tce i / ii central electronic in trailers...
TRANSCRIPT
TCE I / IICentral Electronic in Trailers
815 000 375 3
2nd Edition
This publication is not subject to any update service.New versions are available in INFORM atwww.wabco-auto.com
815 000 329 38150003293
© 2007 WABCO
Vehicle Control Systems
The right of amendment is reservedVersion 002/11.03(en)
8150100303 815 010 030 3
2
Table of contents
1 Objective 1.1 Concept and Implementation 4
2 General 2.1 External Communication Possibilities 52.2 Standards 6
3 Line connection Description 3.1 Functional overview 73.2 Electronics 446 122 00. 0 83.2.1 TCE top view with connector coding 93.3 System connections 10
4 Cable Overview 224.1 TCE connection system with connecting cable and PIN connection 154.1.1 Overview of plug-in connectors and corresponding cables 15
5 System Functions (acc. to terminals) 5.1 Brake lining wear indicator 375.2 Electrical Supply 395.2.1 Standardised motor vehicle plug-in connections 395.2.2 Supply 405.3 Diagnosis mode and warning light function 415.3.1 Gateway ISO 7638 / ISO 12098 Trailer data bus 415.3.2 warning light function 425.4 Freely programmable I/O (special modules) 425.4.1 Monitoring functions 425.5 Trailer EBS and RGE connection 425.5.1 Trailer EBS 425.5.2 RGE connection 435.6 Rear underdrive protection terminal 445.7 Ramp approach help 445.8 Paver brake 465.9 Electronically controlled air suspension (ECAS) in TCE 465.9.1 Components 475.9.2 Distance sensor(s) and trailer battery 515.10 Pneumatic components and installation instructions 57
6 Commissioning and Diagnosis 826.1 Commissioning and Diagnosis 596.1.1 The Calibration Process 59
7 PC - Diagnosis 237.1 Start- and diagnostic menu 627.2 Vehicle definition 637.2.1 Chassis & lighting 647.2.2 Special parameters 657.2.3 ECAS parameters 667.3 Special parameters 677.4 Axle load calibration 727.5 Switch positions / Outputs 727.6 Service management 737.7 System plate 737.8 End Of Line - Protocol 74
8. Annex 778.1 Abbreviations 788.2 Overview of Outline Drawings 79
3
In modern motor vehicles the onboard information for drivers becomes more and more extensive. In future drivers will be able to read information about truck and trailer via a display on their dashboard They will get this information via data buses, i.e. via communication connections between different electronics having a CAN interface. As a result the connected electronic systems will be able to exchange, evaluate and further process information. In future lighting on vehicles will also be controlled via data buses and errors will be displayed in trucks.
Trailers will be included in this exchange of information via a 7-pin ABS/EBS plug connection acc. to ISO 7638 and in parallel via a 15-pin plug connection acc. to ISO 12098. In both cases the data connection corresponds to ISO 11992 part 1.
By a consequent use of the available data connections between motor vehicle and trailer WABCO creates the precondition for new innovative vehicle functions while at the same time the number of the required electrical connections is limited.
In summary the objectives are as follows:System data bus in trailers
• New trailer system functions via data exchange
• More simple realisation of current system functions
Integration of trailers into the motor vehicle system
• Limitation of number of electrical connections
• Extension of the motor vehicle system functions to trailers
Integration of trailer system functions
• Level control and lifting axle control
• Ramp approach help
• Lighting control
• Telematic connection
• Additional functions
TCE IIModifications due to the introduction of TCE II are marked in the following text in expanded type.
Objective 1
TCETelematics
Power 7 Pin ISO 7638
Power 15 Pin ISO 12098 Diagnosis
CAN Customer
Lighting
Brake lining Ramp
EBS modulatorIVTM - Integrated
Trailer Data BUS
functions
ECAS
wear approach help
Vehicle TireMonitoring system
TCE
4
1.1 Concept and RealisationAs trailer central electronic TCE enables the communication between motor vehicle and trailer res. motor vehicle and trailer systems. Moreover TCE supports the connection of intelligent individual systems in trailers to a powerful system like in the towing vehicle. TCE itself assumes the following electronic and electrical functions:
Electrical supply of trailer systems including battery supply and battery charging equipment. With a trail-er battery diagnostic and ramp operations are pos-sible without a motor vehicle.
Motor vehicle - trailer communication for brake and ”running gear“ systems (ISO 7638), as well as for general vehicle systems (ISO 12098). ”Running gear“ means components concerning the driving safety, e.g. chassis, tires, steering and suspension.
Trailer data bus for EBS, running gear, tire systems and vehicle systems with separate CAN connec-tions. As a result an exchange of electrical consum-ers and transmission of information via data connection is possible.
Future central diagnostic connection for TCE and all systems connected via CAN. Future diagnosis from the motor vehicle is provided (e.g. via an on-board display).
Brake lining wear sensing system with up to six sensors.
