ECO Tronic EBS. - BPW · 2017-08-15 · 1 Introduction 1.1 ECO Tronic EBS 4 1.2 Abbreviations 7 1.3...

ECO Tronic EBS. Operating and Installation InstructionsVersion 1.4

BPW · THE QUALITY FACTOR

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BPW Operating and Installation Instructions

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Table of Contents Page

1 Introduction

1.1 ECO Tronic EBS 4

1.2 Abbreviations 7

1.3 Safety information 8

1.4 System layout 9

1.5 General components 1.5.1 Location of components in the trailer 10 1.5.2 Primary features of the Modulator 11 1.5.3 ECU connector identifi cation 13 1.5.4 Overview of electrical connections 14 1.5.5 Wiring diagram - 2M 15 1.5.6 Wiring diagram - 3M 16 1.5.7 Overview of pneumatic connections 17

2 Installation options (Confi gurations)

2.1 Semi and centre axle drawbar trailers 2.1.1 2S/2M and 4S/2M, side by side 18 2.1.2 4S/3M 19 2.1.3 2S/2M + SL, side by side 20

2.2 Drawbar trailers (full trailers) 4S/3M 21

3 Chassis installation

3.1 Mounting of the Modulator 3.1.1 Position without Trailer Roll Stability (TRS) 22 function 3.1.2 Position with Trailer Roll Stability (TRS) 23 function 3.1.3 Identifi cation of ECO Tronic EBS ports 24 and fi xing - Main Modulator - Additional Modulator 3.1.4 Painting - protected areas 26 3.1.5 Mounting 27

3.2. Electrical wiring 3.2.1 Wiring schematic 28 3.2.2 Wiring diagram 29 3.2.3 Auxiliary equipment wiring 30 3.2.4 General installation recommendations 31 - cabling 3.2.5 General installation recommendations 32 - ISO 7638 3.2.6 General installation recommendations 33 - junction box 3.2.7 POWER / DIAG /Sensor / AUX cabling 34 3.2.8 POWER (ISO 7638) connections 35 3.2.9 POWER (ISO 1185) / 36 Super AUX connections 3.2.10 DIAG connections 37 3.2.11 DIAG / Side of vehicle connection 38

Page 3.2.12 Connectors / Blanking plugs 39 3.2.13 Sensor / AUX plugs 40 3.2.14 Sensor / AUX connections 41 3.2.15 Sensor connections / cabling 42 3.2.16 COLAS®+ / ILAS®-E connections 43 3.2.17 Auxiliary equipment wiring 44 3.2.18 Multimeter measurements 46

4 Piping

4.1 Pipe recommendations 48 4.2 Brake piping layout 4.2.1 2M, 3-axle semi trailer, side by side 50 4.2.2 3M, 3-axle semi trailer 51 4.2.3 3M, 2-axle drawbar trailer (full trailer) 52 4.3 Air suspension system piping layout Air suspension levelling valve, COLAS®+ 53 and ILAS®-E

5 Operating and installation instructions

5.1 Brake system 54 5.1.1 Coupling heads 55 5.1.2 Trailer Control Module TrCM 56 5.1.3 Trailer Control Module TrCM+ 59 5.1.4 Brake lining wear sensoring 63

5.2 Air suspension 64 5.2.1 Standard air suspension valve 65 5.2.2 Level adjustable air suspension valve 68 5.2.3 Air suspension valve with zero point 70 adjustment 5.2.4 COLAS®+ 72 5.2.5 ILAS®-E 75 5.2.6 Shut-off cock 77 5.2.7 3/2-ways magnetic valve 78 5.2.8 Steering axle lock application 79

5.3 Soft Docking 80

6 Hazardous Goods / ADR Installations 87

7 Programming 89

8 System diagnostics

8.1 System diagnostics 91 8.1.1 Warning lamp 92 8.1.2 System check procedure 92 8.1.3 Power up ECO Tronic EBS 93 8.1.4 Other errors shown by the warning lamp 93

8.2 Diagnostic Trouble Codes (DTC) 94

9 Recommended maintenance schedule 97

4

Notes on the content

These installation and operating instructions for the ECO Tronic EBS describe the individual components and functions, as well as possible confi gurations. This publication provides assistance for fi rst installation of an ECO Tronic EBS in a semi trailer, centre axle drawbar trailer or drawbar trailer (full trailer). It deals with the confi gurations 2S/2M, 4S/2M and 4S/3M. As well as presenting the installation of the ECO Tronic EBS, the document also discusses possible electrical cablings and provides cable recommendations. Furthermore, it contains a description of the extensive options for system diagnosis and fault analysis.

New ECO Tronic product range

ECO Tronic stands for a new product family of intelligent BPW electronic products in the trailer. The fi rst step is a complete brake system consisting of, for example, the ECO Tronic EBS, Trailer Control Module (TrCM), cable sets, Trailer Monitor and a complete air installation. With the new product range, BPW has developed its own electronic trailer components so that you can obtain the entire trailer running gear from a single supplier. From now on, you will only have one contact for the entire system. From the axle to the brake, from the air suspension to the electronic control unit.

The ECO Tronic EBS offers everything that you would expect from a modern electronic brake system. And much more as well: this is because in addition to brake control, the ECO Tronic EBS also offers numerous additional functions. Running gear data is ready for download at any time, vehicle usage is recorded and documented, while clever solutions are available for determining the ideal brake quality – with the new ECO Tronic EBS from BPW, you can achieve sustainable optimisations in your fl eet management.

Basic functions of an EBS

Companies which want to transport goods from A to B as safely and effi ciently as possible fi nd that an EBS is practically essential nowadays. This is because EBS offers a whole range of advantages compared to conventional pneumatic brake systems: It increases safety due to shorter response times, thereby reducing braking distances, optimises brake performance because of improved matching and also simplifi es installation and maintenance processes. These are practical and commercial advantages with specifi c benefi ts, and most commercial vehicle manufacturers and transport professionals can no longer do without them nowadays.

In contrast to pneumatically operated brake systems, an EBS controls the brake cylinder pressure of the disc or drum brakes individually using electronics. The mechanical pressure applied to the brake pedal is converted into an electrical signal and passed on to the control unit. This uses information available in the data network to calculate the optimum brake pressure, ensuring that brake forces are optimally distributed throughout the system. The EBS is connected by a trailer control module through the CAN interface.

In addition to its straightforward braking function, EBS has driver assistance functions such as ABS (anti-lock brake system), ALB (automatic load-dependent braking), as well as a TRS function (trailer roll stability, not included in the basic kit), thereby offering additional safety.

What is more, each EBS has a pneumatic fall-back level which is a statutory requirement for use in emergencies, and permits conventionally controlled braking in case of an electrical fault.

1.1. ECO Tronic EBS

ECO Tronic is the name of the BPW product range for electronic trailer components.

The fi rst product is the ECO Tronic EBS with special trailer-specifi c features.

ECO Tronic EBS means BPW is the system supplier with overall responsibility for the intelligent trailer running gear.

1. Introduction

5

1.1. ECO Tronic EBSFeatures of ECO Tronic EBS

The core of the ECO Tronic EBS is the EBS Modulator. Its compact dimensions mean that it can be installed without diffi culty in all current semi trailers, drawbar trailers (full trailers) and centre axle drawbar trailers. Its enclosed design ensures fault-free operation and consists of a corrosion-resistant plastic module and a weatherproof die-cast aluminium module.

All cable connections of the ECO Tronic EBS are grouped together on one level for a clear layout, thereby permitting optimum access. In addition, ease of installation is ensured by connection designations on the side and the lid of the housing. The ECO Tronic EBS can be used in a wide range of applications with its fi ve AUX connections. There is a user-confi gurable Super AUX connection available as an option which gives up to three more functions. Furthermore, the housing has an integrated quick release valve for the parking brake and two test connections for pressure gauges.

The numerous basic functions provided as standard mean the ECO Tronic EBS offers greater safety and convenience. This includes practical features such as stability control, lifting axle control or steering axle lock which soon pay their way in day-to-day operations.

Trailer Roll Stability

In the background, there is an electronic safety system for the trailer which automatically intervenes in critical driving situations to provide stability. Sensors integrated in the EBS permanently measure the lateral acceleration of the trailer for this purpose. If a critical driving situation is reached then the trailer is immediately braked. As a result, the risk of skidding and tipping over - e.g. when cornering or due to a shifting load - is reduced to a minimum thanks to Trailer Roll Stability.

Lifting axle control

Another practical performance feature of EBS is the automatic function for lifting and lowering a lifting axle depending on the load and speed. This allows you to benefi t from a signifi cant convenience feature compared to manual lifting axle operation, and also reduces your running costs. Using an axle lift reduces tyre wear when unladen. It goes without saying that the lifting axle control can be switched over to manual operation on request at any time, e.g. if the lifting axle is required as a manoeuvring aid or starting traction control, or when the trailer needs to be put onto the dynamometer test rig.

Automatic steering axle lock

The basic functions of EBS also include the automatic steering axle lock. This is activated when reversing and automatically blocks defl ection of the wheels on the trailer’s steering axle.

Automatic service brake activation

In conjunction with an extendable drawbar installation, automatic actuation of the service brake reduces the gap between the vehicles, thereby allowing for convenient through-loading. The ideal solution for greater safety and operating convenience at the loading ramp.

Safety braking

This EBS function automatically applies the brakes on vehicles such as tankers when the instrument cabinet is open, therefore preventing it from moving off. This is a sensible additional feature because it ensures that lack of attention does not immediately become a danger.

Paver brake function

This is the perfect EBS function for ensuring the correct distance between the paver machine and the trailer during road building. In this case, the paver machine pushes the braked trailer in front of it, thereby optimising handling and the production process.

6

1. Introduction

Intelligent software packages for setting parameters and operating data analysis

To ensure that the brake system and other running gear parameters are set perfectly, ECO Tronic EBS has a software system that is as extensive as it is user-friendly, for setting parameters and analysing the operating data of the trailer. Operation and evaluation of the EBS could hardly be easier. The special feature of ECO Tronic EBS: BPW not only offers you numerous standard EBS functions but also additional trailer-specifi c functions that help you to optimise your fl eet management, reduce service times and therefore save operating costs.

The Trailer Manager is a software programme for setting the parameters of ECO Tronic EBS. It is used for the factory confi guration of the available brake and additional functions.

A clear menu system with step-by-step confi guration allows for trouble-free inputs. Missing information is displayed as a safety feature in order to avoid possible mistakes in the system.

Do you sometimes fi nd it diffi cult to identify vehicle components? It is not rare for valuable time to be lost fi nding out which spare part can be obtained from where in the shortest possible time. The additional function of Assembly Data Management (ADM) in ECO Tronic EBS will be greatly appreciated in this context. This function gives you a practical tool for reading in and managing information about the specifi c running gear and vehicle. Just one look at the ADM data set allows you to identify spare parts and maintenance documents unambiguously. At the touch of a button, you can call them up or request them directly from the BPW customer network. This saves costs because ADM can signifi cantly reduce the length of time spent in workshops and on repair jobs.

The Trailer Analyser allows transport companies to benefi t from a clear evaluation software that offers practical functions to deliver precise information about journeys and displays meaningful vehicle bar charts. Whether these functions are for analysing journeys or for special functions developed by BPW for the vehicle history, ECO Tronic EBS means that you are always precisely informed about the status of your trailers, which gives you the perfect tool for optimum fl eet management.

For example, the Trailer Analyser stores up to 1000 journeys and can output a trip-based evaluation request. Numerous bar charts on brake pressure, axle load, air suspension pressure and other key fi gures of the running gear provide detailed information about the operating status of trailers.

A practical additional function in the Trailer Analyser has been specially developed by BPW for ECO Tronic EBS: Road Condition Monitoring (RCM). This function makes it possible to record and evaluate precisely what are the profi les of the roads on which your trailers drive. This means you have a diagnostic tool at your disposal that gives you a precise insight into vehicle usage. As a result, Road Condition Monitoring also offers you the opportunity to increase the resale value of your vehicles.

Priority on safety. This is especially important in the transport business. ECO Tronic EBS software offers the perfect solution for this as well. Brake Performance Monitoring (BPM) is an intelligent additional function developed by BPW for the Trailer Analyser, and provides you with information about the brake.

Reliable service

With the new ECO Tronic EBS, BPW is for the first time offering you a complete trailer running gear system including all electronic components from a single supplier. And this also means that you benefi t from reliable service and fast spare part delivery, as with all BPW system components.

And what’s more, our range of services also includes training courses. In these, we can on request provide you with valuable knowledge about the new ECO Tronic EBS that you can put to use in your day-to-day business – from professionals for professionals.

1.1. ECO Tronic EBS

Assembly Data ManagmentThis is a tool in the Trailer Manager for reading in and managing information specifi c to the running gear and vehicle.

Road Condition MonitoringThis function of the Trailer Analyser can be used for recording and evaluating road profi les exactly.

Brake Performance MonitoringAn intelligent additional function of the Trailer Analyser for calculating and evaluating brake quality.

7

1.2 AbbreviationsAbbreviations Explanation Description

2S/2M 2 Sensors / 2 Modulators ABS system with 2 rotational speed sensors and 2 modulators

ABS Anti-Lock Braking System Prevents the locking of braked wheels to maintain lateral grip

ADM Assembly Data Management Software function for storing all important vehicle data

ADR Accord européen relatif au transport international des marchandises Dangereuses par Route

European agreement on international transport of dangerous goods by road

ASC Adaptive Surface Control ABS control that dynamically adapts to road conditions

AUX AUXiliary Additional input / output for sensors or actuators / valves

BPM Brake Performance Monitoring Software function for monitoring brake performance

CAN Controller Area NetworkData bus system, used for controller communication in vehicles, among others

COLAS®+ Lift and lower valveValve for lifting and lowering the vehicle body in the case of air-sprung vehicles

DCV Double Check Valve Anti-compounding valve to prevent simultaneous application of service brakes and emergency brakes

DTC Diagnostic Trouble Codes Brake system error / warning codes for diagnosis and repair

EBS Electronic Braking System Electro-pneumatic brake system with CAN communication between the truck and the trailer

ECE R13 Economic Comission for Europe Regulation No. 13

European regulation No. 13 - Brake systems

ECU Electronic Control Unit Electronic controller

EEPROM Electrically Erasable Programmable Read Only Memory

ELS

(LSV)

Electronic Load Sensing

Load Sensing Valve

Function for automatically adapting the braking force to the load of the vehicle

EOLT End Of Line Test End of line system check to ensure correct system installation

EPRV Electro Pneumatic Relay Valve Electro pneumatically piloted relay valve of the EBS

GGVS Gefahrgut Verordnung Straße Act governing the road haulage of hazardous materials

GPI General Purpose Input AUX option

GPO General Purpose Output AUX option

ILAS®-E Integrated Lift Axle Steering EBS controlled lift axle valve

ISO 1185 Standardised interface between truck and trailer for lighting control

ISO 11992CAN bus communication standard between truck and trailer for brake control

ISO 7638 Standardised interface between truck and trailer supplying ABS/EBS systems with power, transferring a signal for a warning device and, if fi tted, enabling CAN communication as standardised in ISO 11992

LWS Lining Wear System Brake pad wear sensing

LSV Load-Sensing Valve

PPV Pressure Protection ValvePressure protection valve that separates the brake and air suspension circuits

PTC Push To Connect Pneumatic connectors to ease installation

QRV Quick Release Valve

RCM Road Condition Monitoring Software function for recording and evaluating road profi les

REV Relay Emergency Valve Relay valve with emergency brake function

RtR Reset to Ride Height Automatic return to ride height

SAUX Super AUX Installation-optimized possibility for three digital inputs

TA Traction Assist Starting traction control

TrCM Trailer Control ModuleParking and manoeuvring valve with emergency brake function (and integrated pressure protection)

TRS Trailer Roll Stability Function that reduces the risk of the trailer rolling over

8

1 Introduction

• All work must be performed by trained specialists in qualifi ed workshops and authorised companies which have all the necessary tools and knowledge for performing this work.

• The parameters of the system are only allowed to be set by specialists who have completed a suitable training course for this purpose. The parameters for the brake system can be found in the brake calculation prepared for the vehicle in question. The brake system calculation must take account of statutory requirements of the country in question, as well as the necessary safety provisions. If the set values are changed, the person who performs this change is responsible for complying with the statutory requirements of the country in question where the vehicle is operated, as well as for maintaining safe function of the system.

• When repairs are carried out on the vehicle, the brake system must be protected against mechanical, thermal and surge voltage damage.

• Local safety and accident prevention regulations as well as regional and national regulations must be complied with.

• The relevant operation and service regulations as well as safety regulations of the vehicle manufacturer and of the manufacturers of other vehicle parts shall be adhered to.

• Do not perform repair and installation work unless wearing protective clothing (gloves, safety boots, safety goggles, etc.) and using the recommended tools.

• The vehicle must be secured against rolling away during repair work. Please observe the relevant safety regulations for repair work on commercial vehicles, in particular the safety regulations for jacking up and securing the vehicle.

• Following each repair, it is necessary to perform a function check or a test drive in order to make sure that the brakes are functioning correctly.

• All exchanged components must be reused or disposed of in accordance with the applicable environmental regulations, laws and directives.

• Tighten screws and nuts with the prescribed tightening torque.

• BPW can only guarantee the safety, reliability and performance of systems, in particular those of ECO Tronic EBS, if all instructions are complied with.

1.3 Safety informationVarious safety information is indicated by different icons in these installation and operating instructions. Their signifi cance is described in the overview below.

Icon Signifi cance

This symbol informs you that an acoustic check is necessary in order to avoid potential damage to property or follow-on damage.

