Ebs3 - Electronic Braking System

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– ELECTRONIC

KING SYSTEM
SYSTEM DESCRIPTION

Table of Content

1 Table of Content
1 List of abbreviations 5
2 General Information 6
3 Safety instructions 9
4 Introduction 11
5 Functional Description 12
5.1 EBS Basic Function 12
5.2 Brake Management 12
5.2.1 Deceleration Control / Braking Force Control 12
5.2.2 Brake Force Distribution 12
5.2.3 Brake Lining Wear Control 13
5.2.4 Endurance Brake Integration 13
5.2.5 Brake Assist 13
5.2.6 Hill Holder, Easy Hill Start (Roll Brake functions) 13
5.2.7 Halt Brake 13
5.2.8 Trailer Control 14
5.2.9 Hybrid Support (for Standard only) 14
5.3 Stability Control Functions 14
5.3.1 Drag Torque Control (DTC) 14
5.3.2 Integrated ABS Function 15
5.3.3 Integrated Automatic Traction Control (ATC) 15
5.3.4 Electronic Stability Control ESC 15
5.4 Supporting functions 19
6 System variants 20
6.1 Functional overview of the system variants 20
6.2 EBS3 APAC System Layouts 21
6.3 EBS3 Standard System Layouts 23
7 Components 25
7.1 Brake signal transmitter 25
7.2 Central module ECU 26
7.3 Axle modulators, 4th generation 27
7.4 Trailer control valve 28
7.5 ABS Solenoid Valve 29
7.6 Automatic Traction Control (ATC) Solenoid Valve 29
7.7 Rotational Speed Sensor 29
7.8 ESC components 30
7.8.1 ESC Control Module 31
7.8.2 Steering Wheel Angle Sensor 31
8 Fault Detection and Diagnostic Services 32
8.1 Functions for Fault Detection 32
8.1.1 Nominal Sensor Values at the Brake Signal Transmitter 32
8.1.2 Braking Pressure Sensing at the Axle Modulators and the Trailer Control Valve 32
8.1.3 Lining Wear Monitoring on Front and Rear Axle 32
8.1.4 Monitoring the EBS specific Solenoid Valves 32
8.1.5 Monitoring the braking pressure control 32
3
Table of Content

8.1.6 Monitoring the data transmission on CAN 33


8.2 Possible Function Shut-Downs 33
8.2.1 Operating without ABS Function 33
8.2.2 Operating without ATC Function 33
8.2.3 Operating without ESC Function 33
8.2.4 Pressure Control / Auxiliary Pressure Control 33
8.2.5 Back-up Operation 33
8.3 Fault display 34
8.4 ESC Fault Detection 34
8.5 Diagnostic Services 34
8.5.1 Hardware 35
8.5.2 Diagnostic connection 35
8.5.3 Diagnostic Software 246 301 221 0 35
9 Workshop instructions 37
9.1 Replacing Components 37
9.1.1 Replacing Components 37
9.1.2 Disposal of old parts 37
9.2 Test on the Roller Test Stand 38
9.2.1 Roller Test Stand Activation Process 38
9.3 Component Overview with part numbers 39
9.3.1 Overview of Spare Parts for EBS3 APAC 39
9.3.2 Overview of Spare Parts for EBS3 Standard 40
4
Edition 1 This publication is not subject to any update service. Version 4 (12.2016) You will find the current version on

List of abbreviations
1 List of abbreviations
ABBREVIATION MEANING
6S/6M 6 Sensors / 6 Modulators
ABS Anti-Lock Braking System
AEBS Advanced Emergency Braking System
APAC Asia Pacific
ARB Automatic Roll Brake
ASR Anti-Slip Regulation
ATC Automatic Traction Control
CAN Controller Area Network
CBU Central Brake Unit
CVC Central Vehicle Controller (MAN: Central Onboard Computer)
DSC Differential Slip Control
DTC Drag Torque Control
EAS (German: Elektronischer Antriebs-Strang); electronic drive-train control
EBS Electronic Braking System
ECU Electronic Control Unit
EoL End-of-Line
EPS Electronic Power Shift or electropneumatic shift control
ESC Electronic Stability Control
IO Input/Output
IR (German: Individual-Regelung); individual control
LSV Load Sensing Valve
MIR (German: Modifizierte Individual-Regelung); Modified individual control
OBD On-Board Diagnostics
PIN Personal Identification Number
PWM Pulse Width Modulation
RSC Roll Stability Control
RSS Roll Stability Support
SAE Society of Automotive Engineers
SAS Steering-axle sensor
TCV Trailer Control Valve
USB Universal Serial Bus
5
General Information

2 General Information
Copyright and trademark notice
The content, particularly technical information, descriptions and figures, cor-
responds to the state current at the time of printing and is subject to change without notice.
This document, including all its parts, in particular texts and figures, is protected by copyright. Use outside the statutory or contr
Any brand names, even if not indicated as such, are subject to the rules of the trademark and labelling rights.
Symbols used

! Important information, instructions and/or tips that you must always observe
without fail.

Reference to information on the internet


– Action step
Ö Consequence of an action
„ List
Technical documents
– Open the WABCO INFORM online product catalogue:
http://inform.wabco-auto.com
– Search for documents by entering the document number.
The WABCO online product catalogue INFORM provides you with convenient
access to the complete technical documentation.
All documents are available in PDF format. Please contact your WABCO part- ner for printed versions.
Please note that the publications are not always available in all language ver- sions.
DOCUMENT TITLE DOCUMENT NUMBER
EBS3 – Elektronisches Bremssystem – 815 XX0 208 3
Systembeschreibung
*Language code XX: 01 = English, 02 = German, 03 = French, 04 = Spanish, 05 = Italian,
06 = Dutch, 07 = Swedish, 08 = Russian, 09 = Polish, 10 = Croatian, 11 = Romanian, 12 = Hun-
garian, 13 = Portuguese (Portugal), 14 = Turkish, 15 = Czech, 16 = Chinese, 17 = Korean,
18 = Japanese, 19 = Hebrew, 20 = Greek, 21 = Arabic, 24 = Danish, 25 = Lithuanian, 26 = Norwe-
gian, 27 = Slovenian, 28 = Finnish, 29 = Estonian, 30 = Latvian, 31 = Bulgarian, 32 = Slovakian, 34 = Portuguese (Brazil), 35 = Macedonian, 36 = Albanian, 97 =
6
General Information

Structure of the WABCO product number


WABCO product numbers consist of 10 digits.
Production date
Type of device
Variant Status digit
0 = New device (complete device); 1 = New device (subassembly);
2 = Repair kit or subassembly; 4 = Component part; 7 = Replacement device; R = Reman
Choose genuine WABCO parts
Genuine WABCO parts are made of high quality materials and are rigorously
tested before they leave our factories. You also have the assurance that the quality of every WABCO product is supported by a
As a leading supplier to the industry, WABCO collaborates with the world’s leading original equipment manufacturers, and dispo
„ Tooling made for serial production
„ Regular sub-supplier audits
„ Exhaustive end-of-line tests
„ Quality standards < 50 PPM
Installing replica parts can cost lives – genuine WABCO parts protect your business.
WABCO additional services
The package you will get with a genuine WABCO part:
„ 24-month product warranty
„ Overnight delivery
„ Technical support from WABCO
„ Professional training solutions from the WABCO Academy
„ Access to diagnostics tools and support from the WABCO Service Partner network
„ Straightforward claims handling
„ Plus, of course, the confidence that the Original Equipment Manufacturers’
rigorous quality standards are met
WABCO Service Partner
WABCO Service Partners – the network you can rely on. You can access
2000 high quality workshops with more than 6000 specialist mechanics, all trained to WABCO’s exacting standards and equipp
7
General Information

Your direct contact to WABCO


In addition to our online services, trained members of staff are there to help you
at our WABCO Service Partners to directly answer any technical or business- related questions you may have.
Contact us if you need assistance:
„ Find the right product
„ Diagnosis support
„ Training
„ System support
„ Order management
You can find your WABCO partner here:
http://www.wabco-auto.com/en/how-to-find-us/contact/
8
Safety instructions