In future reading and processing of analogue and digital information will be possible.e.g.Programmable inputs and outputs for recording of switch positions and analogue values, as well as for controlling modulators and additional lighting. Indi-vidual customer modules will be created by WABCO. These are adjustable via diagnosis.
Integrated electronic level control (ECAS) for semi-trailers and trailers with one or two level sensors.
Integrated electronic lift axle control with automatic functions as traction help, load dependent lowering / lifting and manoeuvring aid.
Ramp approaching help with automatic braking when backing and approaching the ramp.
Electronically secured lighting control and monitor-ing with status reports to the motor vehicle.
tire pressure recording and tire pressure monitoring with connected IVTM system.
Service support (operating hours counter, mileage counter, electronic notebook, battery hours coun-ter).
Objective1
EBS
TCE
IVTM
BAT
LF-VentilLA-Ventil
WSENS1
WSENS2
DSENSEBS DSENS1
DSENS2
ABS wheel sensors
ABS wheel sensors
Brake lining wear sensors
Brake lining wear sensors
Ultra sonic sensors
Ultra sonicsensor
Diagnosticplug TCE
Remote remote control unit Trailer battery
Side marking and limiting lights
ISO 12098 (15/7-pin.)
ISO 7638 (5/7-pin.)
Diagnostic plug EBS
Green warning light
TCE
5
General 2
The following data can be transmitted to the motor vehicle provided the respective system is installed:
• Axle loads:• Tire pressure values• Status of vehicle lighting• Distance to ramp• Brake lining wear• Status of ramp approach help RAH• Lift axle status
Under same conditions as in the motor vehicle the following data can be transmitted to a telematic system:
• Error in lighting• Error in RAH function• Vehicle stopped before ramp• Service date achieved• Vehicle overloaded• Red /yellow/green warning light• Axle load• Tire pressure values• Error in RAH function
• Vehicle hitched/unhitched • Battery status• Vehicle door open/closed• Operating hours• Mileage• Brake lining wear
2.1 External CommunicationPossibilities
When a telematic system is connected to the TCE location of the vehicle resp. recall of vehicle specific data is possible.The following transmission systems can be used:
The Global Positioning System, shortly called GPS, enables identification of the vehicle position.
The Global System for Mobile Communication (GSM) enables wireless data transmission. Thus remote diagnosis will also be possible in future.
The 'Short Range Communication' is only possible in the yard near a correspond. transmitting / receiv-ing station.
TCE
900Mhz
1800Mhz
GSMGlobal System for
Mobile Communication(D1, D2, ...)
Tele-communicationsCompany
ISDN
Internet(TCP/IP)
Carrier Park ManagementServices Provider
WWW Server)
Data
433 Mhz
868 Mhz
Short waveCommunication
(Blue Tooth, DECT, ..)
Satellite
SatelliteSatellite
GPSGlobal Positioning System
Carrier owner
Local Server
Satellite
Satellite Antenna
Fleet ownersFleet Management
6
The different systems may be used from trucks with trailer connection or separately on trucks and on trailers (e.g. for cooler and service information).Thus the carrier resp. the controller can check for instance position of the vehicle, temperature of the cooling system and state of the vehicle. On short term he may have the vehicle turned around and pick up another load. In case of vehicle problems the controller can inform a nearby repair shop in advance about the vehicle state and can care for spare parts if required. Telematic problems can only be corrected by the respective telematic manufacturer in his service repair shops.
TCE IITelematic systems in trucks and trailers can retrieve more special information from the TCE II.– event and profile data– Service schedule– Vehicle master data
Telematic systems in trailers will automatically be informed on additional events
– Vehicle door open/closed– Vehicle hitched/unhitched – Tire pressure changes– Service intervals etc.
2.2 StandardsTCE observes the following standards:
– ISO 11992 defines data interfacesbetween motor vehicles and trailers
• Part 1: Exchange of digital data between truck and trailer
• Part 2: Application for brake and ”running gear“ of part 1
• Part 3: Application for all further systems of part 1 which were not considered in part 2
• Part 4: Diagnosis (in preparation)
– ISO 7638, 7-pin electrical truck-trailer connection for braking and running gear systems
• Chassis, tires and brake
• Use for lighting, superstructure control or similar is expressly excluded.
– ISO 12098, 15-pin electrical truck-trailer connection for lighting and superstructure
• Lighting, conventional lifting and steering axle control
• Electrical supply and data connection for non braking and ”running gear systems“
– Brake directive ECE-R13
• Supply of braking and running gear equipment
• Cut-off of running gear systems / Functions at electrical overload
General2 TCE
7
Line connection Description 3
3.1 Functional overviewNote: TCE I/II is already fully operational, when except connection to the motor vehicle only the EBS system is connected, i.e. Ramp approaching help, ECAS, lighting, tire pressure control and GPS/GSM do not need to be installed resp. connected.
