while the motor got pushed into the cab (which was very small in a 1980s conventional). Both conventionals and cabovers need structural protection against rollovers, and special protection against massive objects at the height of another truck body. The survival space should be able to move backward on
630-714: A 29-bit identifier. The longer identifier in CAN 2.0B allows for a greater number of unique message identifiers, which is beneficial in complex systems with many nodes and data types. However, this increase in unique message identifiers also increases frame length, which in turn reduces the maximum data rate. Additionally, the extended identifier provides finer control over message prioritization due to more available identifier values. This, however, may introduce compatibility issues; CAN 2.0B devices can generally communicate with CAN 2.0A devices, but not vice versa, due to potential errors in handling longer identifiers. High-speed CAN 2.0 supports bit rates from 40 kbit/s to 1 Mbit/s and
735-441: A 5 V linearly regulated supply voltage for the transceivers from the universal supply rail provided by the bus. This usually allows operating margin on the supply rail sufficient to allow interoperability across many node types. Typical values of supply voltage on such networks are 7 to 30 V. However, the lack of a formal standard means that system designers are responsible for supply rail compatibility. ISO 11898 -2 describes
840-425: A COE, provide a level of 60–65 dB(A) . Because of their flat front design, early COE semi-trucks had significantly worse aerodynamics than conventional tractors. Modern cab-over designs, in both semi-trucks and light- and medium-duty models, have improved aerodynamics significantly over early models, but often still have higher drag coefficients than their modern conventional-design counterparts. Although
945-498: A Swedish standard, and was adopted by the European Community in simplified form as ECE R-29 in 1974. During the early 1980s, the safest place for a truck driver was a European truck, usually a cabover. Motor placement before or under the cab does not have much influence on the results of rollovers. Behind the danger of a rollover, heavy truck on heavy truck crashes are the second most relevant reason for occupant casualties. With
1050-558: A decline in sales to less than 1000 units worldwide, with European sales declining by 50% and sales in South America by 90%, within one decade. In addition, Asian regulations are typically stricter, and the relatively shorter journey distances allow trucks to forgo sleepers to save even more length. Cabover trucks are widely used in the United States for refuse collection , terminal tractors , and other vocational applications requiring
1155-518: A factor of up to ten or more of the arbitration bit rate. Message IDs must be unique on a single CAN bus, otherwise two nodes would continue transmission beyond the end of the arbitration field (ID) causing an error. In the early 1990s, the choice of IDs for messages was done simply on the basis of identifying the type of data and the sending node; however, as the ID is also used as the message priority, this led to poor real-time performance. In those scenarios,
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#17331067750841260-481: A faster bit rate after the arbitration is decided. CAN FD is compatible with existing CAN 2.0 networks so new CAN FD devices can coexist on the same network with existing CAN devices, using the same CAN 2.0 communication parameters. As of 2018 , Bosch was active in extending CAN standards. The CAN bus is one of five protocols used in the on-board diagnostics (OBD)-II vehicle diagnostics standard. The OBD-II standard has been mandatory for all cars and light trucks sold in
1365-411: A flexible data field size, increasing the maximum size from 8 bytes to 64 bytes. This flexibility allows for more efficient data transmission by reducing the number of frames needed for large data transfers, which is beneficial for applications like high-resolution sensor data or software updates. CAN FD maintains backward compatibility with CAN 2.0 devices by using the same frame format as CAN 2.0B, with
1470-439: A hard synchronization on the first recessive to dominant transition after a period of bus idle (the start bit). Resynchronization occurs on every recessive to dominant transition during the frame. The CAN controller expects the transition to occur at a multiple of the nominal bit time. If the transition does not occur at the exact time the controller expects it, the controller adjusts the nominal bit time accordingly. The adjustment
1575-630: A level of comfort still appreciated today. There were two models, FH12 and FH16 which shared common cabs and chassis. The FH12 won " Truck of the year " award in 1994. The 16-litre engine, gearboxes, and the driveline were carried over from the previous generation, albeit with improvements and additional features including all-new Volvo engine management and its diagnostics for the D12A engine. The cab produced at Umeå from hot-dip galvanized, high tensile steel allowed for greater strength at thinner panels and box sections while reducing overall weight. The new FH cab
1680-481: A logical 1 is being transmitted by one or more nodes, then a logical 0 is seen by all nodes including the node(s) transmitting the logical 1. When a node transmits a logical 1 but sees a logical 0, it realizes that there is a contention and it quits transmitting. By using this process, any node that transmits a logical 1, when another node transmits a logical 0, loses the arbitration and drops out. A node that loses arbitration re-queues its message for later transmission and