3 Safety instructions
Observe all required provisions and instructions
„ Read this publication carefully.
„ Adhere to all instructions, information and safety information to prevent injury to persons and damage to property.
„ WABCO will only guarantee the security, reliability and performance of their products and systems if all information in this pu
„ Make sure to follow the specifications and instructions of the vehicle
manufacturer.
„ Comply with all operator accident prevention regulations as well as regional and national regulations.
Make provisions for a safe work environment:
„ Only trained and qualified technicians must perform work on the vehicle.
„ Use personal protective equipment if required (protective goggles, respiratory protection, ear protectors, etc.).
„ Pedal actuations can lead to severe injuries if persons are in the vicinity of the vehicle. Make sure that pedals cannot be actu
„ Switch the transmission to “neutral” and actuate the parking brake.
„ Use chocks to secure the vehicle against rolling.
„ Fasten a visible note to the steering wheel indicating that work is being performed on the vehicle and that the pedals are not
Avoid electrostatic charge and uncontrolled discharging (ESD)
Note during construction and building the vehicle:
„ Prevent potential differences between components (e.g. axles) and the vehicle frame (chassis).
„ Make sure that the resistance between metallic parts of the components and the vehicle frame is less than 10 Ohm.
„ Connect moving or insulated vehicle parts, such as axles, electrically conducting with the frame.
„ Prevent potential differences between the towing vehicle and the trailer.
„ Make sure that an electrically conductive connection is made between metal parts in the towing vehicle and the coupled traile
„ Use electrically conductive bolted connections when fastening the ECUs to the vehicle frame.
„ Run the cable within metallic casings where possible (e.g. inside the
U-beam) or behind metal and grounded protective plating to minimise the
influence of electro-magnetic fields.
„ Avoid the use of plastic materials if they can cause electrostatic charging.
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Safety instructions

While carrying out repair or welding work on the vehicle:


„ Disconnect the battery if installed in the vehicle.
„ Disconnect cable connections to devices and components and protect connectors and ports against contamination and humi
„ Always connect the grounding electrode directly to the metal next to the welding point when welding to prevent magnetic field
„ Make sure that current is well conducted by removing paint or rust.
„ Prevent heat impact on devices and cabling when welding.
10
Introduction

4 Introduction
The quality of the braking system contributes substantially to the road safety
of commercial vehicles. In 1996, WABCO was the first supplier to launch the series production of an Electronic Braking System
The benefits of EBS
Braking comfort and improved safety through EBS
The driver submits his deceleration command by operating the brake. EBS
then electronically transmits this command to all braking system components. Response and build-up times at the brake cylinde
The functions integrated in EBS ensure that both the vehicle’s driving stability and steerability are maintained during the braking
Lining wear optimization and ease of maintenance through EBS
EBS from WABCO provides the option to continuously monitor and balance
lining wear. This means that service and lining replacement times can be coordinated. All linings on the vehicle are then replace
Extensive integrated diagnostic and monitoring functions constantly carry out self-inspections of EBS. Corresponding warnings
easily. Maintenance and workshop periods can also be significantly reduced by
means of the extensive test functions of the diagnostic system.
Significantly reduced braking distance with EBS
Conventional braking system
EBS
Braking distance
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Functional Description

5 Functional Description
5.1 EBS Basic Function
WABCO EBS operates with electronic signals. The EBS electronic control unit controls the system through these signals and ca

Speed sensors installed on the wheels of the vehicle for the integrated ABS function constantly provide the EBS with up-to-date

If the electronic control system malfunctions, all valves simultaneously coor- dinate operation as in a conventional pneumatic sy

system does not operate with a load-proportioning valve the pneumatic backup may cause overbraking of the rear axle. What is

5.2 Brake Management


5.2.1 Deceleration Control / Braking Force Control
The Deceleration Control function is used to adjust the braking pressure level to the braking command from the driver. EBS en
However, this adaptation is only carried out within certain limits. When the coef- ficient of friction becomes insufficient, decelera
In addition, deceleration control improves the braking hysteresis. During each brake release event the program selects the rele

5.2.2 Brake Force Distribution


The distribution of braking forces depends on different vehicle measurements and data. The vehicle deceleration is captured vi
Consequently, this axle is also subject to greater wear. EBS applies differential slip control to regulate the pressures on each ax

12
Functional Description

5.2.3 Brake Lining Wear Control


EBS can obtain more accurate information on the wear condition of the brakes from analogue lining wear sensors. The Brake L

! Brake lining wear sensors can be connected hardwired to the EBS (Standard variant) or via CAN (all variants).
5.2.4 Endurance Brake Integration
The Endurance Brake Integration function ensures the integration of avail- able endurance brakes in all brake applications. It en
Different control strategies for the Endurance Brake Integration function are available for city buses, trucks, tractors and coache

5.2.5 Brake Assist


The Brake Assist function supports the driver during full brake applications by
detecting intense braking and supplying the full braking pressure into the brake cylinders - regardless of the brake pedal being
5.2.6 Hill Holder, Easy Hill Start (Roll Brake functions)
EBS provides automatic roll brake functions to allow the driver to comfortably start uphill by preventing the vehicle from rolling b

5.2.7 Halt Brake


City buses and trucks for special purposes with frequent and brief stops may be
equipped with the Halt Brake function. The driver activates the Halt Brake via switch. The request “actuate the halt brake” is sen
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Functional Description

The Halt Brake is deactivated via the hardwired switch or via a CAN signal
transmitted from an external device. Deactivation may also be triggered by an actuation of the accelerator pedal. The braking p
A combination of the Halt Brake function and engine control may be selected to limit the engine torque during a stopping interva

! For safety reasons the Halt Brake function must be connected to other vehicle operations in a manner that avoids misuse as
5.2.8 Trailer Control
The Trailer Control function is implemented electronically by means of the
towing vehicle to trailer interface (ISO 11992) as well as pneumatically via the electro-pneumatic trailer control valve. Although
If the brake management detects an insufficient deceleration of the train due
to a slight incompatibility between trailer and towing vehicle, the control pres- sure to the trailer can be increased or decreased
To improve trailer brake response there is a brief pressure inshot into the trailer’s control line (yellow) the start of braking. The in
The specific Trailer Control is available for markets where most trailers are operated without a load proportioning device. In this
5.2.9 Hybrid Support (for Standard only)
The EBS in the Standard variant can support vehicles with selected hybrid drive train layouts.

! A hybrid application is mandatory for the correct adaptation of the EBS to the hybrid drive train layout.
5.3 Stability Control Functions
5.3.1 Drag Torque Control (DTC)
Drag torque occurs in the drive line due to gear shifting or gas exchange. The resulting braking torques can cause the driving w

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Functional Description

5.3.2 Integrated ABS Function


ABS is integrated in EBS. Inductive sensors measure the rotational speed of individual wheels so that any tendency to lock is d
ABS helps to prevent the wheels from locking and so improves stability when braking. On roads with extreme differences betwe
If the driving wheels indicate a tendency to lock during endurance brake appli- cation on a slippery road surface and there is a r

! Wheels that are not sensed are also integrated in ABS control. Please see the respective EBS system layouts, Kapitel „6.2 E
5.3.3 Integrated Automatic Traction Control (ATC)
If the driving torque on the wheels is higher than the static friction on the wheels, the increasing slip reduces traction and gene

5.3.4 Electronic Stability Control ESC


ESC (Electronic Stability Control) is an extension to the EBS (Electronic Brak- ing System). While EBS is responsible for stabilit
Using the information from various sensors, the ESC detects such critical situ- ations and adapts engine and braking power acc
! Additional components are required for ESC (ESC components).
.
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Functional Description

ESC control functions


ESC operates automatically without activation by the driver and comprises two
independent control strategies:
Directional Control (Yaw Control)
This function is activated when the vehicle loses cornering stability in critical
situations, e.g. the vehicle no longer follows the driver’s intended direction of driving (during sudden lane change for example).
ESC prevents potential “jack-knifing” of a truck-trailer combination by simultane- ously adjusting brake application on the trailer.
Roll-Over Protection (RSC – Roll Stability Control)
This function is activated automatically once the vehicle’s lateral acceleration
reaches critical values and the vehicle is in danger of rolling over. RSC identifies the critical lateral acceleration via the correspo
The RSC brake control applies the brakes on the towing vehicle axles as well as those on the trailer as required.
Trailer operation
ESC works with all brake control systems in trailers with:
„ Conventional braking system
„ ABS
„ EBS
„ RSS
For some markets - mainly those without trailer ABS - a special EBS variant allows trailer pulse control for Yaw Control in order

! Trailer pulse control for Yaw Control is only available in the APAC system.
! The following vehicle configurations are allowed for ESC control depending on a
successful application.