TCE
Bremse / Fahrwerk
Diagnose
Magnetventil fürLiftachssteuerung
Nichtbelegt
Drucksensor(en)
Bedieneinheit(en)
Wegsensor(en)
TCE-Warnlampe
Anhänger-batterie
Beleuchtung / Aufbausysteme
Rampenanfahrhilfe
Magnetventile
ISO 7638 (7-pol.)
RGE CAN-Erweiterung(Telematikanschluss)
P
U
ISO 12098 (15-pol.), alternativ 24N/S
TCE
Verteiler
+
EBS
P
U
Bremsbelagverschleißsensoren
Aufbausystem - CAN-Erweiterung
Aufbau - Zusatzbeleuchtung, zusätzl. elektr.Versorgung und Ein- und Ausgänge
RGE Ein- und Ausgangs-erweiterung (Bedienbox)
X12
X31X21
X22 X42
X41 X61
X62
X51
X52X32
X11
X43 X63X53
X44 X64X54
X13
X14 X34X24
X23 X33
IVTM (Integrated Vehicle Tire Monitor)System zur Reifendrucküberwachung
Brake/running gear
Ramp approaching helpTrailer battery
Operating interfaces
Path sensorsRGE input and output expansion (control box)
RGE CAN Expansion (Telematic connection)Brake lining wear sensors
ISO 7638 (7-pin)
Not occupied
ISO 12098 (15-pin) alternative 24N/S
TCE warning light
Solenoid valves
Pressure sensors
Solenoid valve for Lifting axle control
Superstructure system -CAN Expansion
Superstructure -additional lighting, Additional electrical supply and Inputs and outputs
Diagnosis
Lighting/superstructure systems
8
3.2 Electronic 446 122 000 0 / 446 122 001 0
The front of the electronic consists of coded plug-in terminals and thus is protected against interchange of plugs. Unused terminals have to be closed by means of cap 894 110 139 2.
Do not open the electronic remote control unit!All terminals have to be closed.
All plug in connections are marked with an X and a number and fitted with special locking clips. To connect a cable, it is necessary to fold up the locking clip, push in the plug and then close the locking clip.
Since the terminals are located very close, cables should be plugged into the electronic in the order from X11 to X41, X12 to X42, etc.
Line connection Description3
Installation position:
TCE
Fixation to clip by means of cable binder or similar
Free cable length to the point of
approx.
In order to reverse the cable back to the vehicle frame the 45° solution could be the better one.
fixation
300 mm
9
3.2.1 TCE Top View with connector coding
Line connection Description
2
3
87
65
43
21
87
65
43
2
87
6
32
1
65
43
21
87
65
43
21
1211
5
97
6
13
108
1415
43
21
87
65
43
21
87
65
87
65
43
21
1211
5
97
6
13
108
1415
43
21
87
65
43
21
87
65
32
14 8
43
21
1211
5
97
6
13
108
1415
43
21
76
5
43
21
87
65
X11-
Bra
ke li
ning
wea
r
X12-
ISO
763
8 (7
-pin
)
X13-
ISO
120
98 (1
5-pi
n)
X14-
Dia
gnos
is a
nd
X21-
RG
E an
d I/O
X22-
EBS
and
RG
E C
AN
X23-
Ligh
ting
X24-
Side
mar
king
X31-
Ram
p ap
proa
chin
g
X32-
IVTM
and
sup
er-
X33-
Supe
rstr
uctu
re
X34-
Tank
veh
icle
light
ing
Bat
tery
X42-
Hei
ght s
enso
r
X43-
Sole
noid
val
ve
X44-
Pres
sure
sen
sor
X41-
Rem
ote
rem
ote
War
ning
lam
p
help stru
ctur
e C
AN
light
ing
cont
rol u
nit
TCE
10
3.3 System connectionsTCE terminals in numeric order
1. Row
Connection X11 (optional)Brake lining wear sensorsConnection for up to six brake lining wear sensors or up to six wear indicators (side wire). Brake lining wear sensors measure the thickness of the brake lining only when braking. If wear indicators are installed, thickness of the brake lining is actualised in braked or unbraked condition. For example, if for all indicators 0 Volt will be measured, connector break will be identified.
The Y cable is colour marked. Below the connector there is a red resp. blue stripe. The red marked plug belongs to the right vehicle side, the blue marked plug to the left side. Furthermore the axle assignment can be found behind the plug (L1 = 1 axle on the left).
Connection X12Motor vehicle connection acc. to ISO 7638Connection motor vehicle connection 7-pins (or 5-pins, if there is no CAN-connection) acc. to ISO 7638 with truck-trailer data connection acc. to ISO/ 11992 part 1 and 2.
Communication truck-trailer acc. to ISO 11992. Support of the ABS module in trucks.
Monitoring of ground connections for break
Recognition of supply under or over voltage
Recognition of overload (current and voltage measurement) and cut-off of running gearSystems
Active control of trailer warning light (Pin 5) at:
• corresponding TCE error (e.g. failure of EBS modulator)
• Switch on of ignition (Pin)
• Interruption of ground connection(Pin 3 and 4).