This symbol informs you that an optical check is necessary in order to avoid potential damage to property or follow-on damage.

�

This symbol informs you that the connection must be clean and dry before being attached.

Warning note!Failure to comply with the warning note can result in a potential hazardous situation, leading to injury to personnel.

9

1.4 System layoutThe system fi tted to your trailer may have 2 or 4 sensors and 2 or 3 Modulators, the variants available being 2S/2M, 4S/2M and 4S/3M.

The power supply of the system is via: ISO 7638 - 7 pin connection - the full EBS function is guaranteed Fig. 1.

The power supply of the ECO Tronic EBS with a 5 pin ISO 7638 connection is also possible. In this case the response time (time between applying the brake pedal and reaction of the brake chambers) is increased due to the missing CAN databus while ABS and ELS functionality is still available (see Fig. 2).

In the optional emergency solution (2M systems only) with stop light electrical power supply, the ECO Tronic EBS is supplied with electrical power via the ISO 1185 (24N) plug if the power

supply via the ISO 7638 plug fails. In this case, only the ABS function and, optionally, the ALB function are in effect. (see Fig. 3).

ECO Tronic EBS controls a warning device in the dashboard (pin 5 of ISO 7638 connector).

The warning lamp has two functions:

• As soon as the ECO Tronic EBS is powered via the ISO 7638 plug (Figs. 163 and 164 on page 92), the system performs a self-test. The result of this test is displayed by means of a sequence of warning lights.

• The warning lamp indicates by a permanent display, if a fault has been detected while the vehicle is moving.

Fig. 1

ISO 7638 - 7 Pin

EBS ECO Tronic EBS = full EBS function

Fig. 2

ISO 7638 - 5 Pin

ABS ECO Tronic EBS = EBS function with increased response time (No CAN data bus)

Fig. 3

ISO 1185 - (24N)

ABS/EBS ECO Tronic EBS = on foot brake application ABS function only + ELS optional

10

1 Introduction

1.5 General components

Fig. 4 - Overview of the main components and their location in the trailer

1.5.1 Location of components in the trailer

Driver’s information plate

Trailer Monitor

Trailer Control Module (TrCM)(modifi ed 01.01.2011)

optional

optional

Sensor and Exciter

ISO7638 - 7 pin connector

Modulator

11


1.5.2 Primary features of the Modulator

Integrated quick release valve

An integrated quick release valve provides a rapid installation and reduces the need for separate pipe fi ttings and connections. In addition the spring brake air, once exhausted, is silenced using the silencing mechanism.

Service brake test connections

The EBS Modulator provides two additional service brake connections, which can allow direct connections to the exterior test points.

Integrated double check valve with distributor

An integrated anti-compounding spring brake distribution manifold eliminates the need for a secondary manifold and associated fi ttings, hence saving installation time and potential errors.

Bulk head mounting

Three stud mountings, provide interchangeability with com-petitor systems. In addition, the mounting method allows much easier installation.

Fig. 5 Integrated quick valve

Fig. 6

Fig. 7

Test connections service brake

Integrated double check valve

Fig. 8

12


Reservoir connections

The EBS Modulator provides two reservoir connections, which allows complete installation fl exibility for vehicle manufacturers. This fl exibility not only provides a rapid installation, but allows the reduction of pipe lengths.

Alignment of connections

The EBS Modulator has been deliberately designed to ensure ease of vehicle installation. All the ports and electrical connection positions have been chosen to provide easy identifi cation and are aligned to allow brake pipes to be bundled together, thus providing an effi cient cost effective, overall installation package.

Individual electrical connections

The EBS Modulator utilises well-recognised sliding connectors, and the slide lock mechanism has been improved to allow each connector to be removed and inserted individually. This improves installation time and reliability.

Fig. 14

Working pressure: Air 0 - 8.5 bar (max. 9.5 bar)Operating voltage: 24 V DC (min. 19 V to max. 32 V)Current consumption: max. 3.2 AOperating temperature: - 40° C to +70° COperating medium: AirExciter ring: 60 to 120 teeth

BPW EBS Modulator (5 AUX, stability, with integrated quick release valve and double check valve).

Technical Data

Fig. 12

Fig. 13

ECU

The EBS Modulator provides a sealed for life encapsulated ECU, thus eliminating interconnections.

1 Introduction

13


Pin

1

Pin

4

ISO 1185 ISO 7638

Sensor S1A

Sensor S2A

Sensor S1B

Sensor S2B

Fig. 15

AUX 1 COLAS®+Retarder

Trailer LampILAS®-E FrontILAS®-E RearAUX Power

Steer Axle LockService Lamp

Overload LampRemote Overload Lamp

Stability Lamp (TRS)General Purpose Output

TA+Info Point

Info Point / COLAS®+

AUX 2, AUX 3 COLAS®+Retarder

Trailer LampILAS®-E FrontILAS®-E RearAUX Power

Steer Axle LockService Lamp

Overload LampRemote Overload Lamp

Stability Lamp (TRS)ILAS®-E Front ManualILAS®-E Rear Manual

General Purpose OutputTA+

AUX 4 Lining Wear Sensor

General Purpose InputControl Line Sensor

Soft DockingMechanical Height Sensor

AUX 5 Lateral Accelerometer General Purpose Input

Control Line SensorSoft Docking

Mechanical Height Sensor

Trailer Monitor

PC Interface

1.5.3 ECU connector identifi cation - 2S/2M, 4S/2M system

White B-

Red B+

Black 24 V

Yellow Input A

Brown Input B

Green Input C

Blue (not in use)

1

4

ISO 1185-connection

Junction boxPin confi guration

Super AUX Input AInput BInput C

Version without SAUX Version with SAUX

24 V Switched Output,Speed indicator

24 V Switched Output,Input for switching signal

Analogue Input, 5 V Power supply

Analogue Input, 5 V Power supply

ISO 1185 power supply, three digital inputs, 24 V power supply

14

1 Introduction


1.5.4 Overview of electrical connections

2A1A

54

32

11B

2B

6

7

6

7

6

7

6

7

11

10

9

8

4

3

2

1

5

ISO 7638

ISO 1185 (24N)

Fig. 16 - Chassis components with electrical connections

Item Description Notes1 ECO Tronic EBS label2 ISO 7638 - 7 pin connector

3Safety back-up cable - ISO 1185 (24N) / or SAUX optional

4 Trailer Monitor (side of vehicle connection) 5 Modulator6 ABS sensor7 Exciter ring8 COLAS®+ AUX 1, 2 or 39 ILAS®-E AUX 1, 2 or 310 Lining wear system (LWS) AUX 4 only11 External roll stability sensor AUX 5 only (as an option for the ECO Tronic EBS of the basic kit)

N.B. AUX to be confi gured accordingly with Trailer Manager

5

15

Fig. 17

1.5.5 Wiring diagram - 2M


2

B+IGN

CAN HB�IGN

LAMPB�

CAN LB+P

12

3

45

67

BKRD

BN/WGN/W

BNWYE

CABLE2 x 1.5mm²

RD

BN

1 x 1.5mm²

CABLE2 x 4.0mm²5 x 1.5mm²

WRD

1

4

N 61 x 2.5mm²

BK

YE

N 67

12

4W

PK

RD

GY 8

CABLE7 x 1.5mm²

ISO12098

(15 PIN)


CABLE2 x 1.0mm²

PC INTERFACECONNECTOR

CABLE4 x 0.75mm²

WRD

B�B+

N 4B�

CAN

B+

POWER A

POWER B

SUPER AUX

DIAGN

DIAGN

N 9

CABLE3 x 0.75mm²

5

AUX

3

DIA

GPW

R�B

PWR�

A

2B 1B 1 2 3 4 5 1A 2A

SEN SEN SEN SENAUX AUX AUX AUX AUX2B 1B 1 2 3 4 5 1A 2A

AUXILIARYSOLENOID

N 8

CABLE3 x 0.75mm²

22

AUX

LEFT REARSENSOR

CABLE3 x 0.75mm²

ACCELEROMETER

N 5AUX AUX

4 5

SENA

SEN1A

N 1

2A1A

N 3

N 3

LEFT FRONTSENSOR

PRESSURESENSOR

CA

BLE

2 x

0.75

mm

²

N 2

N 2

CABLE3 x 0.75mm²

2B

1BN 3

N 3

RIGHT FRONTSENSOR

RIGHT REARSENSOR

SENA

SEN1 A

AUX AUX AUX AUX AUX1

23

4 5

BK

RD

YE

N 1 N 7

BK YERD

CABLE2 x 0.75mm²

CABLE3 x 0.75mm²

BK

RD

YEBK

RD

YE

N 1 N 7

BK

RD

YE

BK RD

YE

CABLE4 x 0.75mm²

WRDBKYBNGBU

B�B+

24VAUX AAUX BAUX C

ISO1185(24N)

TRAILER LIFTAXLE LIFTCLOSE TO LIFT

ISO7638

(EBS/ABS)

N 1 Auxiliary cabling termination is given in the table below:

Wire colour AUX 1 AUX 2 AUX 3 AUX 4 AUX 5

Red 0 V / 24 V 0 V / 24 V 0 V / 24 V 5 V 5 V

Black B- B- B- B- B-

Yellow Tacho /Tell-Tale

D input

D input

A/D input

A/D input

0 V / 24 V : switchable output B-: earth D input: digital input (0 V to 24 V) A/D input: analogue input (0 V to 5 V) or digital input (0 V to 24 V) Availability of auxiliaries and pressure sensor function depend on ECU variant and confi guration.

N 2 “Right” is viewed sitting in the driver seat facing forward.

N 3 Sensor connector.

N 4 Side diagnostic connector for use with Trailer Monitor or PC interface

N 5 Roll stability function accelerometer if fi tted, must be plugged into AUX 5. Mounting orientation of accelerometer must be as per instructions supplied by BPW.

N 6 Cable length junction box to ISO 1185 (24N) or ISO 12098 (15 Pin) must not exceed 4 m.

N 7 Maximum load from any auxiliary output not to exceed 1A. All solenoids connected electrically to this unit must be diode suppressed.

N 8 If the solenoid is not approved by BPW, fi t a 1 A, 100 V minimum, diode as shown.

N 9 Pressure sensor can be fi tted to AUX 4 or 5.

Key: W - White BK - Black BN - Brown BU - Blue RD - Red YE - Yellow GN - Green PK - Pink GY - Grey

16

1 Introduction

Fig. 18

1.5.6 Wiring diagram - 3M


N 1 Auxiliary cabling termination is given in the table below:

Wire colour AUX 1 AUX 2 AUX 3 AUX 4 AUX 5

Red 0 V / 24 V 0 V / 24 V 0 V / 24 V 5 V 5 V

Black B- B- B- B- B-

Yellow Tacho /Tell-Tale

D input

D input

A/D input

A/D input

0 V / 24 V : switchable output B-: earth D input: digital input (0 V to 24 V) A/D input: analogue input (0 V to 5 V) or digital input (0 V to 24 V) Availability of auxiliaries and pressure sensor function depend on ECU variant and confi guration.

N 2 “Right” is viewed sitting in the driver seat facing forward.

N 3 Sensor connector.

N 4 Side diagnostic connector for use with Trailer Monitor or PC interface.

N 5 Roll stability function accelerometer if fi tted, must be plugged into AUX 5. Mounting orientation of accelerometer must be as per instructions supplied by BPW.

N 6 Maximum load for each auxiliary output shall not exceed 1A. All solenoids connected electrically to the Modulator must be diode suppressed.

N 7 If the solenoid is not approved by BPW, fi t a 1 A, 100 V minimum, diode as shown.

N 8 Pressure sensor can be fi tted to AUX 4 or 5.

2

SLAVE ECUASSEMBLYBrake Systems

AUX 1

S1 A

S2 A

AUX 2 AUX 3 AUX 4 AUX 5

S2 B

S1 B

POWERB ADIAGN

POWE

R B


B+IGN

CAN HB�IGN

LAMPB�

CAN LB+P

12

3

45

67

BKRD

BN/WGN/W

BNWYE

RD

BN


PC INTERFACECONNECTOR

CABLE4 x 0.75mm²

N 4B�

CAN

B+

POWER A

POWER B

DIAGN

DIAGN

N 8

CABLE3 x 0.75mm²

5

AUX

3

DIA

GPW

R�B

PWR�

A

2B 1B 1 2 3 4 5 1A 2A

SEN SEN SEN SENAUX AUX AUX AUX AUX2B 1B 1 2 3 4 5 1A 2A

AUXILIARYSOLENOID

N 7

CABLE3 x 0.75mm²

22

AUX

LEFT REARSENSOR

CABLE3 x 0.75mm²

ACCELEROMETER

N 5AUX AUX

4 5

SENA

SEN1A

N 1

2A1A

N 3

N 3

LEFT FRONTSENSOR

PRESSURESENSOR

CA

BLE

2 x

0.75

mm

²

N 2

N 2

CABLE3 x 0.75mm²

2B

1BN 3

N 3

RIGHT FRONTSENSOR

RIGHT REARSENSOR

SENA

SEN1 A

AUX AUX AUX AUX AUX1

23

4 5

BK

RD

YE

N 1 N 6

BK YERD

CABLE2 x 0.75mm²

CABLE3 x 0.75mm²

BK

RD

YEBK

RD

YE

N 1 N 6

BK

RD

YE

BK RD

YECABLE4 x 0.75mm²

ISO7638

(EBS/ABS)

PSW

Key: W - White BK - Black BN - Brown BU - Blue RD - Red YE - Yellow GN - Green PK - Pink GY - Grey

17


1.5.7 Overview of pneumatic connections

Item Description Notes1 Emergency coupling with integrated fi lter2 Service coupling with integrated fi lter3 Trailer Control Module (TrCM)4 Air reservoir - brake5 Air reservoir - air suspension6 Drain valve7 Modulator8 Air suspension levelling valve9 COLAS®+

10 Suspension air bags (bellows)11 Single diaphragm brake chamber12 Spring brake chamber13 Test point14 Test point (if not integrated in COLAS®+)

1 = Item

1 = Port

1

12

21

1-2

1

1

1

21

21

11 12 11 12

11 12 11 12

1

22

22

4

11

23

23

23

22

4

23

2

23

71

3

11 12

6

1

22

10

8

1

4

6

10 10

10 10 10

1211 12

13

1313

21

41 14

5

13

24

25

22

1

22

12

21

11

21

AUX1

9

Emergency

Fig. 19 : 3-axle semi trailer - 2S/2M side by side confi guration - 2-line air brake system with Trailer Control Module and spring brake chambers

Service

18

2.1 Semi and centre axle drawbar trailers

2.1.1 2S/2M and 4S/2M, side by side

S1B

S1A

S1B

S1A

S1B

S1A

S1B

S1A

S1B

S1A

S1B

S1A

S1B

S1A

S1B

S1A

S1B

S1A

2221

S2B

S2A

2122

2221

2221

S1B

S1A

2221

2122

2122

2122

S1B

S1A

2221

S1B

S1A

S2B

S2A

2122

2122

S2B

S2A

S2B

S2A

2221

Fig. 20

• Either (but only one) directly controlled axle may be lifted - 4S/2M • Any axle without directly controlled wheels may be a lift axle - 2S/2M • Any axle may be a steered axle - 2S/2M and 4S/2M

R.H

. Pow

er C

able

Con

nect

orL.

H. P

ower

Cab

le C

onne

ctor

R.H

. Pow

er C

able

Con

nect

or

L.H

. Pow

er C

able

C

onne

ctor

Modulator

ECU power connectors

Key

2221

2 Installation options (Confi gurations)4S

/2M

2S/2

M

19


2.1.2 4S/3M (recommended for self-steering axle)

S2B

S2A

S1B

S1A

S1B

S1A

2122

S1B

S1A

2

S1B

S1A

S2B

S2A

2122

2

S1B

S1A

S2B

S2A

2221

2

S2B

S2A

S1B

S1A

2221 2

S2B

S2A

2

S2B

S2A

2122

S1B

S1A

2

S2B

S2A

2122

S1B

S1A

2

S2B

S2A

2221

S1B

S1A

2

S2B

S2A

2 2122

S2B

S2A

S1B

S1A

2 2122

S1B

S1A

2

S2B

S2A

S1B

S1A

2

S2B

S2A

2221

2221

2221

4S/3

M

• Any axle without directly controlled wheels may be lifted.• Any axle can be a steered axle.

• Master ECU is mounted to EPRV’s. All sensors must be connected to this Master ECU. • Directly controlled wheels connected pneumatically to EPRV’s 21/22 cannot be lifted. • Slave ECU is mounted to EPRV 2 and is controlled by Master ECU. Slave ECU/EPRV 2 is shown facing rear but can also be installed facing forward, left or right, as EPRV 2 is always select low control. • Sensed wheel connected pneumatically to EPRV 2 can be lifted.

Fig. 21

Modulators

Slave ECU


Modulator

Key

2221

2

R.H

. Pow

er C

able

Con

nect

orL.

H. P

ower

Cab

le C

onne

ctor

20

2 Installation options (Confi gurations)


2.1.3 2S/2M + SL, side by side (not recommended for self-steered axle)

2S

/2M

Modulators


Key

2221

S1B

S1A

S1B

S1A

22 21

21 22

S1B

S1A

21 22

A A A

S1B

S1A

22 21 A

S1B

S1A

22 21 A A

S1B

S1A

21 22

A Select low valve (SL)

Fig. 22

• Any axle without directly controlled wheels may be a lift axle.