1785-405: A lossless bitwise arbitration method of contention resolution. This arbitration method requires all nodes on the CAN network to be synchronized to sample every bit on the CAN network at the same time. This is why some call CAN synchronous. Unfortunately the term synchronous is imprecise since the data is transmitted in an asynchronous format, namely without a clock signal. The CAN specifications use
1890-501: A low CAN bus use of around 30% was commonly required to ensure that all messages would meet their deadlines. However, if IDs are instead determined based on the deadline of the message, the lower the numerical ID and hence the higher the message priority, then bus use of 70 to 80% can typically be achieved before any message deadlines are missed. All nodes on the CAN network must operate at the same nominal bit rate, but noise, phase shifts, oscillator tolerance and oscillator drift mean that
1995-413: A node's male connector and the bus draws power from the node's female connector. This follows the electrical engineering convention that power sources are terminated at female connectors. Adoption of this standard avoids the need to fabricate custom splitters to connect two sets of bus wires to a single D connector at each node. Such nonstandard (custom) wire harnesses (splitters) that join conductors outside
2100-400: A number of safety features were also improved like advanced radar-controlled cruise control, Driver Alert System (DAS) which keeps a tab on the driver's time behind the wheel with ongoing monitoring of the driver's responses, Lane Keeping Support (LKS) which alerts the driver when crossing over the lines and Lane Change Support (LCS) system responsible for alerting the driver when another vehicle
2205-414: A physically conventional two-wire bus . The wires are a twisted pair with a 120 Ω (nominal) characteristic impedance . This bus uses differential wired-AND signals. Two signals, CAN high (CANH) and CAN low (CANL) are either driven to a "dominant" state with CANH > CANL, or not driven and pulled by passive resistors to a "recessive" state with CANH ≤ CANL. A 0 data bit encodes a dominant state, while
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#17331067750842310-421: A receiving node that was synchronized to a node that lost arbitration to resynchronize to the node which won arbitration. The CAN protocol, like many networking protocols, can be decomposed into the following abstraction layers : Most of the CAN standard applies to the transfer layer. The transfer layer receives messages from the physical layer and transmits those messages to the object layer. The transfer layer
2415-496: A set of allowed CAN transceivers in combination with requirements on the parasitic capacitance on the line. The allowed parasitic capacitance includes both capacitors as well as ESD protection (ESD against ISO 7637-3). In addition to parasitic capacitance, 12V and 24V systems do not have the same requirements in terms of line maximum voltage. Indeed, during jump start events light vehicle lines can go up to 24V while truck systems can go as high as 36V. New solutions are emerging, allowing
2520-468: A tight turning radius or frequent ingress/egress by the driver. Autocar , the oldest surviving motor vehicle manufacturer in America, produces primarily cabover trucks. Although cabover trucks were popular among U.S. heavy truckers and trucking companies during the 1970s because of strict length laws in many states, when those length laws were repealed, most heavy-truck makers moved to other body styles. One of
2625-461: A tilting cab, with the last non-tilting cabs produced well into 1983. Truck occupant safety depends on survival space within the cab, with " rollover " being the most significant heavy truck accident causing occupant casualties. In the 1950s, when many truck cabs were still wooden structures, knowledge about the most common accidents was already established, and led to the first mechanized truck cab crash test in 1959, performed by Volvo. The test became
2730-411: Is a body style of truck , bus , or van that has a vertical front, "flat face" or a semi-hood , with the cab of the truck sitting above (or forward of) the front axle . This contrasts with a conventional truck where the engine is mounted in front of the driver. This truck configuration is currently common among European and Asian truck manufacturers. European regulations set restrictions for both
2835-439: Is a major application domain). Two or more nodes are required on the CAN bus to communicate. A node may interface to devices from simple digital logic e.g. PLD , via FPGA up to an embedded computer running extensive software. Such a computer may also be a gateway allowing a general-purpose computer (like a laptop) to communicate over a USB or Ethernet port to the devices on a CAN bus. All nodes are connected to each other through
2940-418: Is above the front axle . In the 1970s, COEs used to be noisier, because the engine is directly below. This was an important consideration back then: Interior noise in the cab was between 80 and 90 dB(A) , creating an unhealthy work environment . As of 2017 , US long-distance trucks provide an interior noise level of 60–70 dB(A) at highway speed, while European long-distance trucks, all built as
3045-455: Is accomplished by dividing each bit into a number of time slices called quanta, and assigning some number of quanta to each of the four segments within the bit: synchronization, propagation, phase segment 1 and phase segment 2. The number of quanta the bit is divided into can vary by controller, and the number of quanta assigned to each segment can be varied depending on bit rate and network conditions. A transition that occurs before or after it