Connection X13Motor vehicle connection acc. to ISO 12098(15-pin)Connection of power supply and lighting lines with data connection acc. to ISO 12098 (15-pin). The data bus contains information on lighting and superstructure systems.
Plug-in pins 10, 11 and 12 are not controlled via PC diagnosis. These can be parameterize per PC diagnosis by means of special modules:
Communication truck-trailer acc. to ISO 11992. Support of trailer recognition via flashing and/or brake light line Maximum input impedance ≤ 2 kOhm.
Sensing/monitoring of lighting lines
Under / over voltage recognition of electrical supply
Truck-trailer data connection acc. to ISO 11992 part 1 and 3 (only with plug connection acc. to ISO 12098)
Freely programmable inputs and outputs (special modules; only with plug connection acc. to ISO 12098)
Emergency supply of EBS via brake light, if ISO 7638 interface has failed.
Pin 10Pin 11Pin 12
Brake lining sensornot usedAxle lift
according to ISO 12098 / 1990
Pin 10
Pin 11Pin 12
not used / steering axle lockTraction helpAxle lift
according to ISO 12098 / 2000New standard
Pin 10, 11, 12 not controlled
Standard, if no trailer or lift axle control from the truck desired
Line connection Description3 TCE
11
Connection X14Diagnostic connection:Central connection for a diagnostic tool and optional connection for a trailer warning light (green warning light).
Diagnostic tool connectionThe electrical power is supplied from ISO 7638 Pin 30 (Pin 1). Without a towing vehicle diagnosis is enabled with a trailer battery. Raising/lowering per remote remote control unit is also possible in the diagnosis mode.
Connection of a warning lightAn optional green warning light can be mounted to the vehicle.
The electrical power is supplied from ISO 7638 Pin 30 (Pin 1).
Following display info is available:Warning light status– flashing: Display of general TCE errors– on: trailer vehicle not within the
normal level– off: vehicle within normal level
and without faults or ignitionswitched off.
2. Row
Connection X21(optional)Extension running gear / brakeConnection of 24 V-users and/or 24 V-Sensor analysis. Power is supplied by means of motor vehicle plug connection acc. to ISO 7638. Functional assignment is programmable via special modules.
Note: Since the supply is made via ISO 7638, only such systems/components may be connected, which either belong to the vehicle brake or belong to ”running gear“ system!The same concerns systems/components referring to driving security, e.g. chassis, tires, steering, suspension
Connection X22Trailer EBS & Running Gear-SystemsConnection of Trailer EBS and of an external Running Gear Systems.
The electrical power is supplied from ISO 7638 Pin (pin 1) with electronic overload protection.
CAN communication via trailer data bus acc. to ISO 11898 with 250 kBaud.
In case of interferences the external CAN data con-nections can be cut off separately.
Information to connection X23/X24/X33/X34Trailer lightingVehicle lighting left/right is protected separately in the TCE.
Note:Errors only appear when the lighting is actuated.
Connect all lights directly to the corresponding cable.Cables must not be shortened or lengthened!In order to avoid malfunctions during operation, the maximum number of consumers must be observed. Thus installation of an additional flashing light to the underdrive protection is not allowed! At any rate the manufacturer specifications must be observed.
Activation, control signal and electrical supply of trailer lighting and extension for superstructure functions are made via plug connection acc. to ISO 12098 (15-pin).
Electronic control / protection acc. to control sig-nals via ISO 12098.
Error detection for short circuit and interruption, when activated.
Connection X23Standard lighting rear underdrive protection
(Performance per vehicle side)TCE I TCE II
Brake light 21 WA 2 x 21 W
Flashing light 21 WA 2 x 21 W
Rear light 30 W 30 W(2 x10 W Rear light +2 x 5 W Identificationlight)
Reverselight 21 W 2 x 21 W + 2 x 70 W each
Side with freelyadjustable parameters
Rear foglight 21W 2 x 21 W per side
with parametersadjustable
Positionlamps 2 x 10 W 2 x 10 W or LED’s
TCE I: 2 x 70 W reverse lights can be connected either to the 24 V outputs of X23 pin3 or to X33 pin 3. However, the
Line connection Description 3TCE
12
load must only be connected to one of the plugs. A relay is required between reverse light and the respective pin.
TCE IINow also the connection of LED lamps to TCE II is possible! Moreover the light failure recognition was improved.
Via PC diagnosis the sensibility of the parameters for cable break recognition can be set.
Standard setting: In the case of a failure of one of two connected lights (e.g. brake light), this will not be detected as an error.
Extended parameters: At this setting the failure of the light with same or higher electrical power is detected.
No break recognition with light emitting diodes.
Connection X24Side marker lampThe Y cable is colour marked. Below the connector there is a red resp. blue stripe. The red marked plug belongs to the right vehicle side, the blue marked plug to the left side.
side marking lamps (25 W)
3. RowConnection X31 (optional)Ramp approaching help (RAH)Connection of two ultrasonic sensors for measuring the reverse distance between vehicle and ramp at backing.