R.H

. Pow

er C

able

Con

nect

or

L.H

. Pow

er C

able

C

onne

ctor

21

2.2 Drawbar trailers (full trailers)

4S/3M

4S/3

M

• Sensed axles cannot be lifted. • Any axle without directly controlled wheels (unsensed) may be a lift axle.

• Master ECU is mounted to EPRV’s 21/22. All Sensors must be connected to this Master ECU. • Slave ECU is mounted to EPRV 2 and is controlled by Master ECU. Slave ECU/EPRV 2 is shown facing rear but can also be installed facing forward, left or right, as EPRV 2 is always select low control.

Fig. 23

Modulators

Slave ECU


Modulator

Key

2221

2

2

S1B

S1A

S2B

S2A

2

S1B

S1A

S2B

S2A

2

S1B

S1A

S2B

S2A

S1B

S1A

S2B

S2A

S2B

S2A

2

S1B

S1A

S2B

S2A

2

S1B

S1A

2122

2122

2122

2221

2221

2221

2

R.H

. Pow

er C

able

Con

nect

or

L.H

. Pow

er C

able

Con

nect

or

22


3.1 Mounting of the Modulator

Note: The following is applicable to installations and confi gurations without TRS function.

The unit should be orientated and positioned so that the Power Cable connections face towards the required installation option (confi guration) of the trailer. See Figs. 20 to 23. The distance between port (1) and the air reservoir should be as short as possible (Fig. 24).

Mount the Modulator centrally to the brake chambers (Fig. 25).

A : Single axle B : Tandem axle C : Tri-axle

For corrosion reasons do not attach the Modulator directly onto stainless steel.

A B C

Fig. 25

Fig. 24

2221

(1)

360º

2221

2221

3.1.1 Position without Trailer Roll Stability (TRS) function

23

The following installation parameters are required for correct TRS operation.

Roll angle : ± 3° (1:20) (Fig. 26).

Yaw angle : ± 5° (Fig. 27).

Pitch angle: The Modulator must be mounted vertically (Fig. 28).

The Modulator must be mounted within distances x and y from the centre of the axle (s) (including possible lift axles).

Vehicle x y Semi trailer 1.5 m 1.5 m Centre axle drawbar trailer 1.5 m 1.5 m Drawbar trailer 3.0 m 1.5 m

The Modulator has to be mounted inside the main left hand (LH) and right hand (RH) chassis members of the vehicle (Fig. 29).

For any other applications please refer to BPW Bergische Achsen KG.

The unit should not be in direct spray or splash water area and should be protected against high pressure cleaning.

Fig. 26

Fig. 28

x y

Within LH and RH chassis members

Single or tri-axle

5º5º

5º5º

Top view

Fig. 27

3º

3º

3º

3º

Rear End view

x y

Within LH and RH chassis members

Fig. 29

Tandem axle

3.1.2 Position with Trailer Roll Stability (TRS) function


24

Studs x 3M 10 x 1.5 mm,

22 mm long

Weight: approx. 6.25 kgFig. 30

Delivery port (21)

Delivery port (22)

283.5 mm

190.4 mm

30.5 mm

67.7 mm

135.2 mm

74.2 mm

190 mm

Port No. Description Thread Notes1 Reservoir port M 22 x 1.53 Exhaust port4 Control port M 16 x 1.511 Double Check Valve (DCV) M 16 x 1.5

21/22 Delivery ports M 16 x 1.521/22 Delivery test ports M 12 x 1.5

23 Spring brake port M 16 x 1.541 Air suspension port M 16 x 1.5

4

1 23 23 23 1

41

33

11

Delivery test port

(22)

Delivery test port

(21)


3.1.3 Identifi cation of ECO Tronic EBS ports and fi xing - Main Modulator


25


Port No. Description Thread Notes1 Reservoir port M 22 x 1.52 Delivery ports M 16 x 1.53 Exhaust port 4 Control port M 16 x 1.5

41 Air suspension port M 16 x 1.5

3.1.3 Identifi cation of ECO Tronic EBS ports and fi xings - Additional Modulator

Weight: approx. 3.5 kg

185 mm

58 mm

161.5 mm

26.6 mm

41.6 mm

107.35 mm

27.25 mm

27.65 mm55.3 mm

41.6 mm

107.35 mm

27.25 mm

27.65 mm55.3 mm

132.6 mm

185.5 mm

178 mm

Fixing bolts x 4M 8 x 1.25 mm,

Tightening torque:34 Nm (32 - 35 Nm)

Reservoir port (1) Exhaust port (3)

Control port (4)

Delivery port (2)

Blanking plug Blanking plugPower supply

Air suspension port (41) Remove blanking plugs when using and connect air bag pressure line.

Delivery port (2)

82 mm

Fig. 31

26



3.1.4 Painting - protected areas

When painting/coating all non-used electrical connections, pneumatic and exhaust ports must be protected.

These are indicated by the shaded areas marked in Fig. 32.

Adequate protection should be used to avoid penetration of the paint/coating.

All electrical ports have to be closed by connectors / blanking plugs.

All pneumatic ports have to be closed by pipe fi ttings/blanking plugs.

The exhaust ports and connector locking devices have to be protected.

Painting recommendations: Water based, baking for 1 hour at 100° C.

Indicates areas to be protected.

Left side Right side

Fig. 32

Underside

Mounting face

Front

27

Additional bracket design has to be as rigid as possible (Fig. 33). The mounting fi xing must provide an electrical connection between the Modulator bracket and the trailer chassis. The installation angle must be 0.5 mm out of level.

Use non-corrosive M 10 nuts, torque to 35 - 45 Nm.

After that, check the earth continuity between the EBS bracket and trailer chassis (Fig. 33).

Care should be taken to provide reasonable access to the Modulator for replacement of cables (Fig. 34).

D = min. 150 mm E = 1. Modulator to be above axle centre line. 2. The position should be as high as possible in the frame.

Position the Modulator as high as possible in the chassis to provide optimum protection from direct spray and other road dirt and also to achieve an acceptable hose routing (Fig. 35).

Note: To prevent water from fl owing into the Modulator cables should always run up to the EBS.

Piping

Avoid elbow connectors as much as possible. If necessary, use swept elbow fi ttings (Fig. 36).

The inner diameter of joints should be the same as the diameter of the corresponding piping.

3.1.5 Mounting


Fig. 34

Fig. 33

min. 4.0 mm

ED

Fig. 35

Ground level

to brake chambers

Deck of trailer

to brake chambers

0 < R < 5

Fig. 36

Mounting bracket

Fixing holes

0.5

28


3.2 Electrical wiring

Semi trailer and centre axle drawbar trailer (full trailer) Installation option

N1 The distance between ISO 1185 (24N connector) and the junction box should not exceed 4 m. Failure to comply with the above recommendation may result in insuffi cient voltage at the ECU.

Sensor2 Core2 x 0.75 mm²

ISO 7638 7 Core5 x 1.5 mm²2 x 4.0 mm²

Safety back-up2 Core2 x 1.5 mm²

Auxiliary3 Core3 x 0.75 mm²(2 cores used)

Diagnostic4 Core4 x 0.75 mm²

ISO 7638

ISO 1185(24N)

Trailer Monitor or side of vehicle connectorFig. 37

Junction box

max. 4 m

3.2.1 Wiring schematic

N1

29


Pin1Pin4

ISO 1185 ISO 7638

Sensor S1ASensor S1B

Red

+B

lack

–

Red

+B

lack

–

Red

+B

lack

–

B Sensors

A Sensors

Fig. 38 - 2 Sensors - ISO7638 & ISO1185 with Trailer Monitor (3 AUX‘s fi tted)

ISO7638 ISO1185 DIAG S1A S1B S2A S2B AUX 1 AUX 2 AUX 3 AUX 4 AUX 5

� � � � � � � �

3.2.2 Wiring diagram

PC Interface

Trailer Monitor

30

Pin1Pin4

ISO 1185 ISO 7638

Brake pad wear sensing

Sensor S1A

Sensor S2A

Sensor S1B

Sensor S2B

Red

+B

lack

–

Red

+B

lack

–

Red

+B

lack

–

NB2

External stability sensor (option for basic kit)

A Sensors

B Sensors

NB1 - Lining Wear System to be fi tted in AUX 4 only

NB2 - External acceleration sensor to be fi tted in AUX 5 only

NB1

ISO7638 ISO1185 DIAG S1A S1B S2A S2B AUX 1 AUX 2 AUX 3 AUX 4 AUX 5

� � � � � � � � � � � �

3.2.3 Auxiliary equipment wiring

Fig. 39 - 4 Sensors - ISO7638 & ISO1185 with Trailer Monitor & LWS (5 AUX‘s fi tted)


3.2 Wiring diagram

PC Interface

Trailer Monitor

31

Anti-vibration support

Excess cable must not be allowed to hang free, but must be attached to the chassis (Fig. 40/1) to prevent damage due to vibration and abrasion.

Excess cable

Cable lengths less than 1 m to be coiled into loops of 100 mm minimum and 150 mm maximum diameter (Fig. 40).

Excessive cable lengths which will not form a complete loop may be left to hang in partial loops having a cable bend radius of 50 mm minimum.

Cable lengths greater than 1 m to be coiled and then fl attened in the centre (Fig. 41/2) to produce a ‘dog bone’ shape (Fig. 42).

The resulting loops at the end must have a minimum bend radius of 50 mm. Cable ties are to be used to fi x the cable in the fl attened loop shape.

More than one looped cable must not be looped together.

Fig. 40Ø max. 150 mmØ min. 100 mm

Fig. 41

2

Fig. 42

Ø min. 100 mm


3.2.4 General installation recommendations - cabling

1

32

Fig. 43

ISO 7638ISO 1185(24 N)

Fig. 44 Gland nut

Trailer headboard

approx.350 mm



ISO 7638 Connector

Should be positioned/grouped with other electrical connections (Fig. 43).

Pin detail and identifi cation key location.

When installing ISO 7638 it is important that suffi cient extra length of cable is allowed to expose the socket assembly for replacement in service (Fig. 43).

It will be necessary to pull the ISO 7638 socket clear from the trailer headboard to undo the gland nut (Fig. 44).

Clearance dimensions (Fig. 45).

Socket mounting dimensions (Fig. 46).

Pin No. Designation1 Red (RD) 4 mm2 Plus electro valve2 Black (BK) 1.5 mm2 Plus electronics3 Yellow (YE) 1.5 mm2 Minus electronics4 Brown (BN) 4 mm2 Minus electro valve5 White (W) 1.5 mm2 Warning device6 White/Green (W/GN) 1.5 mm2 CAN H7 White/Brown (W/BN) 1.5 mm2 CAN L

Fig. 46

50.3

mm

48.7

mm

25.1

5 m

m24

.25

mm

74.9 mm74.3 mm

37.45 mm

37.15 mm

Ø 9 mmØ 8.5 mmØ 57 mm

Ø 55 mm

Fig. 45

max. 10 mm

45ºm

ax. 6

0 m

m

min

. 55

mm

min. min.60 mm 60 mm

min

. 80

mm

213

45

6

7

3.2.5 General installation recommendations - ISO 7638

min. 120 mm

33


3.2.6 General installation recommendations - Junction box

The junction box should be mounted on a fl at surface (Fig. 47). Mounting holes to be drilled min. 6.25 mm diameter to avoid stress at the box from incorrect location. On mounting ensure cable runs are up to the junction box (Fig. 47).

Drain hole to be shielded by chassis as shown to provide as much protection from direct spray and other road debris (Fig. 47).

Ensure outer insulation of the cable is inside the junction box by 5 mm minimum (Fig. 48).

Fig. 48

Outer insulation cable

Junction box

Fig. 47

Cable

Junction box

min. 15 mm

Junction box drain hole

34



Sensor cable route should follow the centre line or outer radius of pipe or hose (Fig. 49).

Tie wraps not to be overtightened because on brake application rubber hose expands, i.e. tie could damage the hose and sensor cable.

Do not run sensor leads in spiral wrapping on hoses.

Power leads should be secured down the chassis rail in trunking or to piping and should be secured at not more than 400 mm intervals (Fig. 49).

NOTE: All cables should run ‘up to’ ECU connections.

All cables - the route of the cable from the connector should not start to bend so that the connector/s are strained.

Allow distance before bending of cable as shown in Fig. 50.

„PWR-A“, „PWR-B“ and „DIAG“ connection

Feed all connectors through the chassis with the protective cap in place to avoid connector sockets being contaminated (Fig. 51).

Remove protective cap (1) from end of connector before connecting into the ECU (Fig. 51).

3.2.7 Power / DIAG / Sensor / AUX cabling

Fig. 51

Trailer chassis

min. Ø 20 mm

24 V

Cable tie

Axle

max. 400 mm

Deck of trailer

Fig. 49

max. 150 mm

Fig. 50

min.120 mm

ISO 7638

0 mm

0 mm

0 mm

0 mm

min.100 mm bend radius

8888888888888888888888

100 mm m

1

35

Fig. 52

1

2

Electric wiring power connection

From the slide lock housing (Fig. 52/1) (top horizontal connector housing). Remove transit cover from „PWR-A” position.

Unlock the housing by sliding down lever (Fig. 52/2).

Make sure slider is in the unlock position (Fig. 52/3).

Ensure contact pins and seal are kept clean and free of any contamination prior to installation.

„PWR-A“ (ISO 7638) connection

Make sure that all connections (socket and plug) are clean and dry before assembly (Fig. 53).

Identify orientation of the ISO 7638 blue coloured connector (Fig. 54).

Ensure contact pins and seal are clean and free of any conta-mination prior to installation.

In position „PWR-A”, on the slide lock housing, insert connector fully home. Then lock the housing.


3.2.8 Power (ISO 7638) connections

�

Blue connector

Fig. 53

3

Fig. 54

36


„PWR-B“ (ISO 1185, 24 N) connection

Remove blanking plug from position „PWR-B” (Fig. 55).

Identify orientation of the ISO 1185 orange coloured connector or the black SAUX connector (Fig. 56).

Ensure contact pins and seal are clean and free of any contamination prior to installation.

In position „PWR-B”, on the slide lock housing,insert connector fully home. Then lock the housing.


3.2.9 Power (ISO 1185) Super AUX connections

Fig. 56

Fig. 55

Orange connector or

black connector

37

Fig. 57

Fig. 58


Diagnostic „DIAG” connection - Option 1

If no diagnostic units are to be installed retain blanking plug in position marked „DIAG” (Fig. 57).

Diagnostic „DIAG” connection - Option 2

If a remote mounted Trailer Monitor is installed remove blanking plug (Fig. 58).

Identify orientation of the diagnostic green coloured connector (Fig. 59).

Ensure contact pins and seal are clean and free of any contamination prior to installation.

In position „DIAG”, on the slide lock housing, insert connector fully home. Then lock the housing.

3.2.10 „DIAG” connections

Fig. 59

Green connector

rt

38



Diagnostic „DIAG” - side of vehicle connection - Option 3

Mount the diagnostic connector on the outside of the main chassis rail. The position must be in an accessible area but not in the direct spray of the wheels (Fig. 60).

Clearance and mounting dimensions (Fig. 61). Shaded area around hole to be fl at and free from raised markings or surface imperfections which may prevent fl ush fi tting of the connector.

The connector must be mounted horizontally.

Tighten nut (Fig. 61/1) to a torque of 3 - 4 Nm.

ECU connection is as Fig 58/59.

Cable to run up to connector and secured to the chassis, or appropriate cable or pipe runs, with cable ties at 400 mm intervals.

Ensure that the cover is fi tted and correctly ‘locked’ in place (Fig. 62).

3.2.11 „DIAG” / Side of vehicle connection

max. Ø 24 mm

max. Ø 50 mm

min. 40 mm

max. 400 mm

min.100 mm

Alt

min.120 mm

min. 65 mm

Fig. 60

Fig. 61

Fig. 62

min. 40 mm

1

39

Fig. 65

Fig. 63

Make sure that all connectors/blanking plugs are fully inserted into the ECU slide lock housing (Fig. 63).

Push in lock slider (Fig. 64/1) to secure in place all plugs/connectors. Note: Do not use extreme force to push in slider.

Make sure slider is in the lock position (Fig. 64/2).

WARNING

If diffi culty is encountered in locking the slider, check plug or connector for correct fi tment (Fig. 65).

If the white O-ring is visible, the plug is not installed correctly and slider will not lock into position (Fig. 65).


3.2.12 Connectors / Blanking plugs

Fig. 64

1

2

40



Sensor Plug

Identification tags are incorporated on either side of the sensor / ECU connector (Fig. 66). These must be removed to identify the appropriate sensor before connecting into the ECU (Fig. 66).

ECU Identifi cation Tags Removed1 2 3 4 A B P 5

Component

S1A Sensor 1A

S1B Sensor 1B

S2A Sensor 2A

S2B Sensor 2B

Auxilliary Plug

Identifi cation tags are incorporated on either side of the Auxilliary connector (Fig. 67). These must be removed to identify the appropriate usage before connecting into the ECU (Fig. 67).

ECU Identifi cation Tags Removed1 2 3 4 A B P 5

ComponentExample only

AUX 1 COLAS®+

AUX 2 ILAS®-E

AUX 3 Warning lamp

AUX 4 LWS

AUX 5 TRS

Fig. 66

Fig. 67

BLACKfront case}

} BLUEfront case

Example: COLAS®+

Example: Sensor 1B

3.2.13 Sensor / AUX plugs

41


The ECU is supplied with blanking plugs in positions indicated (Fig. 68). These require to be removed to allow fi tment of additional sensors or permitted ancillary equipment.

Example - „AUX 1” connection Identify the „AUX 1” position on the top or front face of the ECU.Note the locking tag position (Fig. 69/arrow).