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Functional Description

Push Axle Tag Axle


Vehicles
Liftable steerable liftable
Truck 4x2

Tractor 4x2
Bus 4x2

Truck / Tractor 6x2- X


4

Truck / Tractor 6x2- X X


4

Truck / Tractor 6x2 X

Truck / Tractor 6x2 X

Bus 6x2-
4

Truck / Tractor 6x4

Bus 8x4

! WABCO recommends combining towing vehicles with stability control only with
trailers that have at least ABS control.

Indication of ESC status to the driver via dashboard


The activation status of ESC is indicated to the driver by means of a flashing
yellow warning light or dashboard symbol. The same warning light or dashboard symbol is permanently active if ESC is deactiv
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Functional Description

Switching of ESC to off-road mode by the driver


For off-road driving, operation with snow chains and other special conditions the
driver may switch ESC to increased thresholds or deactivate it completely. The mode for this off-road function will be defined by
Specifics with ESC
Modifications on the vehicle
The ESC function needs to be adapted to specific vehicle configurations, geo-
metric dimensions, steering characteristics and other specific vehicle data. This adaptation is implemented by the vehicle manu
Any modifications to the vehicle subsequent to the final adaptation need to be authorised by the vehicle manufacturer and gene
„ Changes and modifications on the steering mechanism (steering ratio, steer- ing levers, left-hand/right-hand steering, limitatio
„ Total gross vehicle weight
„ Axle design and suspension (different springs, change from steel to air sus- pension,…)
„ Additional axles, changes from rigid to steerable and/or liftable axle
„ Changes to the wheel base (shorter or longer)
Repair or replacement of ESC relevant components
Following repair works and replacement of parts (identical part with same speci-
fication) require a recalibration of the steering wheel angle sensor:
„ Steering columns and steering gear
„ Steering wheel angle sensor
„ Front axle incl. steering levers
The calibration has to be followed by an ESC initialisation.
This ESC initialisation is also required if following components have been re-
placed by identical other parts (same specifications ):
„ ESC module
„ Central ECU
The required services for calibration and initialization will be provided by the
respective System Diagnosis.
Tractor Mixed Use
Semitrailer tractors and towing trucks with full trailers require different ESC con-
trol strategies. This will be specified by the vehicle manufacturer’s End of Line parameter setting. In the case that semitrailer tra
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Functional Description

! It is not allowed to tow full trailers with semitrailer tractor without this parameter
adaptation.

5.4 Supporting functions


Rotational speed sensing and tire size adjustment
Wheel speed sensing corresponds to the sensing function known from ABS.
Nominal tire sizes have to be set by parameter and need to be adjusted when the tire sizes are changed. An automatic tire size
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System variants

6 System variants
The following system variants of the EBS3 are available:
„ APAC
„ Standard
6.1 Functional overview of the system variants
Both systems include the following basic functions:
„ 4S4M systems support

Brake Control
„ Brake Force Distribution
„ Brake Blending
„ Deceleration Control
„ Coupling Force Control
„ Halt Brake
„ Hill Start Aid / Hill Holder
Stability Control
„ Anti-Lock Braking Function
„ Traction Control
„ Electronic Stability Control with Directional Control (Yaw Control) and Roll Stability Control
„ Engine / Drag Torque Control
Performance Monitoring
„ Lining Wear Control
„ Brake Temperature Monitoring
„ Total Brake Performance Monitoring
In addition to the basic functions, the APAC system includes:
„ Specific adaptations for the Asian market
„ Easy Hill Start Aid
In addition to the basic functions, the Standard system includes:
„ Optional 6S/6M system support
„ Brake Control: Hybrid Support
„ All Wheel Drive
„ Lining Wear Sensor Input
„ More flexible IO configuration
„ Automatic differential lock deactivation
„ Low Pressure Detection
20
System variants

6.2 EBS3 APAC System Layouts


System layout EBS3 Standard / System configuration 4S/4M – without Lining Wear Sensor
The EBS configuration 4S/4M consists of the following parts supplied by WABCO:
Item Designation
1 Brake signal transmitter with 2 integrated sensors and 1 reversing switch
2 Central electronic control unit (central module)
3 Axle modulator 1M with integrated ECU for front (steering) axle
4 Axle modulator 2M with integrated ECU for rear (drive) axle
5 Electro-pneumatic trailer control valve (optional)
6 ESC module (optional)
7 Two ABS modulator valves (ABS solenoid control valve) for front axle
8 Two each wheel speed sensors at front and rear axle
9 Steering-axle sensor (SAS, optional)
The use of parts from other suppliers must be authorised by WABCO.
The EBS 4S/4M system can be extended by an additional ESC module and steering angle sensor for ESC capability.
21
System variants

System layout EBS3 Standard / System type 4S/4M – without Lining Wear Sensor – 6x2
(1 tag / 1 driven axle)
The 4S/4M system can be adapted to different vehicle types as shown in the example for a 6x2 with tag axle and one
driven rear axle. In this example an additional ATC solenoid valve (15) is used.
22
System variants

6.3 EBS3 Standard System Layouts


System layout EBS3 / System configuration 4S/4M – with Lining Wear Sensor
The EBS configuration 4S/4M system consists of following parts supplied by WABCO:
Item Designation
1 Brake signal transmitter with 2 integrated sensors and 1 reversing switch
2 Central electronic-control-unit (central module)
3 Axle modulator 1M with integrated ECU for front (steering) axle
4 Axle modulator 2M with integrated ECU for rear (drive) axle
5 Electro pneumatic trailer control valve (optional)
6 ESC-module (optional)
7 Two ABS modulator valves (ABS solenoid control valve) for front axle
8 Two each wheel speed sensors at front and rear axle
9 Steering-axle sensor (SAS, optional)
The use of parts from other suppliers shall be agreed by WABCO.
The EBS 4S/4M shall be extendable with additional ESC module and steering angle sensor in order to perform ESC.
23
System variants

System layout EBS3 Standard / System configuration 6S/6M


The EBS configuration 6S/6M consists – in addition to the components for the configuration 4S/4M listed above – of
following parts supplied by WABCO:
Item Designation
11 Axle modulator 2M with integrated ECU for rear (drive) axle – gateway variant
12 Axle modulator 2M with integrated ECU for additional tag or pusher axle
13 Two wheel speed sensors at additional axle
14 Two lining wear sensors at additional axle (optional)
24
Components

7 Components
This component description details the properties of basic components.
Further details can be accessed by entering the product num-
ber in the INFORM product database on the Internet at http:\\www.wabco-auto.com.
For information on order numbers and interchangeability of the components,
Kapitel „9.3 Component Overview with part numbers“, Seite 39.
7.1 Brake signal transmitter
480 003 XXX 0 (possible with pedal assembly) Mode of operation

The brake signal transmitter receives the delay request from the driver via the
brake pedal and generates the electrical signals and pneumatic pressures for charging and venting the actuators.
The device has a dual-circuit electronic and a dual-circuit pneumatic structure. When actuating the brake pedal, initially two elec
The pneumatic part of the brake signal transmitter consists of a slide-operated two-circuit foot brake valve. After the switch and
25
Components

7.2 Central module ECU


446 135 XXX 0

The central module controls and monitors the electronically controlled brak-
ing system. It determines the vehicle’s nominal deceleration from the signals received by the brake signal transmitter and extern
The central module actuates and monitors the electronically controlled braking system. The following list gives an overview of th
Reading the set point for deceleration from the brake signal transmitter.
„ Calculating the pressure set-points for the brakes.
„ Integration of the halt brakes.
„ ABS function
„ ATC function
„ ESC control
„ System diagnosis
„ Data communication to the axle modulators
„ Communication to the ESC Module and the Steering Angle Sensor.
„ Communication to other systems in the vehicle via the SAE J1939 vehi- cle bus. The vehicle bus controls, among other thing
warnings for the driver. Also requests for deceleration from cruise control are received on the vehicle bus.
„ Control of electronically controlled trailers via ISO 11992 interface. The cen- tral module communicates with other systems on
„ Gateway from ISO 11992 trailer interface to vehicle bus.
The central module is activated via terminal pin 15 or the brake signal transmit- ter and switches the power supplies for the mod
Terminal pin 30 supplies the EBS with battery voltage in two circuits.
26
Components