Electrical supply via separate 8 V power genera-tion in the TCE, supplied via motor vehicle connec-tion acc. to ISO 7638
Sending / receiving signal lines separately for each sensor
The Y cable is colour marked. Below the connector there is a red resp. blue stripe. The red marked plug belongs to the right vehicle side, the blue marked plug to the left side.
Connection X32 (optional)Tire pressure monitoring IVTM & general vehicle systemsConnection tire pressure monitoring and general vehicle systems (no braking and running gear systems) with CAN data connection.
General vehicle systemsElectrical supply for IVTM via ISO 7638; electrical supply of general vehicle systems via ISO 12098
In the case of an error in the CAN communication, it will be cut off separately (CAN connection)
Remark: Due to the electrical supply separated from ISO 7638, the connected systems are not subject to the overload cut-off for non braking systems.
Connection X33 (optional)Additional lighting for superstructure like position lamps and extensions for the superstructure
Connection of 24 V-users and/or 24 V-Sensor analysis.
Functional assignment for freely programmable in-puts and outputs is done via special modules of the PC diagnosis.
X23 X33 X23 X33
70 W 70 W70 W 70 W
or
Reverse light
Line connection Description3 TCE
13
TCE IIFollowing functions may be activated via special modules.
(Line)normal level switch I / II PIN 7 white - greenSpring brake actuator (ISO 11992) Pin 8 greyDoor open / closed Pin 9 white - blueHitched / unhitched Pin 10 white - blacknormal level III / Unloading- Pin 13 redlevel switch
Outputs are short circuit resp. overload protected electrically, or by self reversion. Short circuit against earth/power or a break is detected as error. 2 x 70 W reverse lights can be connected either to X23 Pin 3 or X33 Pin 3. However, the load must only be connected to one of the plugs. (See pict. connection X23, page 12).
Back lights (21 W)
Connection X34 (optional)Additional lighting for tank vehiclesFor high level lighting carriers with
Brake lights (21 W)
Flashing lights (21 W)
Back lights (21 W)
The Y cable is colour marked. Below the connector there is a red resp. blue stripe. The red marked plug belongs to the right vehicle side, the blue marked plug to the left side.
4. RowElectronic level controlElectronic level control with following equipment :
X41: 1 or 2 remote control units (IRCU; Intelligent Remote remote control unit)
X42: 1 or 2 level sensors (without temperature compensation) and trailer battery
X43: Valves for 1 or 2 point control as well as lift axle control
X44: 1 or 2 pressure sensors for axle load calcula-tion
Connection X41Control elementsAs maximum two control elements can be connected. By pushing button IRCU the TCE is activated (Pin 30 or battery mode!).
For connecting two control elements a Y cable has to be used. The Y cable is colour marked. Below the connector there is a red resp. blue stripe. The red marked plug leads to the second control element, the blue marked plug to the first control element.By means of a further plug connection between trailer and tractor installation of a control element in the motor vehicle is possible.TCE I : A cable length of 25 m must not be exceeded.TCE II : Cable lengths up to 60 m are permissible.
Connection X42Height sensor(s), trailer batteryA maximum of 2 height sensors can be connected to the TCE. Here different configurations of the height sensor arrangement are possible. This configuration is set by means of parameters.
If only one height sensor is connected to the TCE, height sensor 2 is active via the prefabricated cable In case of two height sensors the plug marked with a blue stripe is to be connected to the rear axle resp. to the left height sensor (1st HS). The plug marked with a red stripe is to be connected to the front axle resp.
Line connection Description 3TCE
14
to the right height sensor (2nd HS). Otherwise incorrect error display !!!
If a battery with battery box 446 156 090 0 (without batteries), 446 156 094 0 (incl. batteries) is installed onto the trailer, connect the prefabricated cable only. Only lead gel accumulators may be used in the battery box. WABCO recommend use of Panasonic LC - R127R2PG lead gel accumulators, 12 V, 7,2 A.
If another box is used for the batteries, the plug of the prefabricated cable has to be cut-off. The blue lead must be connected to a 10 A fuse and the brown lead with the earth pole of the battery.
Connection X43Valves 1-/2-point-control, lift axle valveLevelling valves for semitrailers with 1- or 2- point control (right/left), for drawbar trailers 2 point control (front/rear). Lift axle valve(s) for one or two separately controlled lift axle(s).
The plug marked blue leads to the lift/lower valve. The plug marked red to the 1st lift axle valve.
Connection X44Pressure sensor
TCE I:A maximum of two pressure sensors can be connected to the TCE. The 1st pressure sensor (1st PS) always has to be connected. Among others is is used for axle load calculation for the trailer EBS system.
TCE IIFor the TCE II system it is not compulsory under certain circumstances (dependent on the connected EBS modulator) to connect one or two pressure sensors.