With a tool having a fl at end of Ø 2 - 3 mm insert and press in locking tab of plug. While depressed pull out plug from housing (Fig. 70).

Identify orientation of the: • Sensor black body connector • Auxiliary blue body connector Ensure contact pins and seal are kept clean and free of any contamination prior to installation. Insert fully home in the ECU’s housing into appropriate marked positions (Fig. 71).

Fig. 68

Fig. 69

Fig. 70

Fig. 71

ECU

P

ECU

ECU

Ø 2 - 3 mm

3.2.14 Sensor / AUX connections

Tool

42


Fig. 72

Sensor cable socketExtension cable plug

Clip to ‘click’

‘U’ bolts

Connection

Axle


Sensor Connection

Sensor extension cable plug must be pushed fully into sensor cable socket till they clip into place to prevent falling out with axle vibration (Fig. 72).

Where possible use a clip and bracket to secure sensor cable connection (Fig. 73).

Alternatively: Sensor cable connection to be positioned on axle or between axle ‘U’ bolts and supported with cable ties within 50 mm of each end (Fig. 74).

3.2.15 Sensor connections/ cabling

Fig. 74‘U’ bolts

Cable tie

Cable tie

Dust cover

Sensor cable

Extension cable

Dirt shield fi xing bolts

Axle

Connection assembled

into clip and bracket

Fig. 73

Axle

Axle

43


COLAS®+ / ILAS®-E cable should be secured down the chassis rail on piping and should be secured at not more than 400 mm intervals.

NOTE: All cables should run ‘up to’ connector.

Position rubber seal (Fig. 75/1) in position shown.

3.2.16 COLAS®+ / ILAS®-E connections

0.5 - 0.6 Nm (0.4 - 0.5 lbft)

4 - 6 Nm(3 - 4.4 lbft)

Fig. 75

1

DIN connector

44



Fig. 77Fig. 76

Fig. 78

Fig. 79

Black (-)

Red (+)

Red (+)

(+)

Black (-)Bla

ck (-

)

Red

(+)

Bla

ck (-

)

Red

(+)

AUX AUX

Reverse lamp

Relay 2Relay 1

Diode (1 A, 100 V min.)

85 30

8687

85 30

8687

Lock Sol.

Lock Sol.

Warning lamp

Steer axle lock (incl. reversing axle lock)

COLAS®+ ILAS®-E


45

DIN connector

ILAS®-E


Traction assist is made operative by a 24 V (constant or intermittent) supply to the yellow wire in the 3 core auxiliary cable connected to AUX 2 or AUX 3 and programmed as ILAS®-E Front. AUX 4, 5 or SAUX A,B,C can be used as an alternative.

Function: On request for traction assist, front axle lifts.The front axle drops when either :• The vehicle speed exceeds 30 km/h or• The suspension pressure reaches more than 130% of the laden bag pressure.

Fig. 80

2 Core cable1.5 mm²

ISO 12098(15 Pin)

12

24 V Pink 1.5 mm²

Junction box

Yellow24 V from TruckTraction Assist

switch from AUX 2 or 3

2 Core cable

1.5 mm²

Yellow

From AUX 2/3

From AUX 1/2/3Side-of-Vehicle

switch

Yellow 1.5 mm² Red

Junction box

Fig. 81

Traction assist using ILAS®-E, option 1

Traction assist using ILAS®-E, option 2

ILAS®-E


DIN connector

46



Fig. 83

Fig. Checking position Measure between Correct value Remarks

82 Sensor output A B 0.2 V AC min. Sensor 1A, 1B or 2A, 2B Sensor disconnected from ECU Wheel rotated at 1 rev/2 sec.

82 Sensor resistance A B 1.0 k < R < 2.4 k Sensor 1A, 1B or 2A, 2B Sensor disconnected

83 Earth continuity ECO Tronic EBS bracket and chassis

0 < R < 5

84 COLAS®+ Solenoidresistance

+ - 79 < R < 96 Cable disconnected

85 ILAS®-E Solenoidresistance

+ - 79 < R < 96 Cable disconnected

ABS-Sensor connector Earth continuity

COLAS®+ DIN connector ILAS®-E DIN connector

Fig. 82

Red (+) Black (-)

Black (-)

79 < R < 96

0 < R < 5

1.0 k < R < 2.4 kmin. 0.2 V AC

Fig. 85

79 < R < 96

Red (+)

Fig. 84

3.2.18 Multimeter measurements

A B

47

48

4 Piping

4.1 Pipe recommendation

Brake and suspension piping layout

Fig. 86 : 2M- 3-axle semi trailer with Trailer Control Module, spring brake chambers and suspension air bags (bellows)

1 = Item

1 = Port

21

1-2

1

1

1

21

21

11 12 11 12

11 12 11 12

1

22

22

4

11

23

23

23

22

4

23

23

1

1

22

1

21

41

24

25

22

1

22

12

21

11

21

AUX1

1

2a

6b

6b

3b

4c

4c

4a 4b

4a 4b

6a3c

2b

3a

3d6a

7a

7b

7c

6a

6a

5b

5b

5a

5a

Emergency

Service

2c

49

Item Description Material Size Remarks

1 Emergency pipe Plastic 8 x 1 Pref10 x 1 / 1.25 Alt10 x 1.5 Alt

2a

2b

2c

Service pipe

Service pipe

Service pipe

Plastic

Plastic

Plastic

8 x 1 Pref10 x 1 Alt10 x 1.5 Alt

8 x 1 Pref10 x 1 Alt10 x 1.25 Alt

8 x 1 Pref10 x 1 Alt

2a to be 1/3 total trailer length

3a

3b

3c

3d

Reservoir pipe

Reservoir pipe

Reservoir pipe

Reservoir pipe

Plastic

Plastic

Plastic

Plastic

8 x 1 Pref10 x 1 Alt12 x 1.5 Alt15 x 1.5 Alt

15 x 1.5 Pref16 x 2 Alt18 x 2 Alt

8 x 1 Pref10 x 1.25 Alt

8 x 1 Pref10 x 1.25 Alt

4a, 4b, 4b Brake pipe BBA PlasticorRubber hose

12 x 1.5 Pref

I.D. 11.0 AltI.D. 13.0 Alt

4a and 4c to be similar in length, 4b to be as short as possible

5a, 5b Brake pipe FBA PlasticorRubber hose

8 x 1 Pref

I.D. 11.0 Alt

6a

6b

Suspension pipe

Suspension pipe

Plastic

Plastic

8 x 1

10 x 112 x 1.5

7a, 7b, 7c Suspension pipe Plastic 8 x 1

Pref = PreferredAlt = AlternativeBBA = Operating brake systemFBA = Parking brake system

All pipes and rubber hoses to comply with recognised international standards. Plastic pipe to DIN 74324-1, rubber hose to SAE 1402. The above pipe sizes are defi ned as guidelines only. Actual sizes need to be optimised for a given trailer to meet system response time requirements. It is the vehicle manufacturers ultimate responsibility to ensure their systems comply with applicable regulations.

50

Item Description Notes

1 Emergency coupling with integrated fi lter

2 Service coupling with integrated fi lter

3 Trailer Control Module (TrCM)

4 Air reservoir - brake

5 Drain valve

6 Test point

7 Modulator

8 Spring brake chamber

9 Single diaphragm brake chamber

10 Test point

11 Suspension air bags (bellows)

4.2.1 2M, 3-axle semi trailer, side by side

Emergency

Service

1

2

3

6

7

9 8 8

4

5

21

1-2

1

1

1

21

21

11 12 11 12

11 12 11 121

1

22

22

4

11

23

23

23

8 8

22

10

11

4

6

23

22

9

21

4 Piping

4.2 Brake piping layout

Fig. 87 : 2M - 3-axle semi trailer with Trailer Control Module and spring brake chambers

1 = Item

1 = Port

23

24

25

AUX

6

6

41

51

4

23

24

25

6






5 Drain valve

6 Test point

7 Main Modulators (2 M)

8 Additional Modulator (1 M)



11 Test point


4.2.2 3M, 3-axle semi trailer

Emergency

Service

1

2

3

6

7

9 9

4

5

21

1-2

1

1

1

21

21

11 12 11 12

11 12 11 12

1

22

4

11

23

23

23

9 9

22

23

6

610

10

2

4

8

12


1 = Item

1 = Port

AUX

6

11

12

41

6

Fig. 88 : 3M - 3-axle semi trailer with Trailer Control Module and spring brake chambers

52

4 Piping






5 Drain valve

6 Test point

7 Main Modulators (2 M)

8 Additional Modulator (1 M)



11 Test point


4.2.3 3M, 2-axle drawbar trailer (full trailer)

Emergency

Service


Fig. 89 : 3M - 2-axle drawbar trailer (full trailer) with Trailer Control Module and spring brake chambers

1 = Item

1 = Port

4

23

24

251

2

3

6

6

7

610 9

4

5

21

1-2

1

1

1

21

11 12

11 12

1

22

4

1123

9

22

6

23

10

2

4

8

1

2

11

12

41

AUX

6

11

12

41

6

53

4.3 Air suspension system piping layout


1 Air reservoir suspension

2 Drain valve

3 ILAS®-E

4 Air suspension levelling valve

5 Lift cylinder

6 Test point (if not integrated in COLAS®+)

7 Modulator


9 COLAS®+

Air suspension leveling valve, COLAS®+ and ILAS®-E

Fig. 90 : 3-axle semi trailer, COLAS®+ with auto reset to ride (RtR), ILAS®-E, air suspension levelling valve

1 = Item

1 = Port

1

2

48 8

6

41

8 8 8

8

7

9

12

22

111

21

21

AUX1

AUX2

3

1

21

2211

5

1

22

54

5 Installation and Operating Instructions

5.1 Brake system

Twin-circuit braking system as per Directive 71/320/EEC

When the red supply line is connected, on automatic coupling heads in tractor units the valve in the coupling head opens.

The compressed air now fl ows through the line fi lter to the energy infl ow 1 of the Trailer Control Module (TrCM).

When the system is fi lled the fi rst time and is free of pressure, the compressed air fl ows from the TrCM to the reservoir 1-2 and disengages the parking brake via the energy outfl ow 22 of the TrCM when the red button (disengaging valve) is pressed. This is why the yellow brake line should always be attached fi rst when hitching up, ensuring the service brake in the trailer is operated when the brake is applied in the tractor.

If there is no pressure acting on the yellow line, then the spring brakes are bled via the quick release valve integrated in the EBS and the parking brake is thus activated, when the red button of the TrCM is pulled.

Actuation of the service brake

When the service brake in the tractor unit is actuated, the trailer control valve admits compressed air to the yellow service line. The braking pressure is then passed on to control port 4 of the TrCM.

The TrCM now steers compressed air through the energy outfl ow 21 to the downstream EBS.

The ALB system integrated in the EBS regulates the pressure according to the load status so that pressure appropriate to the load can be guided to the brake cylinders of the braked axles.

Connection lines between the towing vehicle and the trailer uncoupled or broken away

If the supply line is uncoupled or breaks away, the trailer brake control valve initiates emergency braking (automatic braking with the BBA) by exhausting this line.

If the yellow brake line breaks away, nothing happens unless the service brake is actuated. When the service brake in the tractor unit is actuated, the supply line is exhausted via the “defect” in the brake line, whereupon the TrCM initiates emergency braking (automatic braking with the service brake system).

For manoeuvred the unhitched trailer, the service brake can be disengaged by actuating the shunt valve of the TrCM (black button). The red button must also be pressed in this case to disengage the parking brake.

The disengagement procedure of the parking brake can only be carried out, if the pressure in the reservoir is greater than approx. 3 bar.

Trailer air braking system When the brake is released, the yellow brake line is exhausted via the exhaust on the trailer control valve in the tractor unit.

The EBS vents the service brake cylinder of the braked axles via its ventilation outlets for the left and right side.

Fig. 91

Coupling head (yellow)

Coupling head (red)

Trailer Control Module TrCM

ABS cable connection

4S/2

M M

od

ulat

or

EBS cable

EBS cable

Compressed air brake systemAdditional connectionse.g. air suspension

S1B

S1A

PW

R�A

PW

R�B

23 24 25

1

4

21

22

1�2

ISO 7638�1PWR�APWR�BDIAG

S2A

S1A

AU

X5

AU

X4

AU

X3

AU

X2

AU

X1

S1B

S2B

redblack

Junction boxTrailer lighting

ISO 1185 orISO 12098

2�core cable:24V from brake light (red)Earth (white)

55

Applications

The coupling heads of the two line brake system, red for “supply” and yellow for “brake”, are installed to connect the supply and brake lines between the vehicle or the tractor unit and trailer vehicles. They are constructed in such a way that they cannot be wrongly connected.

Automatic coupling heads are installed on the towing vehicle (commercial vehicle or trailer rear connection) to establish connections to towed vehicles.

The coupling head with integrated fi lter simultaneously protects the compressed air braking system from soiling.

The coupling heads meet the requirements of ECE/EC and DIN-ISO 1728.

Mode of Operation

The coupling heads are connected to each other up to the stop dog. This prevents a supply line coupling head being connected to a brake coupling head. This means they cannot be wrongly connected.

Installation Guidelines

The supply coupling head (red) is installed in the driving direction to the right and the brake coupling head (yellow) to the left. The coupling sealing surfaces must point towards the right.

Tightening torque of the nut: 60 Nm.

Maintenance

The sealing surfaces must be clean and must be replaced if they become damaged. In the case of coupling heads with integrated fi lter, the fi lter inserts are to be cleaned regularly (at least once a year).

Inspection

- Test of functioning and leak proofness - Stop dog, wear - Cap, present - Correctly inserted

Operating medium: AirOperating temperature: -40° C to +80° CWorking pressure: 10.0 bar

Connection: M 16 x 1.5

with fi lter and plastic cover

Technical Data

Fig. 92

Coupling head emergency

Fig. 93

Coupling head service

5.1 Brake system5.1.1 Coupling heads

Fig. 94

Installation dimensions

80 �

150

0

min

. 230

5075

0

free space forcoupling

56


Applications

The Trailer Controle Module TrCM is a trailer brake valve with emergency brake, combined actuation valves (release and parking valve) and a charging valve without backfl ow. The release valve deactivates the „emergency brake“ (black control button). By activating the parking brake valve, the parking brake is released or activated (red control button). The integrated charging valve without backfl ow guarantees the supply of compressed air to the brake system. The fl ow of air to secondary systems is only allowed once the brake system has reached the rated pressure.

The valve meets the requirements of EC/ECE directives for braking systems.

Mode of Operation (modifi ed 01.01.2011)

Supply line coupled: With the supply line coupled, the supply pressure provided by the towing vehicle is available without limitation. After exceeding the overfl ow pressure, the supply pressure is also available to the secondary loads.

Brake line coupled: With the application of pressure via the brake coupling head, the pressure is transmitted without reduction via control terminal 4 to connection 21 (no relay effect).

Parking brake activation: By pulling the release valve (red button), the spring brake system connection 22 is coupled to the venting connection 3. This reduces pressure in the spring brake system and activates the parking brake system. Pushing the red control button couples the spring brake system connection 22 to the air supply tank connection 1-2. This builds up pressure in the spring brake system and releases the parking brake system again.

Fig. 95 (modifi ed 01.01.2011)

Release device service brake system (BBA): The release valve deactivates the automatic braking („emergency braking“) triggered by the decoupling of the emergency line (cf. EG-RL, Appendix I, Section 2.2.2.11 and ECE-R13, Section 5.2.2.11). Pushing the black control button (with decoupled emergency line / brake line deactivates the automatic braking. This is implemented by decoupling connection 21 from connection 1-2 and coupling (vented) connection 4 to connection 21. Recoupling the feed and supply line and supply to the compressed air (towing vehicle) automatically switches the release valve back to the normal operating position.

Fig. 96


Coupling head (red)


ABS Cable connection

4S/2

M B

asic

Mo

dul

ato

r

EBS Cable

EBS Cable


Brake InstallationAdditional connectionse.g. air suspension

S1B

S1A

PW

R�A

PW

R�B

23 24 25

1

4

21

22

1�2

ISO 7638�1PWR�APWR�BDIAG

S2A

S1A

AU

X5

AU

X4

AU

X3

AU

X2

AU

X1

S1B

S2B

redblack




5.1 Brake system5.1.2 Trailer Control Module TrCM

57

Pressure loss in the supply line.

Effect on the service brake system (BBA): When pressure in the emergency line decreases by at least 1 bar per second, the automatic braking of the towing vehicle is activated before the pressure in the supply line drops to 2 bar. During this process, the reserve tank (connection 1-2) and connection 21 are directly coupled. This ensures automatic braking by the service brake system and regulation of the ABS.

Effect on service brake system reserve tanks and secondary equipment: In the event of a supply line rupture (red coupling head) integrated check valves prevent the air supply from escaping from the brake supply air tank of the trailer and the secondary loads.

Pressure loss in a secondary load, effect on the service brake system supply air tank: In the event of a pressure loss in a secondary load, the integrated charging valve ensures a „safety pressure“ in the supply tank of the service brake system.

Pressure application via coupling head brake, emergency line not coupled: In the event of pressure applied via the coupling head „brake“ (e.g. with activated parking brake system of the towing vehicle), the brake supply tank and therefore the secondary loads as well are fi lled to a pressure reduced by the overfl ow loss. The fi lling of the secondary loads depends upon reaching the opening pressure of the integrated charging valve. An empty / partially fi lled brake system is therefore fi lled before coupling the coupling head supply.