7.3 Axle modulators, 4th generation


480 106 XXX 0 (1-Channel) 480 106 XXX 0 (1-Channel)

Since the introduction of EBS into serial production in 1996 WABCO has devel-
oped four axle modulator generations.
The new design of a 1-channel version is intended for front and rear axles. In a 2-channel version, the axle modulator is used o
The axle modulator records the wheel speeds using speed sensors, evaluates and sends them via the CAN bus to the central m
Provision is made on specific device variants for connecting two sensors to
detect brake lining wear.
27
Components

All axle modulators are equipped with an additional connection for the backup
pressure control circuit of the brake signal transmitter. 6S/5M or 6S/6M systems can be designed with three axle modulators for
The communication on the CAN system brake bus runs on 500 kbit/s and uses a physical layer according to ISO 11898. The in
7.4 Trailer control valve
480 204 03X 0 Mode of operation

The Trailer Control Valve (TCV) controls the pressure at the coupling heads -
and thus the braking behaviour of the trailer - by means of an electro-pneumatic circuit and a pneumatic circuit. It receives the n
The TCV consists of a relay valve, a pilot unit containing a 2/2 inlet valve and a 2/2 outlet valve, a 3/2 backup valve, a breakaw
The two pilot solenoid valves convert the control current predefined by the electronic control unit into a control pressure for the
Port 42 is designed for backup pressure. In the case of electro-pneumatic con- trol (normal state), the backup pressure is retain
Port 43 is connected to the hand brake valve. When the pressure applied at port 43 is reduced, the pressure in the trailer brake
The sensor monitors the output pressure delivered by the TCV (port 22) and returns the signal to the electronic control unit. If c
Forced trailer braking is effected by rerouting the trailer brake valve within the trailer.
28
Components

! The trailer control valve does not allow manual predominance setting as this is
handled by the parameter setting in the central electronic control unit.

7.5 ABS Solenoid Valve


472 195 XXX 0 Mode of operation

The ABS solenoid valves are mounted onto the front axle. The valves are open
during normal driving conditions and control the pressure applied by the pro- portional solenoid valve to the brake cylinder. Whe
7.6 Automatic Traction Control (ATC) Solenoid Valve
472 17X XXX 0 Mode of operation

For ATC braking pressure control in 6x2 vehicles with 4S/4M system, the brak-
ing pressure to the tag axle may be switched off via a separate ATC cut-off valve (3/2 Solenoid valve). This valve is controlled b
7.7 Rotational Speed Sensor
441 032 XXX 0

29
Components

The Rotational Speed Sensor permanently calculates the actual wheel speed
via a pole wheel and transfers the data to the EBS, which then calculates the actual speed by means of the reference values. If
7.8 ESC components
ESC should be integrated when installing EBS, as retrofitting will require a calibration and a new parameter setting identical to t

For the ESC functionality an ESC module and a steering-axle sensor (SAS) must be connected to the system CAN bus. The SA

The overall sensing technology in the ESC system comprises:

„ ABS sensors - already required for EBS - that measure the wheel speed

„ A steering wheel angle sensor that measures the steering wheel’s angle of rotation

„ The EBS ECU, which evaluates the signals from the steering wheel angle sensors and also takes control of various ESC func

„ The ESC module into which the lateral acceleration and yaw rate sensors are integrated (includes sensor signals evaluation

30
Components

7.8.1 ESC Control Module


446 065 XXX 0

The ESC module contains a yaw rate sensor to measure the vehicle’s rotary
motion about its vertical axis as well as an acceleration sensor measuring the lateral acceleration and they provide this informa

! The ESC module is always mounted near to the vehicle’s center of gravity to ensure correct measurement by the yaw rate a
7.8.2 Steering Wheel Angle Sensor
441 120 XXX 0

The steering wheel angle sensor is installed at the steering column of the
vehicle and provides a measuring value for the absolute angle (position) of the steering wheel. This includes the capability iden
The EBS could optionally use selected SAS from other suppliers.
31
Fault Detection and Diagnostic Services
Fault Detection and Diagnostic Services

8 Fault Detection and Diagnostic Services


8.1 Functions for Fault Detection
Various functions for fault detection are integrated into the EBS self-test func- tion. These are intended to minimise the effect of

8.1.1 Nominal Sensor Values at the Brake Signal Transmitter


The brake signal transmitter provides two sensor and two switch signals. The (pulse-width modulated) sensor signals are check

8.1.2 Braking Pressure Sensing at the Axle Modulators and the Trailer
Control Valve
The analogue pressure sensor’s signals in the pressure control circuits are
checked for validity and plausibility relative to other signals. Depending on the operation conditions, a deviation between measu

! The wiring for the pressure sensors in the axle modulators cannot be accessed from the outside since it is an internal axle m
8.1.3 Lining Wear Monitoring on Front and Rear Axle
The analogue signals of the lining wear sensors are checked to verify whether they correspond to the admissible values.

! This feature is only included in the EBS3 Standard system as the EBS3 APAC system does not support hardwired lining we
8.1.4 Monitoring the EBS specific Solenoid Valves
The solenoids in the EBS modulators and valves are monitored for correct con- trol condition and plausibility relative to other sig

8.1.5 Monitoring the braking pressure control


The electronically controlled braking pressure and pneumatic back-up pressure are monitored by the following functions:
„ A test is carried out to check if a minimum braking pressure with a defined magnetic flow is present at the trailer control valve
„ For normal braking processes the measured braking pressure on the left and right sides of the axles must be identical within

32
Fault Detection and Diagnostic Services

„ In certain situations when the vehicle is stationary and the parking brake is
applied, the electronic control of the braking pressure on front and rear axle will be suppressed. If the driver now actuates the b
8.1.6 Monitoring the data transmission on CAN
EBS monitors the data transmission on CAN:
„ between EBS control units such as the central module and axle modulators on the CAN system bus
„ between EBS and other vehicle control units on the CAN vehicle data bus SAE J1939
„ between towing vehicle and an electronically controlled trailer brake system If the communication is not possible or is interrup

8.2 Possible Function Shut-Downs


Depending on the fault detected, certain functions in the EBS may be deactivat- ed to avoid further negative effects of a fault. F

8.2.1 Operating without ABS Function


Depending on the type of fault, the ABS function may be deactivated on a single axle or on the complete vehicle.
8.2.2 Operating without ATC Function
The automatic traction control may be switched off completely or partially. Par- tial deactivation means that either engine contro

8.2.3 Operating without ESC Function


For further information, Kapitel „8.4 ESC Fault Detection“, Seite 34

8.2.4 Pressure Control / Auxiliary Pressure Control


Normally, the braking pressure control function requires braking pressure sen- sor signals. If this signal is no longer available, e

8.2.5 Back-up Operation


If the electrical pressure control becomes impossible for a single axle or the complete vehicle, electrical pressure control is repl

33
Fault Detection and Diagnostic Services

8.3 Fault display


Detected faults are transmitted by the EBS central module to the instrument
panel display via the CAN vehicle data bus SAE J1939 and displayed accord- ingly.
Faults can also be reported via hardwired red and yellow warning lights. A sepa- rate hardwired stability control light then indica
RED WARNING LAMP YELLOW WARNING LAMP
EBS at least partly deactivated with Limited EBS control performance but legal
deceleration performance reduced below requirements for deceleration performance
legal thresholds still fulfilled

8.4 ESC Fault Detection


Faults in the ESC do not affect the main braking system. If a fault occurs in ESC, the ESC function will be deactivated partly or

! The driver is informed of faults in the ESC by a warning lamp.