The required pressure sensor signal is directly sent from the EBS modulator (D version) to the TCE II. If the ECAS is to actuate a lateral or a drawbar trailer control, a pressure sensor can be connected to the TCE.
If two pressure sensors are to be installed, the red marked cable end is to be connected to the pressure sensor (2nd PS) to the right resp. to the front axle. The blue marked cable end is to be connected to the pressure sensor (1st PS) to the left resp. to the rear axle.
Line connection Description3 TCE
15
4.1 The TCE plug in system withconnection cable and the Pin assignment
Cables are supplied in different lengths. In the following the different cable types and lengths are listed and in column ”remark“ among others the components to be connected. (Outline drawing see appendix).
4.1.1 Overview on terminals and the respective cables:
Terminal X11: Brake lining wear indicator
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Cable overview 4TCE
Distributor not measurable, since with W network
**) Knorr brake to BPW axle 32480057
PlugR1-2 / L1-2
Assignment PlugA
Assign-ment
R-1 „A“ +5 V 1 Brake lining wear R
R-1 „C“ Ground 2 + 5 VL-1 „A“ + 5 V 3 GroundL-1 „C“ Ground 4 Brake Lining
wear L
449 874 ...0
UsedCable
see:Drawing
Remark
449 874 010 0L = 1 m
449 874 000 0 Limit value indicator, one axle 2x1for PAN 17: 12480038for PAN 19-1: 12480036 **)
16
449 884 ... 0
449 894 ... 0
Distributor not measurable, since with W network
Distributor not measurable, since with W network
UsedCable
see:Drawing
Remark
449 884 023 0L1 = 1 mL2 = 0.4 m
449 884 000 0 Limit value indicator, two axles 2x2for PAN 17: 12480038for PAN 19-1: 12480036 **)
PlugR1-2 / L1-2
Assignment PlugA
Assignment
R-2 „A“ + 5 V 1 Brake lin. w. R1R-2 „C“ Ground 5 Brake lin. w. R2R-1 „A“ + 5 V 2 + 5 VR-1 „C“ Ground 3 GroundL-1 „C“ Ground 3 GroundL-1 „A“ + 5 V 2 + 5 VL-2 „C“ Ground 4 Brake lin. w. L1L-2 „A“ + 5 V 8 Brake lin. w. L2
UsedCable
see:Drawing
Remark
449 894 023 0L1 = 1 mL2 = 0.4 m
449 894 000 0 Limit value indicator, three axles 2x3for PAN 17: 12480038for PAN 19-1: 12480036 **)
449 894 043 0L1 = 1 mL2 = 1 m
PlugR1-3 / L1-3
Assignment PlugA
Assignment
R-3 „A“ + 5 V 1 Brake lin. w. R1R-3 „C“ Ground 5 Brake lin. w. R2R-2 „A“ + 5 V 6 Brake lin. w. R3R-2 „C“ Ground 2 + 5 VR-1 „A“ + 5 V 3 GroundR-1 „C“ GroundL-1 „A“ + 5 VL-1 „C“ Ground 3 GroundL-2 „A“ + 5 V 2 + 5 VL-2 „C“ Ground 4 Brake lin. w. L1L-3 „A“ + 5 V 8 Brake lin. w. L2L-3 „C“ Ground 7 Brake lin. w. L3
Cable overview4 TCE
17
Terminal X12: Supply cable
449 172 ... 0
449 272 ... 0
449 133 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug A Plug B
Plug A Plug B
UsedCable
see:Drawing
Remark
449 172 090 0L = 9 m
449 172 000 0 ABS/EBSPower supply cable ISO 7638 (7-pin)from semi trailerto motor vehicle
449 172 100 0L = 10 m449 172 120 0L = 12 m449 172 130 0L = 13 m449 172 150 0L = 15 m
PlugA
PlugB
Colour Assignment
1 7 red Pin 302 6 black Pin 153 4 yellow Ground 154 5 brown Ground 305 3 white Warning light6 2 white/green CAN H7 1 white/brown CAN L
UsedCable
see:Drawing
Remark
449 272 090 0L = 9 m
449 272 000 0 ABS/EBSSupply cable to ISO 7638 (7-pin) from drawbar trailerto motor vehicle
UsedCable
see:Drawing
Remark
449 133 120 0L = 12 m
449 133 000 0 ABS/EBSPower supply cable withbayonet connection
Cable overview 4TCE
18
449 135 ... 0
449 333 ... 0
449 335 ... 0
Plug A Plug B
Plug A Plug B
Plug A Plug B
UsedCable
see:Drawing
Remark
449 135 005 0L = 0,5 m
449 135 000 0 Power supply cablefor semitrailer with bayonet terminal
PlugA
PlugB
Colour Assignment
1 7 red Pin 302 6 black Pin 153 4 yellow Ground 154 5 brown Ground 305 3 white Warning light6 2 white/green CAN H7 1 white/brown CAN L
UsedCable
see:Drawing
Remark
449 333 003 0L = 0,3 m
449 333 000 0 Power supply cablefor semitrailer / drawbar trailerwith bayonet counterpart to449 133 ... 0
PlugA
PlugB
Colour Assignment