Operating pressure: pe = 10 barOperating temperature: - 40° C to + 70°CWeight: approx. 1.8 kgPressure limit valve: DIN 74279-C 6-22Opening pressure: pe = approx. 6.2 barClosing pressure: pe = approx. 5.6 bar

Fig. 97

Caution Danger!

Be careful during disassembly, strong spring in the inner part.

After installation the brake system must be checked.

When working with high pressure cleaners, keep a safe distance of at least 50 cm.

Coupling processes Decoupling: disconnect the supply line (red) fi rst, and then the brake line (yellow).

Coupling: connect the brake line (yellow) and then the supply line (red)

Technical Data

Connection Designations

24

1

21

4

23

1-2

22

25

3

Connection designation Thread1 = Energy fl ow (coupling head supply) M 22 x 1.51-2 = Energy release/fl ow (tank) M 16 x 1.53 = Venting (spring brake)4 = Gate terminal (coupling head brake) M 16 x 1.521 = Energy release (EBS/ABS) M 16 x 1.522 = Energy release (spring brake) M 16 x 1.523 = Energy release (pressure limit valve) M 16 x 1.524 = Energy release (pressure limit valve) M 16 x 1.525 = Energy release (pressure limit valve) M 12 x 1.5

5.1 Brake system5.1.2 Trailer Control Module TrCM

58

5.1.2 Trailer Control Module TrCM


Installation GuidelinesInstall the valve with its attachment fl ange to the vehicle frame using two/three M 8 screws (15 Nm). Ensure good accessibility to the actuating device. Unnecessary connections are to be closed. For painting tasks, protect the valve openings from penetration by paint. For line fi ttings / plug connections, comply with the manufacturer’s specifi cations.

MaintenanceControl according to the legal requirements of § 29 StVZO. If defects are found during vehicle inspections or travel, the valve must be replaced. In case of soiling or damage, replace the basket fi lter in connection.

Inspection:

Carry out a sealing and function check as described below.

1. Depressurised system Press the release valves (black and red buttons) (secure vehicle trailer).

2. Initial fi lling Supply pressure to connection 1. The release valve (black button) must switch to the operating position (jump out).

3. Automatic emergency brake Lower the pressure at connection 1 to 0 bar. The emergency brake connection 21 must be automatically activated.

4. Pressure limit Opening and securing pressure (closing pressure) to be checked with a test gauge at the connections 23, 24 and 25 corresponding trailer manufacturing information. Review leakage, for example with a leak detection spray.

5. Parking brake valve (red button) Supply pressure to connection 1. Pull up the release valve (red button). Connection 22 (FBA) must bleed to 0 bar.

43.5

3318

.546

86.5

32.810

26

31 max. permissibleconnecting piece 12

1.5

6 x M16x1.5 � 12 deep9

24.5

Charging valve

Ø 35

975x M8 � 12 deep

2 pointfixing

32

20

8666

~ 1

42

(~ Ø

38)

3 pointfixing

1052

60

4

21

22

25

24

231�2

Fig. 98

Fig. 99

Functional diagrams

0

0

1

1

1

1

2

2

3

3

4

4

5

5

6

6

7

7

8

8

2

2

3

3

4

4

5

5

6

6

7

7

8

8

Out

put

pre

ssur

e co

nnec

tion

21

Input pressure connection 1

Fullfunction

ReleaseAutomatic braking

P 21 [bar]e

P 22 [bar]e

P 1�2 [bar]e

P 1 [bar]e

Ene

rgy

dis

char

ge c

onne

ctio

n 22

Energy discharge connection 1�2

5.1 Brake system

59

5.1 Brake system

Applications

TrCM+ is a parking and shunting valve with with an integrated emergency brake valve for the service brake system and an overfl ow valve for auxiliary equipment (e.g. air suspension) which is used in two-line air brake systems in trailers The TrCM+ has a fl ange-fi tted shunt valve and a parking valve for the service brake and the spring brake. „Parking Hold“ is a new, additional function, whose effect is that, when coupling, although the service brake releases, the spring brake cylinders enter/stay in the braking position.

Before starting the journey, the spring brake cylinder must be released manually using the parking valve. In particular, the Trailer Control Module+ satisfi es the requirements of EEC Braking Systems Directive 71/320 and ECE Regulation R 13.

Trailer Control Module TrCM+

Operating pressure: pe = 10 barOperating temperature: - 40° C to + 70°CWeight: approx. 1.7 kgPressure limit valve: DIN 74279-C 6-22Opening pressure: pe = approx. 6.2 barClosing pressure: pe = approx. 5.2 bar

Connection designations Thread1 = Energy fl ow (coupling head supply) M 22 x 1.51-2 = Energy release/fl ow (tank) M 16 x 1.52 = Energy release (spring brake) M 16 x 1.53 = Venting (spring brake)4 = Gate terminal (coupling head brake) M 16 x 1.512 = Energy release (2-way valve) M 22 x 1.521 = Energy release (EBS/ABS) M 16 x 1.523 = Energy release (pressure limit valve) M 16 x 1.524 = Energy release (pressure limit valve) M 16 x 1.525 = Energy release (pressure limit valve) M 12 x 1.5

Technical Data

4

21

23

25

22

2

24

1�2

24

23

214

1-2

25

3

2

1

Fig. 101

12

Fig. 102


Coupling head (red)

Trailer Control Module TrCM+

ABS Cable connection

4S/2

M B

asic

Mo

dul

ato

r

EBS Cable

EBS Cable

Brake Installation

S1B

S1A

PW

R�A

PW

R�B

23 24 25

1

4 21

12

231�2

ISO 7638�1

PWR�APWR�BDIAG

S2A

S1A

AU

X5

AU

X4

AU

X3

AU

X2

AU

X1

S1B

S2B


redblack

Additional connectionse.g. air suspension



Fig. 100

5.1.3 Trailer Control Module TrCM+

60


Mode of Operation

Supply line coupled (Fig. 103 + 104): When the supply line is connected, the supply pressure provided by the tractor is available to the braking system in full, the service brake is released and the spring brakes are operating. When the overfl ow pressure is exceeded, supply pressure is also available to the auxiliary devices. When pressing the parking valve (red button), the spring brakes will be ventilated and thus the parking brake (Fig. 104) will be released.

Brake line coupled (Fig. 104 + 107): When pressure is introduced through the service coupling, the pressure is passed on to port 21 through control port 4 without reduction (no relay effect).

Parking brake activation (Fig. 104, 107 + 108): When the parking valve (red button) is pulled, the spring brake unit at port 2 is connected to the exhaust port 3. The pressure in the spring brake unit therefore falls, and the parking brake is applied. When the parking valve is pushed, the spring brake system at port 12 is connected to the air supply reservoir, ports 1-2. The pressure in the spring brake system therefore rises, and the parking brake is released again. The parking brake system must always be released manually after uncoupling. The release can, however, only be effected when a pressure of at least 5.0 bar is available in the supply reservoir (Fig. 104).

Release device for service braking system (Fig. 105 + 106): The shunt valve (black button) makes it possible to release the automatic braking („emergency braking“) that is triggered when the supply line is disconnected (cf. EWG-RL, Annex I, Paragraph 2.2.2.11 or ECE-R13, Paragraph 5.2.2.11). The automatic braking of the service braking system is cancelled when the shunt valve is pressed (with the supply line / brake line uncoupled). This is caused by the disconnection of combination of port 21 to port 1-2 and production of a connection from port 21 to port 4 (exhaust from the yellow hose coupling). When the supply line is reconnected and compressed air is applied, the shunt valve automatically switches back into the normal operating position.

Manoeuvring operation (Fig. 106): In order to manoeuvre the uncoupled vehicle, both the operating knobs, black service braking system and red spring braking system, must be pressed. Only this ensures that the service braking system / spring braking system are released and that the vehicle is not braked. The parking valve must be pulled again when the manoeuvring process is complete.

Fig. 103

Initial charging

Fig. 104

Pressure rise approx. 6.2 bar

Fig. 105

Emergency braking

24 23 1-2 4 21 12

2

3

25

1

24 23 1-2 4 21 12

2

3

25

1

24 23 1-2 4 21 12

2

3

25

1

Caution Danger!

There must not be anybody in the hazardous area when coupling or uncoupling.

5.1 Brake system5.1.3 Trailer Control Module TrCM+

61

Fig. 106

Manoeuvring when uncoupled

Fig. 107

Activating the parking brake when coupled

Fig. 108

Releasing the parking brake when uncoupled

24 23 1-2 4 21 12

2

3

25

1

24 23 1-2 4 21 12

2

3

25

1

24 23 1-2 4 21 12

2

3

25

1

Pressure loss in the supply line.

Effect on the service braking system (Fig. 105): If the pressure in the supply line falls by at least 1 bar per second, the automatic brakes of the trailer vehicle will come on before the pressure in the supply line falls to 2 bar. This establishes a direct connection between the supply reservoir (port 1-2) and port 21. An automatic braking is carried out by the service brake unit, and ABS remains in operable condition.

Effect on the service braking system supply reservoir and the auxiliary devices: If the supply line (red coupling head) is pulled off, loss of supply air from the trailer vehicle’s supply reservoir and the auxiliary devices is prevented by the integrated low pressure check valve.

Effect on the spring braking system (Fig. 105): The parking valve is pushed out automatically when the spring braking system is released (red button pressed); the parking brake actuator is kept released through the integrated double check valve. As a result, the pressure at ports 21, 2 and 1-2 is the same. If the pressure in the supply reservoir falls further, ports 21 and 2 are vented at the same time; this automatically activates the spring braking system and in that way prevents the trailer vehicle from rolling away.

Pressure lost in the auxiliary devices, effect on the service braking system supply reservoir: If pressure is lost through an auxiliary device, a “safety pressure” is maintained in the supply reservoir of the service brake equipment by the integrated pressure protection valve.

Applying pressure through the service coupling, supply reservoir not coupled: If pressure is introduced through the service coupling (e.g. when the tractor vehicle’s parking brake is active) the braking supply reservoir (and therefore the auxiliary devices as well) are fi lled with a pressure that is reduced by the overfl ow loss. Filling the auxiliary devices depends on reaching the pressure at which the integrated pressure protection valve will open. As a result of this, a braking system that is empty or only partially pressurised is charged even before the palm coupling supply is connected.

Caution Danger!

Before starting the journey, the spring brake cylinder must be released manually using the parking valve.

5.1 Brake system5.1.3 Trailer Control Module TrCM+

62

5.1.3 Trailer Control Module TrCM+


M22x1.5 � 12 deep

~ 1

42

4

21

22

25

23

(~Ø 38)

10

5266

97

Ø35

60

33 43.5

18.5

4686

.5

924.5

3110

26

1.5

20

86

32

73.532.8

1�2

24

2

max. permissibleconnecting piece 12

6 x M16x1.5 � 12 deep

Charging valve

5x M8 � 12 deep2 point

fixing

3 pointfixing

Fig. 109

Fig. 110

Functional diagrams

0

0

1

1

1

1

2

2

3

3

4

4

5

5

6

6

7

7

8

8

2

2

3

3

4

4

5

5

6

6

7

7

8

8

Out

put

pre

ssur

e co

nnec

tion

21

Input pressure connection 1

Parking brake valve diagram

Fullfunction

ReleaseAutomatic braking

P 21 [bar]e

P 2 [bar]e

P 1�2 [bar]e

P 1 [bar]e

Ene

rgy

dis

char

ge c

onne

ctio

n 2

Energy input connection 1

MaintenanceControl according to the legal requirements of § 29 StVZO. If defects are found during vehicle inspections or travel, the valve must be replaced. In case of soiling or damage, replace the basket fi lter in connection.

Inspection:Carry out a sealing and function check as described below.1. System without pressure Release valve (black button) must be pushed in (securing the trailer vehicle previous to this test), parking valve (red button) automatically pushed out.

2. Initial fi lling Supply pressure to connection 1. The release valve (black button) must switch to the operating position (jump out). The parking valve (red button) remains pushed out.

3. Automatic emergency brake Lower the pressure at connection 1 to 0 bar. The emergency brake connection 21 must be automatically activated and the red button jump out.

4. Pressure limit Opening and securing pressure (closing pressure) to be checked with a test gauge at the connections 23, 24 and 25 corresponding trailer manufacturing information. Review leakage, for example with a leak detection spray.

5. Parking brake valve (red button) Apply pressure to port 1. Parking valve (red button) automatically pushed out, push the parking valve (red button) in, at least 5.0 bar in the supply reservoir, pull the parking valve (red button), port 2 (spring brake system) must vent down to 0 bar, vehicle braked.

Installation GuidelinesThe TrCM+ should be attached to the vehicle chassis through its mounting fl ange, using two or three M 8 (15 Nm) screws and spacing washers. The maximum tightening torque for the threaded bushings is 34 Nm. The function plate must be attached to a visible area near the palm coupling. Ensure that the operating equipment is easily accessible. Ports that are not needed must be closed off. When painting, the valve openings must be protected to prevent paint penetration. Refer to the respective manufacturer’s instructions for the screwed/push-in fi ttings.

5.1 Brake system

63

5.1 Brake system5.1.4 Brake lining wear sensoring

28

74 64.5

55

93

Sensor 1 / cable length 2.5 m

Cable tie




AUX cable / cable length 2 m



Fig. 111

Fig. 112

Brake lining wear sensoring attachment

75

92

125

Cable tie fixing centres

Brake lining wear sensoringThe brake lining wear sensoring allows several wear sensors to be connected to just one auxilliary (AUX 4) of the ECU.

These can be connected to all types of trailer vehicles which have the option of brake linings. Selection is effected without the wheels having to be taken off by using the Trailer Monitor or Trailer Manager diagnostic tools.

The system is connected to special indicators of the brake linings. If corresponding wear of the linings occurs, a signal is transmitted to the ECU of the ECO Tronic EBS, which then results in the warning lights coming on.

The brake lining wear sensoring helps to provide early recognition of worn brake linings. It meets the requirements of IP67 (BS EN 60529) when using the ECO Tronic EBS and meets the ADR provisions for Classes 2 to 9.

Operating note: Unused sensor connections (e.g. with two-axle vehicles) should be provided with a BPW blind plug.

Cable material: PUROperating temperature: - 40° C to +70°CECU Connector: blue

Recommended fi xing screws M 6 x 1 or cable ties.

Technical Data

64


5.2 Air suspension

BPW Air Suspension

A running gear system is only ever good as its suspension. BPW air suspension systems are individually designed to cope with where and for what they‘re going to be used, and what load they‘re going to carry. Only in this way it is possible to ensure the optimum driving safety at the same time as reducing the stress on the driver, the cargo and the body. This reduces wear on the tyres and cuts down the stress on the vehicle body and the cargo - as well as reducing your expenses. The modular construction means that it‘s easy to exchange individual components in the event of a repair.

The vehicle suspension has the task of ensuring that jolts occurring during a journey due to uneven driving surfaces are not transferred with full force to the body of the vehicle, but to a reduced degree. Air suspension can easily fulfi ll this task. All types of construction of air suspensions are deployed as supporting springs for the load of the body.

Dual-circuit air suspension installation

BPW air suspension systems possess high roll stability characteristics providing minimum body roll when cornering, leading to optimum road safety. This high roll stability characteristic is achieved because the body is supported when cornering not only by the air bags but also by the stabilising effect of the axle beam to trailing arm connection.

The specifi cation of the air suspension installation also has a signifi cant infl uence on the roll stability characteristics:

Dual-circuit version with transverse fl ow restrictor: The air bags on the left and right sides of the vehicle are pneumatically separated and only connected together by a transverse fl ow restrictor in the air suspension levelling valve (see illustration). During cornering, the air can only equalise itself slowly between the two sides of the vehicle. As a result, the air bags additionally assist in supporting the rolling motion of the vehicle body.

Abb. ????

Fig. 113

Fig. 114

The use of single-circuit air suspension installations can lead to damage to the vehicle as a result of the higher loads. For this reason, BPW cannot offer any warranty for chassis and suspension damage resulting from this effect.

To achieve optimum function and the greatest possible road safety, in particular in critical situations, we expressly recommend using dual-circuit air suspension installations with a fl ow restrictor.

Lifting axles are the only exception to this recommendation. In this case, it is permitted for at most one lifting axle in a three or four-axle unit to be installed single circuited.

65

5.2 Air suspension

Application

The levelling valve is installed as a level control valve for load depended control using the air bellows of vehicles with air suspension. Depending on the version, additional functions, such as 2. drive height, through a lap position control are possible.

Principle of operation

Air spring valves are secured on the vehicle frame and are connected to the axle with the round or fl at lever via leverage. The pneumatic connections are made via a reserve connector (1), two energy outfl ows (21 and 22), as well as via the vent (3).

When in the resting state, the valve is said to be in the so-called fi nishing position, i.e. both infl ow and also outfl ow are closed.

Fig. 115

5.2.1 Standard air spring valve – dimensions and connections

31

Ø 6

3991 12

2

8751

42

20 20

10

M8

48

66

X+

100

min

. 60

X50

25 24

57,5

max. 320

1105040

min. 80

Discharging

Charging

45°

45°

Identification mark for thelever mounting position,lever swivel angle 360°

Linkage assembledwithout tension (valve axle)

Was

her

DIN

125

�BTi

ghte

ning

tor

que

: 22

� 24

Nm

3

Fig. 116

Air suspension valve

66

When the vehicle is being loaded, the body (frame) approaches the axle, causing the leverage and the control lever to rise and allowing access via the carrier shaft, cam and pistons. Reserve air from connection 1 now fl ows past the check valve, over the opened infl ow, through the space between pistons and inlet bodies via connection 21 and 22 to the air bags. This means the body (frame) is raised until the point where the control lever is horizontal once again, that is to say in the fi nishing position.