3150-497: Is commonly called CAN 2.0A, and a CAN device that uses 29-bit identifiers is commonly called CAN 2.0B. These standards are freely available from Bosch along with other specifications and white papers . In 1993, the International Organization for Standardization (ISO) released CAN standard ISO 11898, which was later restructured into two parts: ISO 11898-1 which covers the data link layer , and ISO 11898-2 which covers
3255-407: Is designed for hot plug-in and removal of bus segments and ECUs. Each node requires a Each node is able to send and receive messages, but not simultaneously. A message or Frame consists primarily of the ID (identifier), which represents the priority of the message, and up to eight data bytes. A CRC, acknowledge slot [ACK] and other overhead are also part of the message. The improved CAN FD extends
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3360-645: Is enhanced by differential signaling , which mitigates electrical noise. Common versions of the CAN protocol include CAN 2.0, CAN FD , and CAN XL which vary in their data rate capabilities and maximum data payload sizes. Development of the CAN bus started in 1983 at Robert Bosch GmbH . The protocol was officially released in 1986 at the Society of Automotive Engineers (SAE) conference in Detroit , Michigan . The first CAN controller chips were introduced by Intel in 1987, and shortly thereafter by Philips . Released in 1991,
3465-483: Is essential. A subsystem may need to control actuators or receive feedback from sensors. The CAN standard was devised to fill this need. One key advantage is that interconnection between different vehicle systems can allow a wide range of safety, economy and convenience features to be implemented using software alone - functionality which would add cost and complexity if such features were hard wired using traditional automotive electrics. Examples include: In recent years,
3570-485: Is exactly balanced by current in the opposite direction in the other signal provides an independent, stable 0 V reference for the receivers. Best practice determines that CAN bus balanced pair signals be carried in twisted pair wires in a shielded cable to minimize RF emission and reduce interference susceptibility in the already noisy RF environment of an automobile. ISO 11898 -2 provides some immunity to common mode voltage between transmitter and receiver by having
3675-448: Is expected causes the controller to calculate the time difference and lengthen phase segment 1 or shorten phase segment 2 by this time. This effectively adjusts the timing of the receiver to the transmitter to synchronize them. This resynchronization process is done continuously at every recessive to dominant transition to ensure the transmitter and receiver stay in sync. Continuously resynchronizing reduces errors induced by noise, and allows
3780-445: Is in the "blind spot" when attempting to change lanes. In 2011 the new 750 hp version of the D16 was presented to the market. This engine will be delivered to customers around the new year 2012, celebrating 25 years of Volvo 16-litre truck engines. In September 2012, Volvo Trucks re-launched the Volvo FH with major technology upgrades, a new design, and more. The company also introduced
3885-409: Is no delay to the higher-priority message, and the node transmitting the lower-priority message automatically attempts to re-transmit six-bit clocks after the end of the dominant message. This makes CAN very suitable as a real-time prioritized communications system. The exact voltages for a logical 0 or 1 depend on the physical layer used, but the basic principle of CAN requires that each node listen to
3990-494: Is only available for FH series. In August 2008, Volvo launched an upgrade to the FH series with the main emphasis on driver comfort and usability, among features listed are windscreen wipers controlled by a rain sensor, cornering lights for better visibility when turning, powerful audio system with USB aux and MP3 inputs as well as a swiveling passenger seat . Completely redesigned grill, steps, sun visor, and headlamps combination were
4095-447: Is responsible for bit timing and synchronization, message framing, arbitration, acknowledgment, error detection and signaling, and fault confinement. It performs: CAN bus ( ISO 11898 -1:2003) originally specified the link layer protocol with only abstract requirements for the physical layer, e.g., asserting the use of a medium with multiple-access at the bit level through the use of dominant and recessive states. The electrical aspects of
4200-401: Is the basis for higher-layer protocols. In contrast, low-speed CAN 2.0 supports bit rates from 40 kbit/s to 125 kbit/s and offers fault tolerance by allowing communication to continue despite a fault in one of the two wires, with each node maintaining its own termination. CAN FD (Flexible Data-Rate), standardized as ISO 11898-1, was developed by Bosch and released in 2012 to meet
4305-462: Is transmitted by driving CANH towards the device power supply voltage (5 V or 3.3 V), and CANL towards 0 V when transmitting a dominant (0), while the termination resistors pull the bus to a recessive state with CANH at 0 V and CANL at 5 V. This allows a simpler receiver that just considers the sign of CANH−CANL. Both wires must be able to handle −27 to +40 V without damage. With both high-speed and low-speed CAN,
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4410-460: Is transmitting a dominant (0), while if no device is transmitting a dominant, the terminating resistors passively return the two wires to the recessive (1) state with a nominal differential voltage of 0 V. (Receivers consider any differential voltage of less than 0.5 V to be recessive.) The dominant differential voltage is a nominal 2 V. The dominant common mode voltage (CANH+CANL)/2 must be within 1.5 to 3.5 V of common, while