8.5 Diagnostic Services
! The off-board diagnostic device may actuate vehicle components. This may cause the vehicle to move. Therefore you need
The diagnostic services are controlled by an off-board diagnostic device con-
nected to the EBS ECU via CAN vehicle data bus .The WABCO diagnostic soft- ware needs to be installed on a PC or laptop c
The diagnostic software and current measuring data can be obtained using the diagnostic program. An EBS failure will be desc
The diagnostic software may be used by any user, but for parameter changes and any calibration procedures an authorisation
More information on WABCO Academy training courses can be
found on the Internet at http://www.wabco-academy.com.
34
Fault Detection and Diagnostic Services

8.5.1 Hardware
PC / Laptop Diagnostic Interface Set

PC / Laptop
WABCO offers an impact- and contamination-resistant laptop suitable for use in
the workshop. This “Toughbook” already has the diagnostic software installed and can be obtained from WABCO.
The diagnostic software will run on all standard PCs with Microsoft Windows XP operating system or higher.
There are no other special hardware requirements. The PC requires a free USB connector or a free serial connector (COM inte
Diagnostic Interface Set
To set up the diagnosis, the WABCO Diagnostic Interface Set (order number
446 301 030 0 - USB connection) is required. The set contains the diagnostic interface and a USB connecting cable to the PC o
The old diagnostic interfaces with serial connection (446 301 021 0) and USB
connection (446 301 022 0) can still be used.
8.5.2 Diagnostic connection
A special diagnostic cable is required for the connection between the computer, the diagnostic interface and the vehicle. Most c
You can find more details about cables and connecting materials in the WABCO
brochure “Diagnosis - Product Overview” (815 010 037 3).
The diagnostic (OBD) socket is usually located in the driver’s cabin. Contact
your vehicle manufacturer to find out where the connector is in your vehicle.

8.5.3 Diagnostic Software 246 301 221 0


There are three ways to obtain the diagnostic software:
„ Offline as a USB stick version
„ Online as a single download
„ As a part of a WABCO system diagnostic subscription
For diagnosing multiple WABCO systems, WABCO offers you four different diagnostic software subscriptions via the Internet. T

35
Fault Detection and Diagnostic Services

For further information, ordering the diagnostic software in your language and
loading it onto your PC please visit www.wabco-auto.com/sd on the internet.
Operating the diagnostic software
After you have connected the vehicle, diagnostic interface and notebook to one
another, start the diagnostic software matching your vehicle and EBS version.

! First, open the diagnostic memory under Messages > Diagnostic memory or click on the respective button for the diagnostic
The software displays the vehicle configuration, ECU data and current fault
messages. The diagnostic software can be operated using the menu as well as the different buttons.
Normally the control electronics recognizes the actual fault independently. In case you would like to initiate a complete diagnos
To refresh the diagnostic memory, e.g. during repairs, click on the Refresh but- ton or activate the Cyclical update control box.
If you have further questions concerning operation, use the Help menu.
36
Workshop instructions

9 Workshop instructions
! Observe all safety instructions, Kapitel „3 Safety instructions“, Seite 9.
These instructions must be observed to avoid personal injury or material dam-

age.

9.1 Replacing Components


EBS is maintenance-free. It monitors itself and its components. If a fault occurs, the driver is notified that the vehicle must be ta

For information on the fault detection function integrated into the EBS and pos-

sible deactivations of functions, Kapitel „8.1 Functions for Fault Detection“, Seite

32. The defective EBS system can be checked using the WABCO diagnostic

software in a workshop, Kapitel „8.5 Diagnostic Services“, Seite 34.

9.1.1 Replacing Components

! Generally, repairing EBS components is not permitted. Only replacement of a complete component is possible.
„ Read the corresponding component description in chapter 5 to obtain infor-
mation on suitable replacement devices before a replacement.
„ New parameters need to be set for the braking system when wheels with different tire sizes are used or there is a change reg
„ EBS tests and monitors itself. Resistances or tensions must only be meas- ured on the wiring harness when the system sign
„ Please note the special instructions for replacement of ESC-relevant compo-
nents, Kapitel „5.3.4 Electronic Stability Control ESC“, Seite 15.
9.1.2 Disposal of old parts
When disposing of defective components, observe the current local, regional and national laws and legal regulations.
WABCO strives to protect the environment. As with other old devices, the component can be returned to WABCO. Contact you

37
Workshop instructions

9.2 Test on the Roller Test Stand


Wheter the legally required braking force is reached in the vehicle is usually determined by a test on a roller test stand in the wo

9.2.1 Roller Test Stand Activation Process


To enter the roller test stand testing mode proceed as follows:
Switch off the ignition. Then switch on the braking system by actuating the brake pedal. The roller test stand function is now act

! If the on-board supply voltage is too low, the EBS device might reset when start- ing the engine. In this case, the roller test s
To deactivate the roller test stand function, accelerate the wheels on both axles
to 3 km/h or accelerate the wheels of one axle to more than 12 km/h.

! Electronics such as the central module and the axle modulator must be specifi- cally adjusted to the vehicle configuration by
38
Workshop instructions

9.3 Component Overview with part numbers


9.3.1 Overview of Spare Parts for EBS3 APAC
TITLE PART NUMBER DRAWING
Brake signal transmitter standard series: 480 003 033 0 series: 480 003 033 0
Brake signal transmitter w/ 90° turned series: 480 003 032 0 series: 480 003 032 0
lower ports (*)
Brake signal transmitter w/o Filter, series: 480 003 041 0 series: 480 003 041 0
flatness cover w/ Voss Connector, bolts
891 490 852 4 (*)
Brake signal transmitter w/ adap- tion for series: 480 003 042 0 series: 480 003 042 0
pedal plate, bolts (M6) 891 490 003 4 (*)

Central module series: 446 135 251 0 series: 446 135 251 0
series: 446 135 250 0 series: 446 135 250 0
Axle modulator 1M series: 480 106 604 0 series: 480 106 600 0
Axle modulator 1M w/ port 11 closed (*) series: 480 106 603 0 series: 480 106 600 0

Axle modulator 2M (4 pneumatic outputs series: 480 106 103 0 series: 480 106 100 0
21.1 / 21.2 / 22.1 / 22.2) w/ filters (*)

Axle modulator 2M (4 pneumatic outputs series: 480 106 104 0 series: 480 106 100 0
21.1 / 21.2 / 22.1 / 22.2) w/o filters

Trailer control valve w/o filter series: 480 204 032 0 series: 480 204 032 0
Trailer control valve w/ filter (*) series: 480 204 031 0 series: 480 204 031 0
ABS solenoid valve Standard:(DIN bayonet series: 472 195 0xx 0
series: 472 195 0xx 0 option: series: 472 195 108 0
(Tyco HDSCS) series: 472
195 108 0
ATC solenoid valve series: 472 170 606 0 series: 472 170 606 0
Wheel speed sensors series: 441 032 xxx 0 series: 441 032 xxx 0
Adaptation of wheel speed sen- sors – –

Pole wheels – –
ESC module series: 446 065 052 0 series: 446 065 052 0
Steering wheel angle sensor series: 441 120 008 0 (or not series: 441 120 008 0 (or
delivered by WABCO) not delivered by WABCO)

39
Workshop instructions

9.3.2 Overview of Spare Parts for EBS3 Standard


TITLE PART NUMBER DRAWING
Brake signal transmitter for sus- pended series: 480 003 039 0 series: 480 003 039 0
pedal
Brake signal transmitter w/ standing pedal series: 480 002 102 0 series: 480 002 102 0
(25°)
Brake signal transmitter w/ standing pedal series: 480 002 103 0 series: 480 002 103 0
(46°)
Central module series: 446 135 240 0 series: 446 135 240 0
Axle modulator 1M series: 480 106 701 0 series: 480 106 700 0
Axle modulator 2M (4 pneumatic outputs series: 480 106 201 0 series: 480 106 200 0
2x 21 / 2x 22)
Axle modulator 2M w/ gateway (4 series: 480 106 202 0 series: 480 106 200 0
pneumatic outputs
2x 21 / 2x 22)
Trailer control valve series: 480 204 031 0 series: 480 204 031 0
ABS Solenoid valve Standard: (with Tyco series: 472 195 039 0
HDSCS)
series: 472 195 039 0

ABS Solenoid valve option: series: 472 195 0xx 0


(with DIN bayonet) series:
472 195 0xx 0
Special relay valve series: 973 011 300 0 series: 973 011 300 0
Pressure limiting valve series: 475 010 325 0 series: 475 010 325 0
Wheel speed sensors series: 441 032 xxx 0 series: 441 032 xxx 0
Adaptation of wheel speed sen- sors – –

Pole wheels – –
ESC module series: 446 065 052 0 series: 446 065 052 0
Steering wheel angle sensor series: 441 120 008 0 (or not series: 441 120 008 0 (or
delivered by WABCO) not delivered by WABCO)

40
Notes
41
Notes
42
WABCO (NYSE: WBC) is
a leading global supplier of technologies and services that improve the safety, efficiency and connectivity of commercial vehicle
control, suspension, transmission automation and aerodynamics.
Partnering with the transportation
industry as it maps a route towards
autonomous driving, WABCO also uniquely connects trucks, trailers, drivers, cargo, and fleet operators through telematics, as w
and mobile solutions. WABCO reported sales of $2.6 billion in 2015. Headquartered in Brussels, Belgium, WABCO has 12,000
www.wabco-auto.com
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You will find the current version on the internet at 815 010 208 3 (en) http://www.wabco.info/i/196
n control

al control
ght. Use outside the statutory or contractual limits require authorisation by the copyright owner. All rights reserved.
and labelling rights.

ted versions.