1 1 white/brown CAN L2 2 white/green CAN H3 3 white Warning light4 4 yellow Ground 155 5 brown Ground 306 6 black Pin 157 7 red Pin 30
UsedCable
see:Drawing
Remark
449 335 110 0L = 11 m
449 335 000 0 Power supply cablefor semitrailerwith bayonet counterpart to449 135 ... 0
449 335 140 0L = 14 m
Cable overview4 TCE
19
Terminal X13: Supply
449 113 ... 0
449 121 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug B Plug A
UsedCable
see:Drawing
Remark
449 113 100 0L = 10 m
449 113 000 0 Power supply cableAdapter from 15 pin to 2 x 7 pin (24 N/S)may be used
449 113 120 0L = 12 m449 113 140 0L = 14 m
PlugA
PlugB
Colour Assignment
1 8 pink Backing light2 3 blue Rear fog light3 9 orange Supply Ub
(pin 30-2)4 4 white/red Ground (GND 3)5 white Ground (GND 2)6 15 white/brown CAN_Low7 14 white/green CAN_High8 10 grey Brake lining wear 9 12 white/blue Lifting Axle10 11 white/black Pressure sensor11 5 black Back light left12 6 brown Back light right13 7 red Brake light14 2 green Turn signal right15 1 yellow Turn signal left
UsedCable
see:Drawing
Remark
449 121 120 0L = 12 m
449 121 000 0 Power supply cablefor Aspöck2 x 7 pin to 15 pinTerminal
Cable overview 4TCE
20
Cable overviewTCE4
2
449 123 ... 0
449 311 ... 0
Plug assignment see page 19
Plug B Plug A
UsedCable
see:Drawing
Remark
449 123 120 0L = 12 m
449 123 000 0 Power supply cablefordrawbar trailer
UsedCable
see:Drawing
Remark
449 311 120 0L = 12 m
449 311 000 0 Power supply cablefor HellaPlug adapter
21
Terminal X14: Diagnosis
449 672 ... 0
449 644 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug B Plug A
Plug B
Plug A
UsedCable
see:Drawing
Remark
449 672 030 0L = 3 m
449 672 000 0 Diagnostic cable with terminalfor connection cable446 300 329 2 ( 6 m long ) toDiagnostic Interface Set 446 301 021 0
449 672 040 0L = 4 m449 672 060 0L = 6 m449 672 080 0L = 8 m449 672 090 0L = 9 m
PlugA
PlugB
Assignment
1 4 K wire2 1 Supply3 7 Ground
UsedCable
see:Drawing
Remark
449 644 196 0L1 = 10 mL2 = 4 m
449 644 000 0 Y diagnostic cable with terminalfor connection cable446 300 329 2 ( 6 m long ) toDiagnostic Interface Set 446 301 021 0 and warning light cable with green warning light: 446 105 521 2 (cable with plug 441 032 312 2)
PlugA
PlugB
Assignment
4 Ground8 warning light1 4 K wire2 1 Supply3 7 Ground
Cable overview TCE 4
2
22
Terminal X21: I/O Typ, Erweiterung
449 902 ... 0
449 903 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug A
Plug B Plug A
UsedCable
see:Drawing
Remark
449 902 050 0L = 5 m
449 902 000 0 RGE special functions
449 902 070 0L = 7 m
PlugA
Colour Assignment
1 white/green Supply 22 purple Digital inlet 23 yellow Digital inlet 14 green Supply 15 brown Ground6 black Digital inlet 47 white Digital inlet 38 white/brown Ground
UsedCable
see:Drawing
Remark
449 903 050 0L = 5 m
449 903 000 0 for ECAS control box446 156 000 0
449 903 090 0L = 9 m
PlugA
PlugB
Assignment
2 4 Inlet 23 3 Inlet 14 1 Supply5 2 Ground7 5 Inlet 3
Cable overview4 TCE
23
Terminal X22: Cable to Trailer EBS
449 399 ... 0
449 394 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug B Plug A
Plug B Plug A
UsedCable
see:Drawing
Remark
449 399 020 0L = 2 m
449 399 000 0 to EBS trailer modulator480 102 002 0
PlugA
PlugB
Assignment
1 5 Ground2 7 Supply5 1 CAN L8 2 CAN H
UsedCable
see:Drawing
Remark
449 394 346 0L1 = 2 mL2 = 15 m
449 394 000 0 to EBS trailer modulator480 102 002 0and RGE with CAN (telematic)
449 394 366 0L1 = 2 mL2 = 18 m449 394 386 0L1 = 2 mL2 = 20 m
PlugA
PlugB
Colour Assignment
1 5 Ground2 7 Supply5 1 CAN L6 2 CAN H3
open
brown Ground4 red Supply7 blue CAN L8 yellow CAN H
Cable overview 4TCE
24
Terminal X23: Standard lighting
449 392 ... 0
449 391 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug B Plug A
UsedCable
see:Drawing
Remark
449 392 075 0L = 7.5 m
449 392 000 0 at the underdrive protection(lighting carriers of Hella, Aspöck, etc.)