4515-534: Is used for mission-critical rapid communication among ECUs and J1587/1808 is used for diagnostic and programming links as well as "slow" communication e.g. for backup purposes. The new instrument cluster included an LCD panel to show information or diagnostic messages from the systems broadcast via the J1708 data link. The original D12A engine was considered as a rather conservatively power rated and expectations of higher power output from such an engine design were always at
4620-412: Is used to eliminate extra valve clearance thus this action forces the follower against secondary lobes and unseating exhaust valves temporarily to achieve so-called compression bleeding as employed by similar systems from Jacobs, Cummins and Mack however Volvo system has an extra cam lobe thus giving two openings of the exhaust valves and is designed to work in conjunction with an exhaust brake so two of
4725-642: The Kenworth and Peterbilt brands) still manufactures traditional cab over engine designs for the Australian and South African markets where length restrictions still make them advantageous. In Australia , both American (cab over axle) and European/Japanese/Chinese ( cab forward of axle) types, as well as the conventional type are common. Cab over engine types dominate urban and light duty use, with conventional trucks predominating in remote and off-road areas. Both types are common for highway use. The first truck in
4830-608: The LIN bus (Local Interconnect Network) standard has been introduced to complement CAN for non-critical subsystems such as air-conditioning and infotainment, where data transmission speed and reliability are less critical. Due to its legacy, CAN 2.0 is the most widely used protocol with a maximum payload size of eight bytes and a typical baud rate of 500 kbit/s. Classical CAN, which includes CAN 2.0A (Standard CAN) and CAN 2.0B (Extended CAN), primarily differs in identifier field lengths: CAN 2.0A uses an 11-bit identifier, while CAN 2.0B employs
4935-471: The Mercedes-Benz W140 was the first production vehicle to feature a CAN-based multiplex wiring system. Bosch published several versions of the CAN specification. The latest is CAN 2.0, published in 1991. This specification has two parts. Part A is for the standard format with an 11-bit identifier, and part B is for the extended format with a 29-bit identifier. A CAN device that uses 11-bit identifiers
5040-524: The Metro series of vans and trucks for International Harvester . The bodies for these vehicles were initially produced by the Metropolitan Body Company (MBC). The company produced a wide variety of truck and commercial bodies for several vehicle manufacturers such as Chevrolet, Ford, Dodge Bros., and International Harvester until 1948 when they were purchased by the latter. MBC was instrumental in
5145-624: The "VEB+" featuring additional helper rocker arm and a fourth cam lobe per cylinder. Power outputs available from 360 hp, 400 hp, 440 hp (330 kW) and 480 hp (360 kW). In 2007 Volvo introduced D13B with Exhaust Gas Recirculation configuration and VGT turbocharger but without exhaust particle filter and is the only manufacturer to offer this solution thus far. The engines are available in slightly reduced power output ranging from 360 hp, 400 hp, 440 hp (330 kW) and 500 hp (370 kW) and being shared with FM series however 500 hp (370 kW) option
5250-454: The CAN bus lines. Nonetheless, several de facto standards for mechanical implementation have emerged, the most common being the 9-pin D-sub type male connector with the following pin-out: This de facto mechanical standard for CAN could be implemented with the node having both male and female 9-pin D-sub connectors electrically wired to each other in parallel within the node. Bus power is fed to
5355-407: The CAN frame bit-stream continues without error until only one node is left transmitting. This means that the node that transmits the first 1 loses arbitration. Since the 11 (or 29 for CAN 2.0B) bit identifier is transmitted by all nodes at the start of the CAN frame, the node with the lowest identifier transmits more zeros at the start of the frame, and that is the node that wins the arbitration or has
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#17331067750845460-492: The CAN physical layer for high-speed CAN. ISO 11898-3 was released later and covers the CAN physical layer for low-speed, fault-tolerant CAN. The physical layer standards ISO 11898-2 and ISO 11898-3 are not part of the Bosch CAN 2.0 specification. In 2012, Bosch released CAN FD 1.0, or CAN with Flexible Data-Rate. This specification uses a different frame format that allows a different data length as well as optionally switching to
5565-454: The COE designs' being smaller in general, over-the-road tractors can still be fully equipped with single or bunk beds. Also, lack of a hood gives better visibility to the driver and a tighter turning radius , and significantly reduces the forward blind spots . One critique is that the shorter wheelbase in the COE semi-trucks gives a rougher ride than those with conventional cabs, as the driver's seat
5670-874: The D16K with the D17K with 3 outputs (600 PS and 3,000 Nm, 700 PS and 3,400 Nm, and 780 PS and 3,800 Nm), and improved efficiency. Volvo Trucks has introduced the FH Aero, which boasts an extended and sleeker cab design, equipped with digital mirrors and a powerful new engine D17 (17.3 litre) with output power engine 780 horsepower and torque 3800 Newton per meter. These innovative Aero truck models will be gradually introduced to markets between 2024 and 2025, offered in four variants: FH Aero, FH Aero Electric, FH Aero powered by gas, and FH16 Aero. Cab Over Engine Cab-over , also known as cab over engine ( COE ), cab forward or flat face (U.S.), flat nose (Canada), or forward control (UK),