(Brazil), 35 = Macedonian, 36 = Albanian, 97 = German/English 98 = = multilin- gual, 99 = non-verbal

ery WABCO product is supported by a powerful customer service network.


al equipment manufacturers, and disposes of the experience and capacitive capability required to also satisfy the most stringent production
BCO’s exacting standards and equipped with our most up-to-the- minute systems diagnostic and support technology.

stions you may have.

s and damage to property.


nd systems if all information in this publication is adhered to.

al regulations.

n, ear protectors, etc.).


Make sure that pedals cannot be actuated as follows:
he vehicle and that the pedals are not to be actuated.

e frame is less than 10 Ohm.

e towing vehicle and the coupled trailer via the coupling (king pin, fifth wheel, claws with pins), even without a cable being connected.

ports against contamination and humidity


when welding to prevent magnetic fields and current flow via the cable or components.

ction of an Electronic Braking System (EBS) on a larger scale. As a global leader in this sector, WABCO supplies EBS for light to heavy com

and build-up times at the brake cylinders are reduced significantly due to electronic actuation. The ECU also facilitates a sensitive dosing of
bility are maintained during the braking process. The Differential Slip Control (DSC) system automatically distributes the braking forces betw

linings on the vehicle are then replaced simultaneously. The integration of endurance brakes, such as retarder and engine brake, also help
ons of EBS. Corresponding warnings alert the driver immediately if operational readiness is impaired. A diagnostic device or the on-board d
e system through these signals and can communicate with the indi- vidual components at any time. The valves on the brake cylinders gene

tantly provide the EBS with up-to-date wheel speed information. Different integrated brake management functions detect any deviations fro

ion as in a conventional pneumatic system. In this case backup pressures are conducted to the brake cylinders where the pneumatic syste

e overbraking of the rear axle. What is known as a backup valve therefore blocks the effect of the pneumatic circuit on the rear axle brake c

ing command from the driver. EBS ensures that with identical pedal operations the vehicle is always braked with the same effect, regardles
friction becomes insufficient, deceleration control ceases to make any adjustments. This will bring the change in braking performance to the
se event the program selects the release steps in a manner that im- mediately changes the braking force.

he vehicle deceleration is captured via the wheel speed changes detected by speed sensors. An evaluation of the sensor signals provides
ol to regulate the pressures on each axle for optimum distribution of braking forces.

ogue lining wear sensors. The Brake Lining Wear Control intervenes in the distribution of braking forces during uncritical braking events if a

or via CAN (all variants).

e brakes in all brake applications. It ensures that the endurance brakes, such as retarder and engine brake, contribute the maximum possib
city buses, trucks, tractors and coaches.

- regardless of the brake pedal being fully applied or not. When the driver releases the brake pedal the brake assist system terminates the b

by preventing the vehicle from rolling backwards. Variants differ according to activation conditions. The function may be selected by a switch
request “actuate the halt brake” is sent to the EBS ECU via the CAN Bus or a hardwired switch signal. This signal can also be combined w

f the accelerator pedal. The braking pressure is released for a pre- defined gradient to permit driving off.
ngine torque during a stopping interval.

ons in a manner that avoids misuse as a parking brake.

umatic trailer control valve. Although the coupling force is not sensed directly, trailer control and brake force distribution in the towing vehicl

railer can be increased or decreased by a constant pressure offset (pmk).


ine (yellow) the start of braking. The inshot fills the control lines and prepares the brake control devices in the trailer for a quick response to
out a load proportioning device. In this case the EBS in the tow- ing vehicle will modify the trailer control pressure based on the detected gro

rive train layout.

aking torques can cause the driving wheels to lock, making the ve- hicle unstable. The Drag Torque Control function prevents this situation

heels so that any tendency to lock is detected early. The EBS ECU can reduce, stop or increase the braking pressure for the brake cylinder
roads with extreme differences between the coefficient of friction on each side, the ABS modulated braking pressure may cause a yaw mo
a slippery road surface and there is a risk of an instable vehicle state, the system deactivates the endurance brake via the vehicle data bus o

ive EBS system layouts, Kapitel „6.2 EBS3 APAC System Layouts“, Seite 21

easing slip reduces traction and generates the risk of the wheels spinning. The ATC function detects the tendency to spin and reduces the

). While EBS is responsible for stability during driving and braking in longitudinal direction, ESC aims to increase vehicle stability during ma
adapts engine and braking power accordingly if necessary. This assists the driver and improves road safety.
ng sudden lane change for example). The intended driving direc- tion is detected by means of a steering wheel angle sensor. The resulting
usting brake application on the trailer.

al lateral acceleration via the corresponding sensor integrated in the ESC module. RSC uses EBS to modify the braking forces and the eng
the trailer as required.

pulse control for Yaw Control in order to reduce the risk of trailer wheels locking during ESC interventions due to a lack of ABS control.

Tag Axle
liftable steerable
X X

s permanently active if ESC is deactivated due to a fault or temporary deactivation.

his off-road function will be defined by the vehicle manufacturer via parameter setting. Deactivation of ESC is indicated by a permanently ill

n is implemented by the vehicle manufacturer as part of the End of Line parameter setting.
by the vehicle manufacturer and generally require a new parameter setting:
, left-hand/right-hand steering, limitation on steering angle)

setting. In the case that semitrailer tractors are also equipped to tow full trailers the respective “tractor mixed use” parameter has to be set a

es are changed. An automatic tire size adjustment function compen- sates differences between actual and nominal tire sizes and thus the ro
g Wear Sensor
h

e sensor for ESC capability.

ensor – 6x2
a 6x2 with tag axle and one
h

or in order to perform ESC.


on 4S/4M listed above – of

ariant
on

nd venting the actuators.


ating the brake pedal, initially two electrical switching signals are generated. These are connected to the electronic control unit and are use
foot brake valve. After the switch and first linear transducer signals have been transferred, the pneumatic back-up pressures in circuits 1 an

the brake signal transmitter and external deceleration demands (e.g. AEBS). The set deceleration and wheel speed measured through the
he following list gives an overview of the actuator and control func- tions:

ehicle bus controls, among other things, the engine control function, the halt brakes and the visualisation of operating conditions and
the vehicle bus.
communicates with other systems on the towing vehicle such as the motor control or the retarder using a vehicle data bus.

witches the power supplies for the modulators, the steering angle sen- sor and the vehicle stability control.
version, the axle modulator is used on rear axles. The axle modula- tor in different variants controls the brake actuator pressure on both si
them via the CAN bus to the central module, which subsequently calculates the nominal pressure. ABS control is applied directly by the rea

esigned with three axle modulators for controlling the individual wheels.
layer according to ISO 11898. The internal terminating resistor de- pends on the device variant.
d a pneumatic circuit. It receives the nominal pressure values from the Electronic Control Unit.
valve, a 3/2 backup valve, a breakaway valve and a pressure sen- sor. The electrical control and monitoring is performed by the central ele
rol unit into a control pressure for the relay valve. The TCV output pressure (port 22) is proportional to this control pressure. Pneumatic con
al state), the backup pressure is retained by the 3/2 backup solenoid valve. Without electronic control, the backup pressure will not be retain
uced, the pressure in the trailer brake line (port 22) will increase, irrespective of the electro-pneumatic and backup pressure. When port 43
ignal to the electronic control unit. If considerable pressure loss is detected at port 22 (e.g. because the trailer brake line breaks away) durin

enoid valve to the brake cylinder. When ABS is activated, the inlet valve closes and prevents further pressure supply to the brake cylinder.
enoid valve). This valve is controlled by the Central Module. Other layouts with select low control (without ATC cut off valve) of the additiona

d by means of the reference values. If there are any deviations from the normal condition, the system intervenes in the regulation of the bra

a new parameter setting identical to the one applied when the vehicle is produced. You will find an overview of the ESC components in the

nected to the system CAN bus. The SAS can optionally be con- nected to the vehicle CAN bus as well.