When the vehicle is being unloaded, the body is raised upwards due to the higher airbag pressure. The control lever is moved downwards through the leverage. The movement of the control lever is transferred via the carrier shaft as well as the cam to the piston, which opens the outlet during its downwards movement. Compressed air now fl ows through the open outlet from the air bags into the atmosphere, which causes the body (frame) to lower once again into the driving position, (air suspension valve control lever horizontal).

Vehicles are usually only equipped with one air suspension valve. Exceptions can be found, for example in the case of fi fth wheel trailers or semi trailers with independent suspension. The airbags on the right as well as the left side of the vehicle are supplied via this one air suspension valve with cross-throttling.

Supplementary functions

• Air suspension valve with cross-throttling • Air suspension valve with cross-throttling and height limitation • Air suspension valve with zero point adjustment for 2nd driving height

Operating pressure, dyn.: pe max. 13 barPermitted dyn. bellow pressure: pe max. 20 bar

Operating temperature: - 45°C to + 85°C

Operating range (charging - and exhausting): 45°

Side of control: on the left and on the rightDead angle at 7 - 8 bar: 2°

Connection designation: 1 = Energy fl ow 21/22 = 1./2. Energy release 3 = Venting

Turning the operating handle 180° achieves the same function within a tolerance range of 3.5°, as in the adjustment shown.

Technical Data

Air suspension valves with cross-throttling

Air suspension valves with cross-throttling prevent the vehicle becoming unstable when cornering, as would occur if the pressure of the air bag on the outside of the curve were to even out to match that of the air bag on the inside of the curve (danger of an accident; tendency already apparent in the body while taking the corner would thus be reinforced even further). A special formation of the inlet valve allows for increased pressure compensation to be achieved between connection 21 and 22 and therewith between the right and left air suspension valve (vehicle side).

Assembly instructions - Mechanical

The levelling valve has to be installed vertically with exhaust port at bottom. For fi xing use at least two M8 screws. The valve should be secured via the middle of the axle. Tightening torque: 15 Nm (13.5 – 16.5 Nm).

The freedom of movements of the eccentric shaft must be tested. The leverage must be installed free of tension. The marking on the eccentric shaft must point in the direction of the steering device in order to ensure the operation of the air suspension valve on the correct side (see Fig. 118).

Fig. 118

Adjustment of mechanical part

Arrow marking must indicate direction of linkage

Piping diagram

22

21

1

3

Fig. 117

5.2 Air suspension5.2.1 Standard air suspension valve


67

Assembly instructions - PneumaticIn the case of the valves with push-on connections, 8 x 1 plastic tubes according with DIN 74 324 are to be used as pneumatic lines. Care must be taken during assembly that the tubes are cut off at right angles and burr-free for the required length.

Before the tubes are inserted into the push-on connections, support sleeves must be pressed into the ends of the tubes. Insert the tube at least 22 mm into the push-on connectors. By pressing down on the over-hanging lock ring (e.g. with an open end spanner), the plastic tube can be removed again (e.g. in case of replacement).

When painting is being undertaken, all open connections and the breather must be protected against paint penetrating inside by using suitable means. The protective measures must be removed again once the painting work has been completed.

A tubing fi lter is to be inserted into the line coming from the air tank (prevents soiling occurring).

Setting the valveAfter installation of the valve and connecting the pipe fi ttings the length of the connecting rod must be determined between axle and valve, after the vehicle chassis has been set at the desired height (vehicle manufacturer- specifi cation). The raising of the frame or chassis to this desired height is reached by lifting the control lever in position “charging”. At this process the air bellows are infl ated with air.

At reaching the desired height the control lever must be positioned immediately in the lap position, which can be the horizontal position (depend to version), and fi x it with a locking pin (d=4h8) on housing and on bore of the spindle. Statutorily prescribed max. heights must be adhered to. Please see the BPW documentation for air suspension systems for further information.

The actual length of the connecting rod between the linkage to axle and the linkage at the control lever can now be determined, and the connecting rod can be fastened. The connecting rod is to be connected using the rubber linkages and fastened with the hose clamps supplied.

Last of all remove the locking pin.

If a problem-free fi nishing position still cannot be achieved with the control level in this position, then it is possible to effect a corresponding correction:

To lock the lap position, use pin d = 4h8 x 20 DIN 7 fi x spindle as well as linkage (d = 6 mm) in horizontal position. Remove the rubber boot and fi lter pad. With a screwdriver turn the valve tappet so far, that neither a rise nor drop in pressure occurs. As an alternative an adjustment at the linkage to axle is possible: loosen counter nut and shift angles at the axle bracket accordingly. Tighten counter nut again.

Fig. 119

Pipe connection

InspectionCheck function and leak. In the lap position at the delivery ports 21, 22 neither rise of pressure nor drop of pressure may result. Free movement and condition of the linkage is to be checked, bent or welded linkages are to be exchanged. Brittle or hardened rubber pieces are to be renewed.

1. Press in clamp ring

2. Remove plastic pipe

Fig. 120

Zero point adjustment

4 x

Ø 9

Zero point adjustment of the valve by means of the dowel pin 4 x 20

5.2 Air suspension5.2.1 Standard air suspension valve

Assembly plastic pipe

Dismantling plastic pipe

68

5.2 Air suspension

Application

The air suspension valve with height limitation controls the pressure in the bellows for vehicles with air suspension and limits the raising procedure in connection with a raising and lowering mechanism (COLAS®+) when a maximum permitted body height has been reached, in order to protect other components from being damaged.

Operation of the height limitation function

The raise/lower valve is fed via the levelling valve from port 12 to port 23.

If maximum body height is reached during the lifting action, the twisting of the shaft and the associated downward motion of the pipe cause the valve plate to sit on the valve seat, which interrupts the supply from port 12 to port 23 and so ends the lifting action.

Operating pressure, dyn.: pe max. 13 barPermitted dyn. bellow pressure: pe max. 20 barOperating temperature: - 40°C to + 80°C


Nominal diameter/type: 1.3Side of control: on the left and on the rightDead angle at 7 - 8 bars: 2°

Connection: 1, 21, 22 = M 12 x 1.5 12, 23 = M 16 x 1.5

Tightening torques of the connection 1, 21, 22 12 to 15 Nm 12, 23 20 to 25 Nm

Connection designation: 1/12 1./2. Energy fl ow 21/22/23 1./2./3. Energy release 3 Venting

Technical Data

Fig. 121

23

4

3

12

23

61

SW 13

SW

13

M =

15

� 20

Nm

4

Exhaust valve

Adjusting screw

20

20

44

6788

18

SW 2740

25 2050

63

43

50

23

71

99

1.3

185

57.5

9.5 9

42

Ø 3.3

Ø 36

max. 320min. 80

Charging

Discharging

23

Identification markfor the levermounting position

5.2.2 Air suspension valve with height limitation – dimensions and connections


69

5.2 Air suspension

Changing the body height depending on the lever length

23

12

23

320300 260

25°

35°45°

220 180 140 100 60 20280 240 200 160 120 80 40 0

Fig. 123

Adjustment of Height Limitation

The height limitation can be set over a range of α = 15° to 40°. If the factory-set height limitation of α = 45° ±2° needs to be changed, the dump valve must be removed (using SW 13) and the adjuster screw turned with a suitable tool.

Clockwise rotation: α < 45° Anticlockwise rotation: α > 45°

The angle here refers to the downwards excursion “α” of the control lever from the horizontal, in degrees.

Then refi t the dump valve.

Inspection

Check function and leak.

The pressure should neither rise nor fall at the delivery ports in the neutral position.

Check the linkage moves freely and is good condition, replace if bent.

Changing the body height depending on the lever length while limiting height

Linkage distance

Defl ection 60 80 100 120 140 160 180 200 220 240 260 280 300 320

45° 42 57 71 85 99 113 127 141 156 170 184 198 212 226 height changing

35° 34 46 57 69 80 92 103 115 126 138 149 161 172 184

25° 25 34 42 51 59 68 76 85 93 101 110 118 127 135

Piping diagram

Fig. 122

5.2.2 Air suspension valve with height limitation

23

12

2221

23

1

70

5.2 Air suspension

Application

The levelling valve is fi tted as a level control valve for load-dependent control of the air spring bellows volume in vehicles with air suspension. This version provides a second ride height by means of a zero point adjustment.

Operation of the zero point adjustment

In the case of admission fl ow of connection 4, the zero point in the valve is adjusted by 20° via a tappet. This opens the infl ow and the body is raised in order to reach the fi nishing position.

The integrated construction of the zero point adjustment has the following advantages:

- a 2nd ride height on vehicles with lift axles, so that when the axle is lifted, the wheel does not contact the road surface when passing over unevenness in the ground, thus preventing increased tyre wear.

- can be matched to various trailer heights, thereby facilitating operations for the fl eet operator.

Fig. 124

5.2.3 Air suspension valve with zero point adjustment – dimensions and connections

Discharging

Charging

M810

4866

G2

G2

24

57.5

92

G2

1045040G2

max. 320min. 80

Identification mark forthe lever mounting position,lever�swivel angle 360°

1. Ride height

2. Ride height

45°�

8751

4220 20

Ø9

Linkage assembledwithout tension (valve axle)

Ø6W

ashe

r D

IN 1

25�B

Tigh

teni

ng t

orq

ue: 2

2 �

24 N

m

176

3

4

Operating pressure, dyn.: pe max. 13 barPermitted dyn. bellow pressure: pe max. 20 barOperating temperature: - 40°C to + 80°C


Nominal diameter/type: 1.3Side of control: on the left and on the right1st ride height dead angle at 7-8 bar: 2°2nd ride height dead angle at 7-8 bar: 3.5°

Necessary switching pressure: 6.5 bar

Connection designation: 1 = Energy fl ow 21/22 = 1./2. Energy release 3 = Venting 4 = Gate terminal

If the actuator lever is twisted through 180°, the same function is obtained with a tolerance range of 3.5° for the fi rst ride height and 4,5° for the second ride height, as for the setting shown in the drawing.

Technical Data


71

5.2 Air suspension

Inspection

Check function and leak.

The pressure should neither rise nor fall at the delivery ports 21, 22 in the neutral position.

Check the linkage moves freely and is in good condition, replace if bent or welded. Replace hardened or brittle rubber parts.

Adjustment of the body height in a zero point setting

320300 260

25°

35°45°

220 180 140 100 60 20280 240 200 160 120 80 40 0

Fig. 126

Change of the body height depending on the level length at zero point setting

Piping diagram

Fig. 125

5.2.3 Air suspension valve with zero point adjustment

Linkage distance

Defl ection 60 80 100 120 140 160 180 200 220 240 260 280 300 320

45° 42 57 71 85 99 113 127 141 156 170 184 198 212 226 height changing

35° 34 46 57 69 80 92 103 115 126 138 149 161 172 184

25° 25 34 42 51 59 68 76 85 93 101 110 118 127 135

2221

13

4

72

Applications

The „COLAS®+“ raising/lowering valve has a broad range of functions. The following features are integrated: deadman function, RoRo position and “Reset to Ride“ (RtR) function.

Mode of Operation“Drive“ position The lever is in the central position when pulled out and is secured by an anti-rotational lock. In this position connection 11 is coupled to connection 21 and connection 12 to 22, enabling a direct air connection between the air suspension valve and the air bags.

“Stop“ position The lever is in the central position when pressed in. Connection 11 is not coupled to connection 21 and connection 12 is not coupled to connection 22

“Lower“ position The lever is rotated clockwise from the „Stop“ position approx. 35 degrees, so that connections 21 and 22 is connected to connection 3, enabling venting of the air bags. After releasing the lever, it automatically rotates back to the central „Stop“ position and de-couples connection 21 and 22 from connection 3 (so called“dead man switch“). The air bags are then no longer vented.

“RoRo“ (“Lowered locked“) position The lever is rotated clockwise from the „Stop“ position, approx. 35 degrees and pressed into this position. This de-activates the dead man function and the lever remains fi xed in the rotated position after it is released. Connections 21, 22 and 3 remain coupled to each other. The air bags are continuously vented. This venting is, for example, required with ferry or rail loading of the vehicle.

“Raise“ position The lever is rotated counter clockwise from the “Stop” position approx. 35 degrees so that connection 21 and 22 are coupled to connection 1, enabling the charging of the air bags. After releasing the lever, it automatically rotates back to the central “Stop” position and de-couples connections 21 and 22 from connection 1 (so called “dead man switch”).

Resetting of “Stop“ or “Lower Locked“ position to “Travel“ position Resetting from the central position is performed manually by pulling out the lever, so that the anti-rotational lock is again activated. For vehicle speeds in excess of 15 km/h (adjustable) the solenoid valve is pulsed from the ABS/EBS, automatically pressing the lever to the “Travel” position. This function prevents driving with vented air bags and thus damage being done to the running gear.

Fig. 128

Caution Danger!

During the raising and/or lowering process, no persons may be present in the hazardous zone.

A lowered body can automatically lift during start-up, „Reset to Ride“.

Piping diagram

22213

1211

1Drive

Raise

Stop

Lower

Lower�Locked

COLAS®+

Fig. 127


5.2.4 COLAS®+

5.2 Air suspension

73


Mechanical Part:

Attachment is by at least 2 holes provided on the housing with M 8 bolts and a tightening torque of 15 Nm (13.5 - 16.5 Nm). The installation site must be chosen so that the COLAS®+ valve is protected from spray or high pressure wash water. Good accessibility to the operating lever must be provided. Ensure that the unit does not protrude outside the overall vehicle width. The vehicle manufacturer must provide suitable protection against unauthorised activation.

Electrical Part:

Bayonet connection according to DIN 72585. For the bayonet connection, turn the union nut clockwise to make certain that it is correctly attached and locks in to ensure optimum sealing. An electrical connection to the solenoid valve is permissible only via the ECO Tronic EBS-ECU, which provides a signal „Reset to ride height“. BPW Bergische Achsen is not liable for other types of actuation.

Operating pressure: pe max. 8.5 barOperating temperature: - 40° C to +80°CWeight: approx. 1.5 kg

Solenoid Valve:

perm. duty cycle 10 sVoltage UB = 24 VDC +7/-8Current / Output lo= 250 mA / Po = 6 WProtection class DIN 40050 - IP 6K 9K

Fig. 130

Fig. 129

Technical Data

Electrical Connection

5.2 Air suspension5.2.4 COLAS®+

94.537

3226

386

10.5

33

5413

4

205

121

30

53

1

12

11

3

12

121

22

39.5

34.5

86Rest Position � Lower

94Stop Position

110Travel Position

4x Ø

9.5

4x M

8

Ø 3

6

Ø 4

4

270177160

Test point

56.6

50

56.6

74

Pneumatic Part:

The pneumatic connection can be implemented according to the installation diagrams. COLAS®+ is equipped as standard with PTC (Push To Connect) push-on connectors. Protect the ventilation connection „3“ from penetration of dirt and water. During installation of the pneumatic pipelines, make sure that they are cut to the required length, at right angles and free of burrs, with suitable tools. To ensure the permitted spring defl ections are not exceeded during the raising process, it is advisable to use a height limitation device (e.g.: BPW air suspension valve with height limitation). Any exceeding of permitted spring defl ections can lead to individual components being damaged. For painting tasks, protect all open plug connections and the venting with suitable covers against penetration by paint. After painting, remove the protective covers again. Attach the BPW sign (Fig. 132) near COLAS®+.

Maintenance

If defects are found during vehicle inspections, travel or during commissioning, the device must be replaced. When working with high-pressure cleaners, keep a safe distance of at least 50 cm from the COLAS®+.

1 = Supply, DIN 74324 - 8 x 111 = from air suspension valve, DIN 74324 - 8 x 112 = to air suspension valve, DIN 74324 - 8 x 121 = to air bags, DIN 74324 - 8 x 122 = to air bags, DIN 74324 - 8 x 13 = Venting (at least DN 9)

1

12

11

21

22

3

Fig. 131

Fig. 132

5.2 Air suspension

BPW Sign “COLAS®+“

Connection Designations


5.2.4 COLAS®+

75

5.2 Air suspension

Application

„ILAS®-E“ is used for electrically controlled lifting and lowering of one or several lift - axles with conventional air suspension systems.

With electronically controlled air brake systems, e.g. EBS, ILAS- E are controlled by the load depended output signal.

Principle of operationElectrically actuated lift axle control device for lifting and lowering of lift axle(s).

With electric power on: Axle is up With electric power off: Axle is down

Traction control: By using a traction control device you have to follow the regulations for lift devices (97/29/EG).


Mechanical Part:

The ILAS-E should be mounted using the holes which are provided. It should not be located in an area where there is excessive water spray / splash and should be protected from high pressure washing equipment. Additional protection should be provided by the vehicle manufacturer against unintentional activation.

Pneumatical Part:

A nylon pipe in accordance with DIN 74 324 - 8x1 should be used for the versions with push-in fi ttings. When assembling the air pipes, care should be taken to ensure that the pipes are cut square, to the required length and are free from burrs.

Inspection

Check function of unit and security.

Function: With electric power on: Axle is up With electric power off: Axle is down

To lower the lifting axle, e.g. for servicing work (HU, SP), the power supply must be interrupted. Alternatively, the lifting device can also likewise be switched off during operating through pre-fi xing of a stop cock with venting before connection 1 (axle lowers itself).

Porous rubber parts must be replaced.

When painting is being undertaken, all open connections, the atmospheres connection and the breather must be protected against paint penetrating inside by using suitable means. The protective measures must be removed again once the painting work has been completed.

A safety distance of at least 50 cm should be kept when working with high pressure cleaners.