5775-399: The ID of 16 transmits a 1 (recessive) for its ID, and the node with the ID of 15 transmits a 0 (dominant) for its ID. When this happens, the node with the ID of 16 knows it transmitted a 1, but sees a 0 and realizes that there is a collision and it lost arbitration. Node 16 stops transmitting which allows the node with ID of 15 to continue its transmission without any loss of data. The node with
5880-775: The United States since model year 1996. The EOBD standard has been mandatory for all petrol vehicles sold in the European Union since 2001 and all diesel vehicles since 2004. The modern automobile may have as many as 70 electronic control units (ECUs) for various subsystems. Usually the biggest processor is the engine control unit . Others are used for autonomous driving, advanced driver assistance system (ADAS), transmission , airbags , antilock braking/ABS , cruise control , electric power steering , audio systems, power windows , doors, mirror adjustment, battery and recharging systems for hybrid/electric cars, etc. Some of these form independent subsystems, but communication among others
5985-444: The United States was built by Autocar in 1899 using a format then called "engine-under-the-seat" and was available with optional 5 or 8 horsepower (3.7 or 6.0 kilowatts) motors. Although early Autocar trucks were not exactly "cab-over", since the truck did not have a cab, per se, they were the fore-runners to COEs. The Sternberg company of Wisconsin produced cab-over trucks as early as 1907, though by 1914 only their seven-ton model
6090-476: The actual bit rate might not be the nominal bit rate. Since a separate clock signal is not used, a means of synchronizing the nodes is necessary. Synchronization is important during arbitration since the nodes in arbitration must be able to see both their transmitted data and the other nodes' transmitted data at the same time. Synchronization is also important to ensure that variations in oscillator timing between nodes do not cause errors. Synchronization starts with
6195-461: The addition of a new control field to indicate whether the frame is a CAN FD frame or a standard CAN 2.0 frame. This allows CAN FD devices to coexist with CAN 2.0 devices on the same bus, while higher data rates and larger data payloads are available only when communicating with other CAN FD devices. CAN XL, specified by CiA 610-1 and standardized as part of ISO11898-1, supports up to 2,048-byte payloads and data rates up to 20 Mbit/s. It bridges
6300-730: The available power of D16C to 660 hp (490 kW) respectively making in it one of the most powerful production truck available. Currently D16E engines are available in Selective Catalytic Reduction at power output 580 hp 640 hp 700 hp (520 kW). In 2005 Volvo introduced new design 13 litre unit D13A incorporating the same design features as its 9 and 16 litre engines and available in various power output variants from 360 hp (270 kW), 400 hp, 440 hp, 480 hp (360 kW) to 520 hp (390 kW). Initially available to meet Euro III emissions requirements, further improvements will enable
6405-488: The bulk of the engine assembly is done by robots and the final engine dressing is carried out manually. The D12A was designed as a "world engine" to be able to meet the latest demands in high power output, low fuel consumption and lower emissions with its single OHC (overhead camshaft) design, four valves per cylinder, and one centrally located electronic unit injector , integrated engine compression brake and two-piece, steel and aluminium pistons . The engine design left
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#17331067750846510-511: The cab included a new day cab, which is 150 mm longer with a redesigned air intake and flat floor. New rearview mirrors were introduced to reduce blind spots and improve airflow, new headlights, and front side marker lights, a new split sun visor, and new wider front steps complemented the external modifications. The interior was redesigned with more rounded edges around the dashboard and new seats with integrated seatbelts. Integrated telephone speaker and microphone with steering wheel controls for
6615-426: The cab-over design allows the vehicle's wheelbase to be shorter than in the conventional arrangement , wherein the engine is placed in front of the cab, covered by a horizontal or sloping hood that opens to allow engine access. Its shorter wheelbase allows cab-over semi-trucks to have a shorter overall length, thereby allowing for longer trailers to be used. For light- and medium-duty solid- or rigid-axle trucks,
6720-533: The cab-over design requires less length for the cab and engine, in a given wheelbase, and therefore allows a greater length for the truck body or load area. In both class 8 tractors and light- and medium-duty vocational trucks, the cab-over-engine design gives the COE model an advantage in maneuverability over a conventional model. And since COEs are generally lighter than conventionals, they can often haul heavier loads, given equal gross vehicle weight rating (GVWRs) and gross combination weight rating (GCWRs). Despite
6825-446: The complexity and cost of electrical wiring in automobiles through multiplexing , the CAN bus protocol has since been adopted in various other contexts. This broadcast-based , message-oriented protocol ensures data integrity and prioritization through a process called arbitration , allowing the highest priority device to continue transmitting if multiple devices attempt to send data simultaneously, while others back off. Its reliability
6930-408: The data network. TEA is a computerized control and monitoring system which is used to control and coordinate the various functions of the vehicle main components. The control units communicate over what is known as CAN at two speeds SAE J1587 /1708 @9600 bit/s and SAE J1939 at 250 000 bit/s where up to eight Electronic Control Units were used to control various functions. A J1939 data link