also takes control of various ESC functions for fault detection and diagnostic services

d (includes sensor signals evaluation and comparison with nominal values)


leration and they provide this information on the CAN data bus.

orrect measurement by the yaw rate and lateral acceleration sensors.

heel. This includes the capability identifying the steering wheel zero position (center position) by means of sensor calibration.
are intended to minimise the effect of system malfunctions and inform the driver of functional restrictions. Following input data and connect

h modulated) sensor signals are checked for validity and plausibility relative to other signals. Additionally the signals are checked for mutual

and the Trailer

onditions, a deviation between measured and demanded pressure values will also lead to a fault detection.

he outside since it is an internal axle modulator wiring.

spond to the admissible values.

does not support hardwired lining wear sensors.

ion and plausibility relative to other signals. The solenoid cables for valves inside the modulators are not accessible from the outside.

ored by the following functions:


w is present at the trailer control valve.
s of the axles must be identical within certain permissible toleranc- es. If the braking pressure deviation exceeds the permissible value, a fau

essed. If the driver now actuates the brake pedal, the brakes on front and rear axle are controlled via pneumatic backup only. If the front axl

N system bus

munication is not possible or is interrupted, a fault is reported.

id further negative effects of a fault. Functions which are not impaired by the fault are continued.

n the complete vehicle.


vation means that either engine control or differential brake control will be deactivated.

. If this signal is no longer available, electrically controlled braking pressure can be generated using auxiliary means. In this case the accura

icle, electrical pressure control is replaced by the pneumatic back- up pressure.

dwired stability control light then indicates to the driver the ESC and ATC state.

C function will be deactivated partly or completely but other EBS functions remain active. Exclusive ESC faults will be displayed on a separa

vehicle to move. Therefore you need to make sure that this move- ment does not represent a hazard before you start diagnostics.

eds to be installed on a PC or laptop connected to EBS via a diagnostic interface. This software is available in different languages for differe
program. An EBS failure will be described when malfunctions occur. Activation and control of EBS components and functions are in this ca
libration procedures an authorisation is required (PIN). You can ob- tain this PIN through relevant training at the WABCO Academy.
obtained from WABCO.
g system or higher.
r or a free serial connector (COM interface, 9-pin) to connect the diagnostic interface.

d a USB connecting cable to the PC or laptop.

ostic interface and the vehicle. Most common is a connection via the OBD (on board diagnosis) plug. For this purpose WABCO offers the O

tware subscriptions via the Internet. These contain numerous diagnostic programs at a very competitive price.

he respective button for the diagnostic memory and save the input in a safe place. This allows you to distinguish later faults from present fau
uld like to initiate a complete diagnosis, click on the Start Diagnosis button or select the respective menu item in the Diagnosis > Start men
vate the Cyclical update control box.

r is notified that the vehicle must be taken to the workshop or that the vehicle must be stopped.

e component is possible.

izes are used or there is a change regarding the permissible axle load of the vehicle. Your vehicle manufacturer must be consulted in this c
wiring harness when the system signals a fault and when the diagnostic software signals this.

laws and legal regulations.


be returned to WABCO. Contact your local WABCO partner for more details concerning disposal.
y a test on a roller test stand in the workshop. For this purpose, it is necessary to brake each axle with the maximum possible force. At the

he roller test stand function is now activated and you can turn on the ignition and the engine to fill the braking system. The test bench functi

he engine. In this case, the roller test stand function is deactivated.

djusted to the vehicle configuration by means of parameters.

SPECIFICATION NO.
series: 480 003 033 0
series: 480 003 032 0

series: 480 003 041 0

series: 480 003 042 0

series: 446 135 251 0


series: 446 135 250 0
series: 480 106 100 0
series: 480 106 100 0

series: 480 106 100 0

series: 480 106 100 0

series: 480 204 032 0


series: 480 204 031 0
series: 472 195 0xx 0
series: 472 195 108 0
series: 472 170 606 0
series: 441 032 xxx 0
series: 441 032 100 0

895 905 000 4


series: 446 065 052 0
series: 441 120 008 0 (or not
delivered by WABCO)

SPECIFICATION NO.
series: 480 003 039 0

series: 480 002 102 0

series: 480 002 103 0

series: 446 135 240 0


series: 480 106 100 0
series: 480 106 100 0

series: 480 106 100 0

series: 480 204 031 0


series: 472 195 039 0

series: 472 195 0xx 0

series: 973 011 300 0


series: 475 010 325 0
series: 441 032 xxx 0
series: 441 032 100 0

895 905 000 4


series: 446 065 052 0
series: 441 120 008 0 (or not
delivered by WABCO)
and connectivity of commercial vehicles. Founded nearly 150 years ago, WABCO continues to pioneer breakthrough innovations for advanc

eet operators through telematics, as well as advanced fleet management


ussels, Belgium, WABCO has 12,000 employees in 39 countries. For more information, visit
most stringent production stand- ards. The quality of every genuine WABCO part is supported by:
ble being connected.

s EBS for light to heavy commercial vehicles with trailers or semitrailers as well as for buses.

tates a sensitive dosing of the braking system during this process. The result: A comfortable braking “feeling”, independently of the load sta
es the braking forces between the front and rear axle according to the respective load status. When operated with a trailer, DSC also ensur

nd engine brake, also help to protect brake linings for longer operating times.
ic device or the on-board diag- nostic display in the vehicle can be used to determine the causes quickly and
n the brake cylinders generate the required braking pressure according to the control signals.

s detect any deviations from normal driving conditions and intervene in the driving process in the event of hazards. Apart from improving sa

where the pneumatic system is effectively applied, however, only with a certain delay. Since the pneumatic

uit on the rear axle brake cylin- ders while EBS functions normally.

the same effect, regardless of the load status. If the brake linings are wet for example, EBS will increase the brak- ing pressure until the des
braking performance to the driver’s attention.

e sensor signals provides exact information on the slip on each axle and thus their braking performance. If the slip differs, one axle contribu

critical braking events if a difference in the linings of the different axles is detected. The pressure of the wheel brake with the greater wear

ibute the maximum possible portion of braking work for the vehicle as a whole. The wheel brakes thus stay cool, reducing wear of brake lin

ist system terminates the braking process.

ay be selected by a switch signal. The driver has to activate the function by briefly tapping the brake pedal. The system will hold the brakes
al can also be combined with appro- priate external functions such as a door control or other devices which indicate a short stop. Using the

ibution in the towing vehicle are are coordinated with the aim to reduce coupling forces.

ler for a quick response to the brake demand. The standard Trailer Control assumes trailer operation with a load proportioning device, eithe
based on the detected gross combination vehicle weight.

tion prevents this situation. When a defined slip state is exceeded, the engine torque is increased relative to the speeds of the driving whee

sure for the brake cylinders on the front axle accordingly via the ABS solenoid valves. The axle modulator at the rear axle (optionally at the
sure may cause a yaw moment while braking. Because the braking force applied to the individually controlled wheels (IR) differs in this rega
e via the vehicle data bus or option- ally via the endurance brake cut off relay to ensure continued driving stability.

y to spin and reduces the driving torque via the engine control electronics. If only one wheel tends to spin, an ATC differential braking will b

vehicle stability during manoeuvres such as cornering and lane changes. With commercial vehicles there is a par- ticular risk during such m
ngle sensor. The resulting yaw movement during cornering is measured by a yaw rate sensor integrated in the ESC module and compared

braking forces and the engine output in order to reduce roll-over risk by reducing the vehicle speed. The critical lateral acceleration depends

a lack of ABS control.


icated by a permanently illuminat- ed yellow ESC warning lamp or dashboard symbol.
” parameter has to be set accord- ingly.