5.2.5 ILAS®-E

Medium: AirOperating pressure: pe max. 8.5 barOperating temperature: - 40° C to +80°CRequired switch pressure: pe > 2.5 barVoltage: 24 VDCCurrent Power consumption at 20°C: IO = 250 mA/P0 = 6WPermissible duty: 100%Type of protection: DIN 40050-IP 67 A

Technical Data

Fig. 133

ILAS®-E

76


Weight: approx. 0.8 kg

Port No. Description Notes1 Reservoir port3 Exhaust port11 Air bags, no lifted axles

21.1 Air bag of lifted axle21.2 Air bag of lifted axle22.1 Air bag respect. lifting cylinder of axle lift device22.2 Air bag respect. lifting cylinder of axle lift device

5.2.5 ILAS®-E - Identifi cation of ports and fi xings

65 mm

41 mm

18.4 mm

9.2 mm

14 mm

17 mm

67 mm

34 mm

137 mm

204. mm

40.5 mm

49.5 mm

1

11

22.2

21.2

22.1

21.1

All portsPush-in fi ttings for tube

DIN 7424 - 8x1 - 23 mm deep

3

Ø 9 mm

40 mm 50 mm

Bayonet connection according to DIN 72585

Fig. 134

Note:The installation of a maximum of one single-circuit lifting axle is permitted within a three or four axle suspension.

5.2 Air suspension

77

10584

42

6030

17

35

M22

x 1

.5

M22

x 1

.59

17

56

28

5226

64.5

68.5

Fig. 135

5.2.6 Shut-off cock

Fig. 136

Application

The shut-off cock is used for fi lling and exhausting compressed air lines, e.g. lift axle valves, combined chambers or steering axles.

The shut-off cock is used, for example, for manually activating the steering axle lock when reversing (see example of application p. 79). The version with exhaust is installed for this.


In the shut position, the handle is at right-angles to the fl ow direction (transverse to the line) and the passage is blocked. If the handle is turn 1/4 of a turn (parallel to the line), the passage is clear and compressed air can fl ow through it.

Installation instructions

There must be enough room to operate the handle manually.

MaintenanceGrease the shut-off cock with a mineral oil grease if it becomes stiff.

Medium: AirOperating pressure: max. 8 barOperating temperature: - 40°C to + 80°CHandle: Aluminium

Technical Data

5.2 Air suspension

78

5.2 Air suspension

Voltage: 24VInput power consump.: 11WEmergization time: 100 %Nominal size: 2.5Pressure range: 0 - 10 barType of protection: DIN 40050-IP67Fitting position: Solenoid aboveOperating temperature: - 40°C to + 85°C

Technical Data

Fig. 138g. 138

Application

3/2-ways magnetic valves are used to control ventilation and breathing procedures in pneumatic installations. These valves are operated electrically and used in connection with the ECO Tronic EBS, for example for controlling steering axle blocks or for zero point adjustment in the case of air suspension valves with a 2nd driving height in air suspension systems.

Fig. 137

5.2.7 3/2-Ways magnetic valves

3

2

1

24

12

15Ø 8.4

134

11

M 12 x 1.5

M 1

2 x

1.5

39

7027

Bayonet connectionaccordingto DIN 72585


Installation instructions

Install vertically with the solenoid at the top. Installation site must be protected against splash water. Mount using bolts and nuts in holes in the body.

They can be mounted as a block, in which case replace the bolt and seal ring with gasket (ordered separately).

Inspection

Check for operation and leaks.

79

12

3

9 9

7

41

9 9 9

9

8

10

12

22

111

21

21

AUX2

4 5

22

1 = Item

1 = Prot

1

6AUX1

5.2 Air suspension


1 Air reservoir suspension

2 Drain valve

3 Air suspension levelling valve

4 3/2-ways magnetic valve

5 Manual stop-cock, exhausting the air

6 Lock cylinder for steering axle

7 Test point (if not integrated in COLAS®+)

8 Modulator

9 Suspension air bags

10 COLAS®+

5.2.8 Example of an application of a steering axle block (with 3/2-ways magnetic valve and manual shut-off cock)

Fig. 139: 3-axle semi trailer, COLAS®+ with auto reset to ride (RtR), air suspension levelling valve, 3/2-ways magnetic valve for installation with a steering axle lock as well as manual shut-off cock

80


5.3 Soft DockingIncreased control into reversing through innovation and engineering

Reversing into docking bays has always been an area where damage is likely to occur to the vehicle or the dock if the vehicle is allowed to hit the dock at speed.

BPW offers added security with Soft Docking, when linked to the ECO Tronic EBS which can apply the brakes automatically when reversing into a loading bay.

Benefi ts:• Independent from truck braking system• Measures braking power to match load and speed• Audible and visual reversing aids• Silent mode for night deliveries

The system cannot replace the driver’s responsibility to ensure a clear passage when manoeuvring. BPW cannot be held responsible for any accidents encountered when using the system.

Soft Docking

Fig. 140

2.

3.

200 mm12 x 1 + 3 x 2.5 mm2

8000 mm7 x 1 mm2

1500 mm4 x 0.75 mm2

8 pol.SW 8 pol.GE 8 pol. GN 8 pol. SW1000 mm4 x 0.75 mm2

1000 mm4 x 0.75 mm2

2100 mm2 x 1 mm2

2100 mm2 x 1 mm2

7000 mm3 x 0.75 mm2

4000 mm2 x 1 mm2

4. 6. 5. 5.

3. 1.

1500 mm4 x 0.75 mm2

1. Soft Docking junction box including the electronics.2. Power Supply Cable3. Adjustable sensor in protective housing4. Reversing Alarm (Audible warning system)5. Warning lights (visual warning signals)6. Auxiliary cable to EBS

Components

DimensionsWidth: 234.5 mmHeight: 155.5 mm

Fig. 141

81

5.3 Soft Docking

116 mm - Ø 6 mm

72.5 mm Ø 6 mm

Preparation

- Determine a suitable mounting point for: - Soft Docking junction box - Reversing alarm

Installation

All cables must be installed where suitably protected by the trailer chassis. Fix all cables every 10 - 15 cm with a cable tie. Do not fi t the cables onto surfaces that can become hot.

Fixing of cables along with hydraulic fl uid pipes is not allowed. Unnecessary cables should be fi xed coiled up. Ensure that the junction box gland nuts are closed correctly.

Installation of Soft Docking Junction Box

The position of the junction box has to be in a suitably protected position in the rear part of the trailer. The box has to be fi xed on to the chassis. Position in a rigid location unsusceptible to large vibration and ensure cables run upwards to the junction box and are safely installed.

Installation of LED Outline Marker Light

The new LED outline marker lights has to be assembled in the same locations as the old lamp (ensure that the lights can be seen from the truck mirrors clearly). The connectors has to be plugged into the Soft Docking junction box. Please ensure the existing connections for the old outline marker lamps are sealed.

It is essential that you only use LED outline markers not incandescent bulbs, they are clearer in daylight and require less power.

Fig. 142

Soft Docking Junction Box

Fig. 143

LED Outline Marker Lights

79 mm Ø 6 mm

Entry cable at the top

Fig. 144

Reversing alarm

28.4 mm

Installation of Reversing Alarm

Fit the reversing alarm in a protected position unsusceptible to vibration. Normally on the rear light panel or near the rear axle. When assembling pay attention to the location of the alarm, the cable entry must be at the top (observe “TOP” on the alarm). Plug the cable into the Soft Docking junction box.

82


5.3 Soft DockingInstallation of Sensor onto Rear Bumper

Drill a hole of 35 mm, pass the sensor lead through with the 7 pin ASS2 connector from the sensor. Fix the sensor with four fi xing screws onto the rear bumper (Fig. 145). Plug the cable into the connector from the Soft Docking junction box.

Note: The sensor is ineffective when the load is longer than the trailer, or the trailer/container overhangs the sensor, as it can only measure the distance between the sensor and the loading bay. (Example: skeleton trailer for long containers ie. 45 ft)

Installation of Power Supply into an existing Junction Box: (None Aspöck)

Cut the connector off the end of the power cable. Insert cable through spare entry of existing junction box. Connect wires as appropriate. Ensure waterproof installation.

Contact allocation:black – tail light leftgrey – reverse lightbrown – tail light rightwhite – earth connection

Close the junction box.

Important!Ensure the junction box gasket is seated correctly.

Fig. 145

Sensor on rear bumper

60 mm Ø 10 mm

84.5 mm - Ø 10 mm

Installation of Power Supply with an Adapter Cable

Disconnect the connector between main cable and the rear junction box cable.

Plug the adapter for the power supply between these two connectors (main cable and rear junction cable) (Fig. 146).

Connection to ECO Tronic EBS

Plug the Auxiliary Cable into the AUX ports 4 or 5 in the EBS Modulator (Fig. 147).

Soft Docking has to be enabled using the Trailer Manager software.

Fig. 147

Connection to the Modulator

Fig. 146

Installation with an adapter cableMain cable Rear junction box cable

83

Fig. 148

Working range

Step Activity Result

1 Ignition on / Tail light on LED outline marker has to shine

2 Engage reverse gear LED outline marker is deactivated when the radar is at 3 m from the obstacle.

3 Place the test sample in perpendicular to a sensor within a range of 3 m behind the vehicle

LED outline marker: slow fl ashing frequency Reverse alarm: slow beep

4 Remove the test sample from the vehicle until the beeping and LED outline are extinguished.

Completed phase 1 (see picture below) (area greater than 3 m)

5 Move the test sample slowly inwards towards the trailer sensor

Run through the complete range of phases as shown within diagram below.

6 Repeat step 4 with the second sensor See step 3/4

7 Repeat step 5 with the second sensor See step 5

Testing of the silent mode (night silent switch off)

8 Place the test sample in the distance as in step 3.

9 Engage the reverse gear twice (within 2 seconds) LED outline marker: slow fl ashing frequencyReverse alarm: no signal

10 Let the system work for min. 10 seconds. After this, disengage the reverse gear.

11 Engage reverse gear once only. LED outline marker: slow fl ashing frequencyReverse alarm: returns to slow beep frequency

> 3 meters

2.0 - 3.0 meters

Permanent Tone / Lamp

8 Beeps per sec (8 Hz) / Flashes



No Beep / Flashes

< 0.5 meters

0.5 - 1.0 meters

1.0 - 2.0 meters

Please note during the function test that the test sample will be moved always perpendicular to the respective sensor axis.

The maximum detectable distance is 3 m from the sensor and detection is shown below in fi ve phases. Please study the sketch below.


The controlled automatic braking commences at 1 meter distance from the dock. The system is equipped with distance sensors and distance from the dock is fi rst detected when the trailer is in reverse and less than 3 meters away from the dock.

5.3 Soft Docking

The braking command is delivered from the ECO Tronic EBS via an auxiliary port. The braking at 1 meter distance lasts for 2 seconds before the system releases the brakes giving control back to the driver.

Functional Test

After the installation is completed you should test the system thoroughly. For this test you require a test sample (preferred material is a cardboard box approx. 500 x 500 mm, if there is no box available, you can use a similar object material with

a smooth surface). Please ensure that there are no obstacles situated within the range of 4 m x 4 m behind the vehicle. The test procedure must be carried out in the following steps:

84

You adjust the sensor by rotating 3 fi xing screws (DIN 546)

ATTENTION: Soft Docking is protected against an AC voltage supply, but will not function. It will function again correctly when reconnected with DC supply.

Operating instructions:

The complete system is installed into the last third of the trailer. Thus the Soft Docking is independent of the truck and also very well suited for changes of the truck and trailer combination. Engage the reverse gear and you activate the system.

Both sensors indicate the distance to an obstacle to the system electronics. Depending on the distance to an object, the system electronics will give out a warning signal (from the reversing alarm and LED outline marker), which varies depending on the object distance.

Obstacle

Adjusting the sensors:

If you cannot position the sensor assembly on the outermost area of the rear panel, you can adjust the detection of the sensors with a special tool (DIN 546). The available adjustable area of the sensor is 10° horizontal and vertical.

By rotating the screw clockwise, the housing will be inclined in the direction of the rotated screw.

Fig. 149

Adjusting the sensors

Fig. 150

Adjusting with an obstacleDue to the order of the screws (3 x 120°) you have the possibility to incline the sensor in any direction (maximum adjusting area is 10°). The adjustment should only be made with an obstacle in place.

System check 1.

(De-activation of the system by switching on the tail lights):

If the tail light is on while engaging the reverse gear, the tail light function in the outline marker is deactivated for about 2 seconds. As soon as the obstacle is more than 3 m away, the lamp is switched to normal – permanent operation. The buzzer is not activated. If you get nearer than 3 m to the obstacle, the system switches to the 5 test phases.

System check 2.

(Activation of the system during the day with tail lights switched on):

After engaging the reverse gear the outline marker is turned on.

Distance to the obstacle > 3 m: Outline marker is on, buzzer is silent!

Distance to the obstacle < 3 m: System switches to the fi ve test phases.


5.3 Soft Docking

85

5.3 Soft DockingNight Silent Mode

If the reverse gear is engaged twice (within 2 seconds) the acoustic warning installation (buzzer) will be ‘’night silent’’. The outline marker is however active. The ‘’night silent’’ option is to prevent audible nuisance at night in residential areas.

Nominal voltage 24 VOperating voltage 19 bis 32 VOperating temperature -30 bis +65° C Current consumption < 300 mA (total system)

Ultrasonic sensors:Max. range 2500 mmMin. range 350 mmDetection angle 15°Operating voltage 12 - 30 VMax. current consumption < 35 mAFrequency 180 kHz

Reversing alarm:Operating voltage 12 - 30 VMax. current consumption < 35 mA

Superpoint LEDOperating voltage 24 VMax. current consumption < 35 mA

The sensor has an area (< 350 mm), within which the measurement result might not be 100% accurate.

Technical Data

Sensor diagnosis

Sensor faults are indicated by six LED’s inside the Soft Docking junction box (Fig. 151).

1) One green LED: shows, that the voltage supply is in order.

2) Two red LED´s: indicates in which of the sensors a fault has occurred.

3) Three yellow LED´s: indicates an error code, which describes the type of default.

Error code 2 1 0

Possible reasons Repair

Sensor cable break Change sensor

Defect on head of sensor Change sensor

Sensor cable break Change sensor

In the case of an “error” the LED outline marker will permanently illuminate and the reverse alarm will permanently sound for about 5 - 7 seconds.

Afterwards the alarm switches off automatically and the LED outline marker continues to operate.

Fig. 151

Fault indicator junction box

Error repair / Sensor diagnosis

Error Possible reason Repair

Display an obstacle, when none present

A sensor is obscured Adjust Sensor

Soft Docking doesn’t work

- Reversing light, tail light L/R and earth connection is defective- One of the fuses (tail light L/R or reversing light) defective - Supply voltage is too small (< 19 V)

- Establish or check all the connections- Change one of the fuses- Check the light control unit of the truck

LED outline marker light does not shine

- LED defective- When activating the system an error occurs

- Change LED- Activate the system once again

Reverse alarm doesn’t work

- Defective alarm- Silent mode is active

- Change the alarm- Engage the reverse gear

86


5.3 Soft DockingError repair

Except a complete failure of the system the following situations can lead to an erroneous signal on the display. The reason for this is that in these cases, the physical limits of the ultrasonic sound are exceeded.

a) If the trailer is driven at an angle to the dock, it is possible for the sensor not to detect the dock (Fig. 152, a).

b) Caution while reversing towards ramps with fl oors that point out from the main body (Fig. 152, b).

ATTENTION: It is the driver’s responsibility to manoeuvre safely.

Ramps with curtains require special attention:

a) The material of the curtains can absorb the ultrasonic, this means that the refl ected sound is too weak for the sensor to detect (Fig. 153).

b) If the curtain is deformed, so that the ultrasonic signal could defl ected not absorbed (Fig. 153).

Some materials like textiles weaken the ultrasonic signals, signifi cantly reducing the sensing distance.

Conditions of no detection

The system will not detect the dock when the vehicle is not in reverse. System will not operate if the speed of the vehicle is excessive (more than 15 km per hour). If the trailer is driven at an angle to the dock, it is possible for the sensor not to detect the dock. Some materials like textiles weaken the ultrasonic signals, signifi cantly reducing the sensing distance. The system cannot replace the driver’s responsibility to ensure a clear passage when manoeuvring. The operation needs to be tested on a vehicle after installation. The vehicle requires BPW ECO Tronic EBS system to function.

Liability Exclusion

The system is not totally accurate under all circumstances. The driver must manoeuvre with care up to the dock. BPW cannot be held responsible for any damage that may occur when using the system. It is the driver’s responsibility to reverse safely.

Fig. 152

Physical Limit

a)

b)

Fig. 153

Ramps with curtains

a) b)

87

Vehicles equipped to transport hazardous goods or explosive substances are required to have electrical systems with specifi ed levels of safety and protection. These requirements are defi ned in the European Agreement on International Transport of Dangerous Goods by Road (ADR 2007).

The ADR requirements apply to the following classes of dangerous load carrying vehicles: EX/II, EX/III, FL, OX, and AT.

The following key points should be observed on Hazardous Goods/ADR trailer installations.

Data of the Load Plate

The print out of the Load Plate Pressure Data from the Trailer Manager programme must have the ADR/GGVS certifi cate number as indicated (Fig. 154).

Cable routes

Sensor cable route should not be installed to brake air pipes. Do not run sensor leads in spiral wrapping on hoses. Cables should be securely fastened to prevent abrasion and positioned to protect against mechanical and thermal stress. It is recommended that the cables are either run in trunking or secured at no less more than 400 mm intervals.