7035-443: The data on the CAN network including the transmitting node(s) itself (themselves). If a logical 1 is transmitted by all transmitting nodes at the same time, then a logical 1 is seen by all of the nodes, including both the transmitting node(s) and receiving node(s). If a logical 0 is transmitted by all transmitting node(s) at the same time, then a logical 0 is seen by all nodes. If a logical 0 is being transmitted by one or more nodes, and
7140-409: The design angle, the new D12A engine was one of the largest engine projects from Volvo Trucks since the 1950s at the time. The basic design was still based on direct injection in-line six diesel engines around 12 litres displacement but with entirely different fuel and valve systems when compared with previous Volvo engines. Built at the purpose-built facility at Skövde on a fully automated line where
7245-454: The design in 1934. Autocar reintroduced the engine-under-the-seat format with their Model U in 1933, which became a staple of U.S. roads and the U.S. military through World War II and well into the 1950s. White- Freightliner introduced its first tilting cab-over design in 1958, which allowed the entire cab to tilt forward for access to the engine. In Class 8 tractors (using the US designation),
7350-411: The development of COE route delivery bodies in the 1930s. The laws of the time limited overall truck length to 42 feet (12.8 m) on highways. Setting the cab over the engine and front axle shaved several feet off the length of the tractor, feet which could then be added to the length of the trailer while keeping the dimensions of the entire truck within the permissible limit. Schreckengost patented
7455-408: The door open for future upgrades in both power output and emission technologies. VEB The V olvo E ngine B rake is a compression type engine brake first introduced on D12A and since used on later designed OHC engines from 9 to 16 litre displacement. The brake operates on a principle where exhaust valve cam followers act on a secondary cam profile when engine brake is activated. Engine oil pressure
7560-448: The electrical implementation formed from a multi-dropped single-ended balanced line configuration with resistor termination at each end of the bus. In this configuration a dominant state is asserted by one or more transmitters switching the CAN− to supply 0 V and (simultaneously) switching CAN+ to the +5 V bus voltage thereby forming a current path through the resistors that terminate
7665-484: The engine to meet or exceed Euro IV and possibly Euro V emissions targets. D13A featured closed-crankcase ventilation and also included a new type of unit injector (UI) E3 from Delphi . As a part of makeover Volvo has also removed its naming scheme and decided to drop engine size in the model name so the models are known from now as FH only. Volvo had also introduced on D13A engine with Selective Catalytic Reduction an improved version of its engine compression brake
7770-678: The engine's four strokes are used to raise engine braking effect - Exhaust and Compression strokes. In conjunction with the introduction of the FM series in 1998, Volvo facelifted the existing FH series with minor modifications to the cab, accompanied by major upgrades to the electrical system, engine, and gearbox. The so-called TEA ( T ruck E lectronic A rchitecture) introduced a technical solution to possibility of various electronic control units to work and communicate with one another. The systems have been linked using two data buses or data links which allowed control units to exchange relevant information over
7875-406: The facelifted model was introduced, now marketed as Volvo FH Classic for models with 13-litre engines and Volvo FH16 Classic for models with 16-litre engines. Volvo also launched an electric truck in 2021. The FH received a minor update in 2024, featuring the revised logo and badging, updated I-See, updated aerodynamics, updated infotainment, new Volvo Camera Monitoring System, the replacement of
7980-743: The first of its Euro VI engines, the D13K which is available as an option on the new Volvo FH and compulsory for new trucks in Europe from January 2014. Other quotable new features are the I-torque driveline and the I-see fuel-saving technology. With the new thirteen-litre engine, the name has changed to FH13 . In India Volvo FH was introduced as FH520 Puller 6x4 with a company fitted ballast box due to new Automotive Research Association of India regulations for ballast tractors used to tow hydraulic modular trailers. Later in 2021 FH520
8085-446: The frame. In military use, the COE design increases the chance of crew injury or death in the event of running over a landmine . This is because the tire that detonates the mine is directly below/beside the driver. Controller Area Network A controller area network ( CAN ) is a vehicle bus standard designed to enable efficient communication primarily between electronic control units (ECUs). Originally developed to reduce
8190-441: The front and into the cab. European or Chinese or Japanese truckers enter their cab in a straight fashion with handrails left and right. Cabovers are also very popular in the US's light- and medium-duty truck segment where compact size is required for urban mobility without sacrificing payload; Hino (a Toyota subsidiary), Isuzu , and Mitsubishi Fuso models are a regular sight for this reason. American company Paccar (which owns
8295-488: The gap between CAN FD and Ethernet (100BASE-T1) while maintaining CAN's collision-resolution benefits. CAN XL controllers can also handle Classical CAN and CAN FD communication, ensuring compatibility in mixed networks. Its large data fields allow for higher layer protocols like IP (Internet Protocol) and the tunneling of Ethernet frames . CAN is a multi-master serial bus standard for connecting electronic control units (ECUs) also known as nodes ( automotive electronics