al tire sizes and thus the rolling circumferences between the axles. If unacceptable wheel tire combinations are used, this is detected as a fa
ic control unit and are used for the operational execution and monitoring of the braking procedure. The switch- ing operation is carried out m
p pressures in circuits 1 and 2 are controlled. For a better brake force distribution during back-up mode the output pressure p21 is reduced

ed measured through the speed sensors create a collective input signal for the electro-pneumatic control system. The central module calcu

ting conditions and


tuator pressure on both sides of a single or dual axle; on the front axle as a 1-channel modulator version, on the rear axles as 1- or 2- chan
s applied directly by the rear axle modulators. In the event of wheels locking or spinning, the rear axle modulator modifies the nominal press
erformed by the central electronic control unit.
pressure. Pneumatic control of the relay valve is affected by the backup pressure of the brake signal transmitter and the output pressure o
pressure will not be retained.
p pressure. When port 43 is completely exhausted, the output pressure delivered at port 22 amounts to a minimum of 7 bar (at a supply pre
ake line breaks away) during full braking, the breakaway valve throttles the supply of the relay valve part in the TCV via port 11. This causes

pply to the brake cylinder. If the tires still lock, pressure is released through an additional outlet in the valve.
ut off valve) of the additional axle are also possible.

in the regulation of the brake and motor controls.

he ESC components in the system layout, Kapitel „6 System variants“, Seite 20.
r calibration.
ng input data and connected devices are monitored by the EBS self-test:

als are checked for mutual devia- tions and an automatic offset adaptation is implemented when the brake signal transmitter is not applied.

ble from the outside.

he permissible value, a fault is reported.

ackup only. If the front axle braking pressure exceeds a certain value, the rear axle must have a speci- fied minimum pressure. If this is not
ans. In this case the accuracy of pressure control is limited as compared to error-free pressure control.

be displayed on a separate warning lamp or fault display. Of course faults that affect both ESC and EBS functions are also possible.

start diagnostics.

erent languages for different EBS systems.


and functions are in this case only used for a system start-up check after first system installation or after major re- pair and replacement wo
WABCO Academy.
pose WABCO offers the OBD multi- switch cable (446 300 003 0).

ater faults from present faults, e.g. which have been recorded during the start-up procedure and have been lost.
the Diagnosis > Start menu. The software will now check the individual components and log current detected faults. The software collates a

must be consulted in this case.


mum possible force. At the same time the EBS brake management function, e.g. load dependent braking force control, must remain unaffect

tem. The test bench function remains active.


ugh innovations for advanced driver assistance, braking, stability
, independently of the load status, and a much shorter braking distance.
d with a trailer, DSC also ensures that the tractor-trailer combination is optimally bal- anced. Towing vehicle and trailer respectively brake th
zards. Apart from improving safety, specific functions also optimise driving comfort and lining wear.

brak- ing pressure until the desired deceleration is achieved. For this reason there is no need for a separate axle load sensing system for br

e slip differs, one axle contributes more towards deceleration than the other.

el brake with the greater wear is reduced slightly, and the pressure on the wheel brake with less worn linings is increased accordingly by up

ool, reducing wear of brake linings, drums and discs.

he system will hold the brakes as long as the activation conditions are ful- filled. If the incline is too steep for the pre-selected braking press
dicate a short stop. Using the EBS modulator(s), the brake cylinders are supplied with the respective braking pressure on the front and rea

oad proportioning device, either a load sensing and proportioning valve (LSV) or a dedicated trailer EBS.

the speeds of the driving wheels, reducing the drag torque that occurs. The Drag Torque Control terminates as soon as the driving wheel v

the rear axle (optionally at the additional axle), whose electronic control unit includes the relevant control algorithms, performs the same tas
wheels (IR) differs in this regard, it becomes extremely difficult to control the vehicle on such roads. The modified individual control (MIR) o

ATC differential braking will be applied to this wheel. Engine control interven- tions as well as differential brake control interventions may a

a par- ticular risk during such manoeuvres of tilting, rolling, swerving and jack-knifing due to their high centre of gravity and great weight.
e ESC module and compared to the expected yaw moment as calculated from the driver’s intended direction. In case of deviations between

al lateral acceleration depends on the detected driving situation and load conditions.
re used, this is detected as a fault. If a speed signal from the calibrated speed- ometer is available on CAN, the tire size adjustment allows t
h- ing operation is carried out mechanically. The pedal stroke is recorded by two sensors and is emitted from the Brake Signal Transmitter a
utput pressure p21 is reduced relative to p22 at a ratio of 1:1,5. In case of a malfunc- tion in one of the electronic circuits, the other electron

tem. The central module calculates the nominal pressure value for the front axle, the rear axle, in the 6S6M system, the additional axle and
the rear axles as 1- or 2- channel modulator version. It contains one or two inde- pendent pneumatic pressure control channels (two chann
tor modifies the nominal pressure. The front axle modulator, actuated by the ABS solenoid valves installed to control the pressure on the fr
itter and the output pressure of the hand-brake valve.

nimum of 7 bar (at a supply pressure of 8,5 bar).


e TCV via port 11. This causes a pressure drop at port 21 (trailer supply line).
gnal transmitter is not applied. The digital switching signals are checked for switching states and plausibility relative to sensor signals.

minimum pressure. If this is not the case, a fault is reported. The same applies to an optionally attached additional axle.
ctions are also possible.

or re- pair and replacement work. WABCO PC diagnosis software offers prepared and predefined command sequences for the necessary st
faults. The software collates all the faults that occur in the diagnostic memory (Messages > Diagnostic memory). Current faults are coloure
e control, must remain unaffected. This chapter therefore describes how you can activate the roller test stand function for an EBS vehicle to
nd trailer respectively brake their own portion of weight in the tractor-trailer combination. The coupling force of the tractor-trailer combi- natio
axle load sensing system for braking force control.

is increased accordingly by up to 0.5 bar. As a result wear is balanced without the driver noticing.

the pre-selected braking pressure, the driver may increase the holding pressure by actuating the brake pedal with increased force. After the
g pressure on the front and rear axle(s). The pressure levels of the individual axles are adjustable by parameter as well as application and re

as soon as the driving wheel values are stable again.

orithms, performs the same task.


dified individual control (MIR) on the front axle therefore aims to reduce the braking pressure when the brake is applied inde- pendently of th

ake control interventions may act in parallel if ap- propriate for the current driving situation. At higher speeds, differential braking will be stop

of gravity and great weight.


In case of deviations between measured and intended yaw rate, the Yaw Control uses EBS to modify the braking forces on each wheel an
he tire size adjustment allows tire size changes within an extended range without needing to change the parameters in EBS; the calibration
the Brake Signal Transmitter as a Pulse Width Modulated signal (PWM).
onic circuits, the other electronic circuit and the two pneumatic circuits remain functional.

ystem, the additional axle and for the trailer control valve from the input signal.
e control channels (two channels for right and left truck orientation), each containing a pulsed inlet and outlet pilot valve, plus one braking p
o control the pressure on the front axle brake actua- tors, supports the ABS function on the front axle.
elative to sensor signals.
equences for the necessary startup checks.
ory). Current faults are coloured red in the over- view and those that are not current are coloured blue. To obtain more informa- tion on a sp
function for an EBS vehicle to carry out the follow- ing required measurements.
f the tractor-trailer combi- nation is thus kept low when braking. The integrated anti slip regulation applies traction control.
with increased force. After the driver has stepped off the brake pedal, the pressure will not be released before the transmission reports “rea
er as well as application and release gradients.

is applied inde- pendently of the absolute value of the friction coefficient. A controlled increase of braking pressure on high friction surfaces

differential braking will be stopped to avoid overheating the brakes. A function lamp indicates that ATC control has been activated. ATC bra
aking forces on each wheel and the engine output thereby reducing the risk of losing directional control during dynamic obstacle avoidance
meters in EBS; the calibration of the speedometer following a tire replacement is all that is required.
pilot valve, plus one braking pressure sensor, sharing one electronic control unit.
tain more informa- tion on a specific fault, select it and click the Info button.
ction control.
re the transmission reports “ready for brake release” or after a predefined period of time has elapsed. For safety reasons the EBS monitors
ssure on high friction surfaces during continuous braking will finally optimise stopping the vehicle. The objective is a compromise between s

ol has been activated. ATC brake control will be terminated once the supply pressure drops below the defined safe pressure level.
g dynamic obstacle avoidance manoeuvres.
ety reasons the EBS monitors the required operation of at least one pedal by the driver (clutch, brake or accelera- tor). This is designed to p
ve is a compromise between stability and stopping distance.

safe pressure level.


lera- tor). This is designed to prevent misuse of hill holder as a parking brake.

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