Note: All cables should run ‘up to’ ECU connections.

Brake lamp back-up power supply

The brake lamp power supply can be either an ISO 12098 or an ISO 1185 (24N) connector. These connectors must be fully approved for use on an ADR vehicle (Fig. 155).

Warning lamps

It is the installers responsibility to ensure that the green trailer warning lamp, if fi tted, is fully approved for use on an ADR vehicle (Fig. 156).

The warning lamp bulb must be of twin pole bayonet type.

Fig. 155

Fig. 156

Fig. 154

ADR/GGVS: ---/----/--

6 Hazardous goods / ADR installations

88

Fig. 157

Fig. 158

DIN connector

Junction box

Any wiring required to a junction box (for brake lamp power supply) must be fully approved for use on an ADR vehicle (Fig. 157).

Auxilliary connections

It is the installers responsibility to ensure that the auxiliary component fi tted, the connector and cable must be sealed in accordance with ADR requirements (Fig. 158).

Towing vehicles

Towing vehicles in categories EXIII and FL must have a battery master switch fi tted so that all electrical loads including the trailer are connected to the non-battery side of the master switch.

6 Hazardous goods / ADR installations

89

To complete the ECO Tronic EBS installation the ECU must be programmed

by using the Trailer Manager software.

Refer to Trailer Manager Operator’s Guide BPW-BA-TM 37071102e for further information.

7 Programming

90

91

An important feature of the ECO Tronic EBS is that it provides an extensive on board diagnostic capability. The system displays a range of codes, which allow rapid diagnosis of the problem should one occur. BPW offers a diagnostic case containing the necessary software and connectors.

Diagnostic communication is in accordance to ISO 11898 using Keyword Protocol (KWP2000). It is accessed by an optional side-of-vehicle connector, or by the ISO 7638 - 7 pin connector which uses pin 6 and 7 as a CAN data bus using the ISO Interface Assembly (Fig. 159), or directly via the diagnostic connection to the ECU (Fig. 160, 161). Any suitable device connected to this CAN data bus may read diagnostic information.

The Trailer Monitor can be connected permanently to the ECU’s diagnostic ‘DIAG’ connection. While the ECU is powered information is transferred to the Trailer Monitor’s memory, which can be recalled. Power is supplied from the vehicle system via the ECU diagnostics connector. The Trailer Monitor also contains a replaceable battery.

The Trailer Monitor displays the following on a backlit dot-matrix LCD screen:

Distance: • Total distance in km • Trip distance in km • Distance and time to next service • ...

Information: • Active DTC‘s (DTC = Diagnostic Trouble Codes) • Stored DTC‘s • Confi guration of the trailer • Version of the ECU • Pressure values of the sensors in the ECO Tronic EBS • Brake lining wear information • ...

Settings: • Service interval • Tyre size • Date • Time • Units • ...

Auxiliaries: • Detect the presence of auxiliaries • Test auxiliaries • ...

Test: • Vehicle load • Detected speed of each wheel sensor • ...

Pressure values, wheel sensor values and vehicle load are displayed with bar-graph style visual indicators. Please refer to the Trailer Monitor documentation for additional information.

A PC based programme from BPW - „Trailer Manager” - may be used for more advanced diagnosis. This also allows confi guration with system parameters to be entered and an End-of-Line Test to be carried out.

Please bear in mind our extensive and practical training courses on this topic, since only trained and qualifi ed specialist personnel are allowed to undertake work on the vehicle and the corresponding software.

Fig. 159

Alternative positions

Diagnostic connection

'DIAG' on ECU

PC Interface

Connect to side-of-vehicle connector or to

ECU directly

Fig. 160

Fig. 161Connected to side-of-vehicle connection

or - as an alternative - directly to ECU

PC Interface

PC Interface

ISO Interface assembly

0

8.1 System diagnostics


92

8.1.1 Warning lamp

A warning lamp located on the driver’s console of the towing vehicle is operated from the ISO 7638 power cable only when the ECO Tronic EBS is powered by the ignition switch (Fig. 162).

As an option in addition to the cab warning lamp a trailer mounted warning lamp may be provided as an auxiliary function. This lamp shows the signal to the cab warning lamp (will only function if the ISO 7638 power is connected).

Note: The signal produced may be different to that produced by the cab device due to possible modifi cation of the cab device by the towing vehicle.

8.1.2 System check procedure

1. When the ignition is turned on the warning lamp shows the following fl ash sequences, according to the confi guration in the Trailer Manager software, to indicate an error-free system:

Option A (Fig. 163)

ON for 2 seconds Warning lamp OK and system self-checking.

OFF System self-check (not sensors) completed

Option B (Fig. 164)

ON for 2 seconds Warning lamp OK and system self-checking.

OFF for 2 seconds System self-checked and preparing to check sensors.

ON until moving System waiting for vehicle to move above 10 km/h in order to check that the sensors are working

OFF Once the vehicle is moving above 10 km/h and the warning lamp clears, the electronic system is fully checked.

In the case of an error the warning lamp comes on and stays on if it is set according to option A, while it stays off if it is confi gured according to option B.

2. During the self-check procedure, the system cycles the EPRV’s. With foot brake applied one exhaust of air from each EPRV will be audible (Fig. 165).

Once these two checks are made with correct results, no further checks are required.

If the results are not satisfactory, Trailer Monitor or Trailer Manager should be used to establish the diagnosis.

Fig. 162

8.1 System diagnostics


Fig. 165

2 X

0 X

1 X

2 X

0 X

1 X

22 21

22 21

22 21

22 21

ON

OFF

2 sec

ON

OFF

2 sec 2 sec at 10 km/h

Fig. 163

Fig. 164

ON

OFF

ON

OFF

Option A

Option B

93

8.1.4 Other errors shown by the warning lamp

The warning lamp will fl ash when the system is powered up at rest. The ECO Tronic EBS incorporates a sequence of three fl ashes. This lamp sequence relates to:

1. Service due - indicates that trailer or system service distance is due. After servicing the trailer or system the next service distance must be reset by using the Trailer Monitor or Trailer Manager.

2. Non EBS fault - a fault with a device connected to the ECO Tronic EBS but not directly effecting the Modulator, for example: Reset-to-Ride valve (COLAS®+).

8.1 System diagnostics8.1.3 Power up ECO Tronic EBS

The ECO Tronic EBS system has two power up modes. When switching the ignition on (24 V on B+) the following occurs:

With no yellow line pneumatic pressure (i.e. Brakes OFF) The system adopts automatic load sensing mode when the brakes are applied. This load sensing mode is limited to 2 minutes for any single brake application, after which it returns to a push-through condition (approx 1:1).

The push-through condition is cancelled on vehicle movement above 10 km/h returning the system to automatic load sensing operation.

With yellow line pneumatic pressure (i.e. Brakes ON) (Park on air) Apply foot brake, switch ignition on. The system adopts a push-through (approx 1:1) condition. When the brakes are released and re-applied the system remains in push-through unless the brakes are released for longer than 2 minutes, after which it returns to automatic load sensing operation.

This condition is cancelled on vehicle movement above 10 km/h returning the system to automatic load sensing operation.

94


DTC Displayed Description

ECU TIME OUTorNO LINK

No supply on ignition switched line.

Possible causes:Truck fuse blownTrailer Monitor or cable fault.Open circuit B -. ISO7638 not connected

Sensor Group

WHEEL SENSOR 1A CONTINUITY

1A Sensor/wiring open or short circuit

WHEEL SENSOR 1B CONTINUITY

1B Sensor/wiring open or short circuit

WHEEL SENSOR 2A CONTINUITY

2A Sensor/wiring open or short circuit

WHEEL SENSOR 2B CONTINUITY

2B Sensor/wiring open or short circuit

Intermittent Low Sensor Output Group

WHEEL SENSOR 1A SIGNAL INTEGRITY

1A Sensor signal fault

WHEEL SENSOR 1B SIGNAL INTEGRITY

1B Sensor signal fault

WHEEL SENSOR 2A SIGNAL INTEGRITY

2A Sensor signal fault

WHEEL SENSOR 2B SIGNAL INTEGRITY

2B Sensor signal fault

Possible causes:Loose sensor, sensor connection, bracket or exciter ring. Damaged exciter ring, cable insulation worn or maladjusted senor.

Low Sensor Output Group

WHEEL SENSOR 1A OUTPUT LEVEL

1A Sensor system fault

WHEEL SENSOR 1B OUTPUT LEVEL

1B Sensor system fault

WHEEL SENSOR 2A OUTPUT LEVEL

2A Sensor system fault

WHEEL SENSOR 2B OUTPUT LEVEL

2B Sensor system fault

Possible causes:Sensor worn, maladjusted sensor, wiring open or short circuit

If a Diagnostic Trouble Code displayed is not listed here, check for intermittent sensor and wiring faults.


Brake Apply Solenoid Group

BRAKE APPLY SOLENOID SHORT CIRCUIT

Brake apply solenoid short circuit

BRAKE APPLY SOLENOID OPEN CIRCUIT

Brake apply solenoid open circuit

BRAKE APPLY SOLENOID SHORT TO B+

Brake apply solenoid short circuit permanently energised

BRAKE APPLY UNSPECIFIED FAULT

Brake apply solenoid control circuit fault

EPRV 21 Hold and Dump Solenoid Group

EPRV 21 HOLD SOLENOID SHORT CIRCUIT

Modulator 21 hold solenoid short circuit

EPRV 21 DUMP SOLENOID SHORT CIRCUIT

Modulator 21 dump solenoid short circuit

EPRV 21 HOLD SOLENOID OPEN CIRCUIT

Modulator 21 hold solenoid open circuit

EPRV 21 DUMP SOLENOID OPEN CIRCUIT

Modulator 21 dump solenoid open circuit

EPRV 21 HOLD SOLENOID SHORT TO B+

Modulator 21 hold solenoid short circuit permanently energised

EPRV 21 DUMP SOLENOID SHORT TO B+

Modulator 21 dump solenoid short circuit permanently energised

EPRV 21 HOLD SOLENOID UNSPECIFIED FAULT

Modulator 21 hold solenoid control circuit fault

EPRV 21 DUMP SOLENOID UNSPECIFIED FAULT

Modulator 21 dump solenoid control circuit fault

EPRV 22 Hold and Dump Solenoid Group

EPRV 22 HOLD SOLENOID SHORT CIRCUIT

Modulator 22 hold solenoid short circuit

EPRV 22 DUMP SOLENOID SHORT CIRCUIT

Modulator 22 dump solenoid short circuit

EPRV 22 HOLD SOLENOID OPEN CIRCUIT

Modulator 22 hold solenoid open circuit

EPRV 22 DUMP SOLENOID OPEN CIRCUIT

Modulator 22 dump solenoid open circuit

EPRV 22 HOLD SOLENOID SHORT TO B+

Modulator 22 hold solenoid short circuit permanently energised

EPRV 22 DUMP SOLENOID SHORT TO B+

Modulator 22 dump solenoid short circuit permanently energised

EPRV 22 HOLD SOLENOID UNSPECIFIED FAULT

Modulator 22 hold solenoid control circuit fault

EPRV 22 DUMP SOLENOID UNSPECIFIED FAULT

Modulator 22 dump solenoid control circuit fault

8.2 Diagnostic Trouble Codes (DTC)

95



Demand Pressure Transducer Group

PRESSURE DEMAND SENSOR SHORT CIRCUIT

Service line pressure transducer short circuit

PRESSURE DEMAND SENSOR OPEN CIRCUIT

Service line pressure transducer open circuit

PRESSURE DEMAND FAULT Service line pressure transducer fault

PNEUMATIC DEMAND ERROR

Service line pressure transducer fault

Delivery Pressure Transducer Group

EPRV 21 DELIVERY SENSOR SHORT CIRCUIT

Modulator 21 delivery pressure transducer short circuit

EPRV 21 DELIVERY SENSOR OPEN CIRCUIT

Modulator 21 delivery pressure transducer open circuit

EPRV 22 DELIVERY SENSOR SHORT CIRCUIT

Modulator 22 delivery pressure transducer short circuit

EPRV 22 DELIVERY SENSOR OPEN CIRCUIT

Modulator 22 delivery pressure transducer open circuit

One Wheel with Slow Recovery Group

EPRV 21 SLOW WHEEL RECOVERY

Slow recovery of one wheel of Modulator 21

EPRV 22 SLOW WHEEL RECOVERY

Slow recovery of one wheel of Modulator 22

Possible causes:Slow brake release, foundation brake mechanical faults, dry bearings, broken spring, restricted piping

Check for kinks and blockages etc. Incorrect piping, Wiring.

Modulator fault. Sensor wiring crossed across an axle

Reservoir Pressure Transducer Group

RESERVOIR SENSOR SHORT CIRCUIT

Reservoir pressure transducer short circuit

RESERVOIR SENSOR OPEN CIRCUIT

Reservoir pressure transducer open circuit

EXCESSIVE RESERVOIR PRESSURE

Reservoir pressure above 9.75 bar


Air Suspension Pressure Transducer Group

SUSPENSION SENSOR SHORT CIRCUIT

Suspension pressure transducer short circuit

SUSPENSION SENSOR OPEN CIRCUIT

Suspension pressure transducer open circuit

SUSPENSION PRESSURE LOW

Suspension pressure values outside operating range

Pressure Switch Group

REV PRESSURE SWITCH SHORT CIRCUIT

Relay emergency valve pressure switch short circuit

REV PRESSURE SWITCH OPEN CIRCUIT

Relay emergency valve pressure switch open circuit

REV SWITCH PNEUMATIC FAULT

Relay emergency valve pressure switch pneumatic fault

REV PRESSURE SWITCH SIGNAL FAULT

Relay emergency valve pressure switch failed to activate

ISO11992 (CAN) Electrical Signal Group

PNEUMATIC DEMAND LOSS

No corresponding pneumatic demand pressure

TOWED CAN DEMAND LOSS

CAN line (pin 6 and 7 on ISO7638) fault

TOWED CAN CONTROL LOSS

CAN line (pin 6 and 7 on ISO7638) data fault

Supply Voltage Group

ISO7638 POWER FAILURE Power loss on pin 1 or 2 (ISO7638)

LOW VOLTAGE Supply voltage at ECU less than 19 V when brake apply solenoid energised

HIGH VOLTAGE Supply voltage at the ECU greater than 32 V

UNSPECIFIED POWER FAULT

Internal ECU fault

ECU Group

ECU EEPROM ERROR Internal ECU fault or ECU not programmed

CONFIGURATION ERROR Internal ECU fault or ECU not programmed

ECU UNSPECIFIED ERROR Internal ECU fault or ECU not programmed

ECU SHUTDOWN Internal ECU fault, the power supply to the solenoids has been isolated

96


Note: If a DTC is displayed and after following recommended procedure, no fault is found, the Modulator should be replaced.



UNKNOWN The ECU has generated a DTC that is not recognised by this version of Trailer Manager or Trailer Monitor and so cannot be decoded

UNCONFIGURED SYSTEM Added to ‘CONFIGURATION ERROR’ when the system has never been confi gured

SLAVE LOAD PLATE Added to ‘CONFIGURATION ERROR’ when there is a problem with the load sensing parameters for the slave Modulator

LOAD PLATE Added to ‘CONFIGURATION ERROR’ when there is a problem with the load sensing parameters

VALVE Added to ‘CONFIGURATION ERROR’ when there is a problem with the wheel to valve mapping parameters

TRAILER ROLL STABILITY SENSOR (TRS)

Added to ‘CONFIGURATION ERROR’ when there is a problem with the Trailer Roll Stability (TRS) parameters

Auxiliary Components Group

AUX1 Auxiliary 1 system / wiring open, short circuit or unknown





GENERAL LIFT AXLE This is appended to ‘AUX n’ when there is a lift axle fault

REMOTE OVERLOAD LAMP This is appended to ‘AUX n’ when there is an overload lamp fault

UNKNOWN AUX ECU is programmed with an auxiliary function that this Version of Trailer Manager or Trailer Monitor does not recognise


Lining Wear Group

BRAKE PADSLining wear wiring open circuit

TRAILER ROLL STABILITY SENSOR (TRS) SHORT CIRCUIT

Lateral accelerometer wiring short circuit

TRAILER ROLL STABILITY SENSOR (TRS) OPEN CIRCUIT

Lateral accelerometer wiring open circuit

TRAILER ROLL STABILITY SENSOR (TRS) SIGNAL

Lateral accelerometer signal fault

Slave Valve Group

SLAVE VALVE SENSOR Pressure transducer open or short circuit

SLAVE VALVE MODULATOR Hold, Dump or Brake Apply solenoid open or short circuit

SLAVE VALVE CABLE Link cable open or short circuit

SLAVE VALVE SLOW RECOVERY

Slow recovery of one wheel slave valve

SLAVE SUSPENSION PRESSURE LOW

Suspension pressure values outside operating range

97

Time or Mileage(whichever occurs fi rst)

Component Operation

Every 3 months or 40,000 km Complete system Perform system check out and air leakage check.

Annually or every 160,000 km Complete system Perform system check out and air leakage check. Check wiring and piping security and integrity.

Sensor Check for wear clean and readjust.Check output

9 Recommended maintenance schedule

98

Notice

99

BPW Bergische Achsen Kommanditgesellschaft . P.O. Box 12 80 . D-51656 Wiehl . Phone: +49 2262 78-0 . [email protected] . www.bpw.de

BP

W-E

A-E

BS

370

4110

3e

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ECO Tronic EBS. - BPW · 2017-08-15 · 1 Introduction 1.1 ECO Tronic EBS 4 1.2 Abbreviations 7 1.3...

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