8400-401: The highest priority. For example, consider an 11-bit ID CAN network, with two nodes with IDs of 15 (binary representation, 00000001111) and 16 (binary representation, 00000010000). If these two nodes transmit at the same time, each will first transmit the start bit then transmit the first six zeros of their ID with no arbitration decision being made. When ID bit 4 is transmitted, the node with
8505-436: The length of the data section to up to 64 bytes per frame. The message is transmitted serially onto the bus using a non-return-to-zero (NRZ) format and may be received by all nodes. The devices that are connected by a CAN network are typically sensors , actuators , and other control devices. These devices are connected to the bus through a host processor , a CAN controller, and a CAN transceiver. CAN data transmission uses
8610-400: The lowest ID will always win the arbitration and therefore has the highest priority. Bit rates up to 1 Mbit/s are possible at network lengths below 40 m. Decreasing the bit rate allows longer network distances (e.g. 500 m at 125 kbit/s). The improved CAN FD standard allows increasing the bit rate after arbitration and can increase the speed of the data section by
8715-446: The mind of not only the designer but customers alike. The D12C differs from an earlier version substantially with a completely redesigned engine head, timing gears, and addition of bottom end of reinforcement with a stiffening subframe to cope with increased power output to 460 hp (340 kW). The gearboxes were based on the previous SR1900 series and shared the same number of gears and gear change pattern. The SR2400 series gearbox
8820-461: The most obvious visible changes over previous models. Only 6 months later Volvo once again claimed a first with the FH16 and 700 hp (520 kW) on tap introducing one of the world's most powerful production series truck. Continuing on its Euro V theme upgrades to 13 Litre engines and introduction of the new 11 Litre engine followed a few months later. As a part of an ongoing commitment to road safety,
8925-430: The need for increased data transfer in modern high-performance vehicles. It offers variable data rates during the transmission of a single frame, allowing the arbitration phase to occur at a lower data rate for robust communication, while the data payload is transmitted at a higher data rate to improve throughput, which is particularly useful in electrically noisy environments for better noise immunity. CAN FD also introduces
9030-528: The node reduce bus reliability, eliminate cable interchangeability, reduce compatibility of wiring harnesses, and increase cost. The absence of a complete physical layer specification (mechanical in addition to electrical) freed the CAN bus specification from the constraints and complexity of physical implementation. However, it left CAN bus implementations open to interoperability issues due to mechanical incompatibility. In order to improve interoperability, many vehicle makers have generated specifications describing
9135-428: The other. Fault-tolerant CAN is often used where groups of nodes need to be connected together. The specifications require the bus be kept within a minimum and maximum common mode bus voltage but do not define how to keep the bus within this range. The CAN bus must be terminated. The termination resistors are needed to suppress reflections as well as return the bus to its recessive or idle state. High-speed CAN uses
9240-449: The physical layer (voltage, current, number of conductors) were specified in ISO 11898 -2:2003, which is now widely accepted. However, the mechanical aspects of the physical layer (connector type and number, colors, labels, pin-outs) have yet to be formally specified. As a result, an automotive ECU will typically have a particular—often custom—connector with various sorts of cables, of which two are
9345-448: The radio and inbuilt GSM phones were an option. As a standard equipment FH models also included FUPS ( F ront U nderrun P rotection S ystem) to further enhance safety by preventing smaller vehicles from being "underrun" or wedged under front of the truck in an event of frontal collision. After delaying introduction of new 16 litre engine for 2 years in 2003 Volvo introduced one of the most powerful trucks ever built. The D16C engine
9450-443: The rear vision mirrors were also streamlined. The cabin was subject to the toughest cab impact test where procedure involved placing a 15-tonne static weight on the roof and one-tonne pendulum striking at the cab rear wall and at the windscreen pillars, at the end of which the cab doors must be able to be opened. In 1995 Volvo FH series became first heavy-duty truck to be fitted with an SRS airbag to further improve passive safety. From
9555-482: The reasons is the Federal Bridge Formula , which is unique to the US, and encourages spreading out the load. If axle distances are too tight, the maximum load allowance is reduced. For COEs operated at maximum weight in the US, this required an axle directly behind the front bumper. This cab design caused an awkward climb into the cab for the driver, forcing them to climb up behind the front wheel, then moving to
9660-542: The recessive common mode voltage must be within ±12 of common. ISO 11898-3 , also called low-speed or fault-tolerant CAN (up to 125 kbit/s), uses a linear bus, star bus or multiple star buses connected by a linear bus and is terminated at each node by a fraction of the overall termination resistance. The overall termination resistance should be close to, but not less than, 100 Ω. Low-speed fault-tolerant CAN signaling operates similarly to high-speed CAN, but with larger voltage swings. The dominant state
9765-453: The same component to be used for CAN as well as CAN FD (see ). Noise immunity on ISO 11898 -2:2003 is achieved by maintaining the differential impedance of the bus at a low level with low-value resistors (120 ohms) at each end of the bus. However, when dormant, a low-impedance bus such as CAN draws more current (and power) than other voltage-based signaling buses. On CAN bus systems, balanced line operation, where current in one signal line
9870-399: The speed of the transition is faster when a recessive-to-dominant transition occurs since the CAN wires are being actively driven. The speed of the dominant-to-recessive transition depends primarily on the length of the CAN network and the capacitance of the wire used. High-speed CAN is usually used in automotive and industrial applications where the bus runs from one end of the environment to
9975-430: The system detects a vehicle that the truck will hit at its current speed, the warning system activates a constant red light in the windscreen in order to bring the driver's attention back to the road. The truck received a facelift in 2020, with most notably a new headlight design, an updated interior, new safety features, and efficiency improvements. The pre-facelift model continues to be offered in selected markets where
10080-421: The terms dominant bits and recessive bits, where dominant is a logical 0 (actively driven to a voltage by the transmitter) and recessive is a logical 1 (passively returned to a voltage by a resistor). The idle state is represented by the recessive level (Logical 1). If one node transmits a dominant bit and another node transmits a recessive bit then there is a collision and the dominant bit wins. This means there
10185-433: The tilting cab gives comparatively unobstructed access to the engine, its deployment causes unsecured items in the cab and sleeper (if equipped) to fall onto the windshield or under the instrument panel . Vehicles without a tilting cab will usually be equipped with removable floor panels through which mechanics can access and service the engine. In Europe, Mercedes-Benz was the last manufacturer to use such panels instead of
10290-437: The total length and the length of the load area, which allow a cab length of 2.35 m (7 ft 8 + 1 ⁄ 2 in) in combination with the maximum load area length. This allows a sleeper cab with a narrow bunk, or a bonneted (hooded) day cab. Nonetheless, no manufacturer in Europe produces such day cabs with bonnets. The last manufacturer of a conventional truck in Europe, Scania , stopped production in 2005 due to
10395-552: The world's leading engine designers. The launch of the FH12 and FH16 marked the concomitant beginning of Volvo's new Global programme. One expressed goal of the FH and its new engine was moving towards the meeting of the Euro 6 Emission Standard . It is contended that one feature that set the FH apart from the competition at launch was the comfort; the FH did abided by the standards of the time for engine power and wheel layouts, but paired those with
10500-530: Was a cab-over. They reintroduced the cab-over layout in 1933 with their "Camel Back" model, which allowed the cab to be tilted to access the engine. The introduction of the first modern cab-over layout in the United States is credited to industrial designer Viktor Schreckengost , who, with engineer Ray Spiller, designed a cab-over truck for the White Motor Company in 1932. Schreckengost was later joined by other designers such as Raymond Loewy who designed
10605-455: Was also identical for left and right-hand drive versions reducing overall production cost and assembly. In 2001 Volvo introduced the second generation of the FH and FM series with the cab and driveline given a major makeover. with an investment cost of €600 million Major changes included a redesign of the cab to improve aerodynamics, the new automatic gearchange transmission, I shift, new electronics system and engine improvements. The changes to
10710-574: Was available in two power outputs configurations 550 hp (410 kW) and 610 hp (450 kW) and it was a completely new design similar in the lines of D9 engine introduced a couple of years earlier for FM series. The notable design changes included timing gears being on the flywheel side of the engine (rear-mounted), a design which allows for increased airflow around the engine, more precise injection and valve operation, noise reduction, and manufacturing cost due to flywheel casing being used to house timing gears as well. In 2005 Volvo had increased
10815-403: Was discontinued and replaced with the now same model shared across the entire FH and FM range. Torque increases from 1900 Nm to 2500 Nm were due to changes to the machining of the gears as well as the use of the new type of narrower synchromesh mechanism allowing increased gear width. The single control housing and the synchro-mechanism reduced the gearchange effort by about 50%. The control housing
10920-497: Was discotinued in India replaced by FM500 Puller 6x4 which is also sold with a company fitted ballast box. Volvo Trucks has demonstrated the new Autonomous Emergency Braking system that combines radar and a camera that works together to identify and monitor vehicles in front. The system is designed to deal with both stationary and moving vehicles and can prevent a collision with a moving target at relative speeds of up to 70 km/h. When
11025-410: Was more aerodynamically efficient, with improved ergonomics and seating while reducing the overall weight of the cab by almost 30%. The cabin was extensively tested in a wind tunnel to confirm shape aerodynamics properties to reduce air-drag thus improving fuel efficiency. The cab featured a more sharply raked windscreen while wedge-shaped sides rounded into the front panel at much wider radius corners and
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