PlugA
PlugB
Colour Assignment
1 10 pink Turn signal right2 13 blue Turn signal left3 15 orange Supply4 12 white/red Ground5 9 white Back light left6 1 white/brown Brake light right7 5 white/green Brake light left8 11 grey Rear fog light right9 3 white/blue Rear fog light left10 6 white/black Back light right11 14 black Special modules12 2 brown Back light right13 7 red Position light
(Britax) right14 8 green Position light
(Britax) left15 4 yellow Back light left
UsedCable
see:Drawing
Remark
449 391 120 0L = 12 m
449 391 000 0 at the underdrive protection(for Aspöck lighting)
Cable overview4 TCE
25
Terminal X24: Side marking lights
449 904 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug BPlug A
Plug D
UsedCable
see:Drawing
Remark
449 904 190 0L1 = 4 mL2 = 4 m
449 904 000 0 with terminal (Pritax) e.g. side marker flat band of Hella, etc.
449 904 253 0L1 = 6 mL2 = 6 m
PlugA
PlugB
PlugD
Colour Assignment
5 1 brown Side marking lights right
6 2 black Ground7 1 black Ground8 2 brown Side marking
lights left
Cable overview 4TCE
26
Terminal X31: Ultrasonic sensors
449 704 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug D
Plug A
Plug B
UsedCable
see:Drawing
Remark
449 704 253 0L1 = 6 mL2 = 6 m
449 704 000 0 twoultra sonic sensors446 122 400 0Ram buffer897 534 510 2449 704 295 0
L1 = 8 mL2 = 8 m
PlugA
PlugB
PlugD
Assignment
1 4 Signal inlet 22 1 Supply 8 V3 2 Ground5 3 Signal outlet 22 1 Supply 8 V3 2 Ground4 3 Signal inlet 18 4 Signal outlet 1
Cable overview4 TCE
27
Terminal X32: Tire pressure monitoring IVTM and superstructure system connection
449 302 ... 0
449 301 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug B Plug A
UsedCable
see:Drawing
Remark
449 302 015 0L1 = 1.5 m
449 302 000 0 IVTM(Integrated Vehicle Tire Monitor)
PlugA
PlugB
Assignment
3 3 Ground4 7 Supply7 1 CAN L8 6 CAN H
UsedCable
see:Drawing
Remark
449 301 150 0L1 = 15 m
449 301 000 0 superstructure systemsCAN extension(General vehicle systems, e.g. chillers, global positioning system GPS, no braking or running gear systems)
PlugA
Colour Assignment
1 brown Ground2 red Supply5 blue CAN L6 yellow CAN H
Cable overview 4TCE
28
449 304 ... 0
Plug B
Plug A
UsedCable
see:Drawing
Remark
449 304 098 0L1 = 15 mL2 = 1.5 m
449 304 000 0 Tire pressure monitoring andsuperstructure system CAN extension
PlugA
PlugB
Colour Assignment
1
open
brown Ground2 red Supply5 blue CAN L6 yellow CAN H3 3 Ground4 7 Supply7 1 CAN L8 6 CAN H
Cable overview4 TCE
29
Terminal X 33: Extended lighting
449 393 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug A
UsedCable
see:Drawing
Remark
449 393 075 0L = 7.5 m
449 393 000 0 additional lightinge.g. for luggage superstructure449 393 085 0
L = 8.5 m449 393 100 0L = 10 m
PlugA
Colour Assignment
1 pink Analogue inlet 22 blue Analogue inlet 13 orange Supply4 white/red Ground5 white 24 V outlet6 white/brown Analogue inlet 37 white/green normal level switch I/II8 grey Spring-type brake actuator9 white/blue Vehicle door open/closed10 white/black Hitched / unhitched11 black C3 Outlet12 brown Digital inlet 6
13 red normal level III/Unloading Level
14 green Back light right15 yellow Back light left
Cable overview 4TCE
30
Terminal X 34: Additional lighting
449 604 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug A
UsedCable
see:Drawing
Remark
449 604 316 0L1 = 10 mL2 = 10 m
449 604 000 0 Additional lightinge.g. for tank vehicles
PlugA
Cable marking
Colour Assignment
1
RED
yellow Back light right5 green Turn signal right2 brown Ground6 red Brake light right4
BLUE
yellow Back light left8 green Turn signal left3 brown Ground7 red Brake light left
Cable overview4 TCE
31
Terminal X 41: ECAS Remote remote control unit IRCU
449 635 ... 0
449 634 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug B Plug A
Plug D
Plug A
Plug B
UsedCable
see:Drawing
Remark
449 635 050 0L = 5 m
449 635 000 0 one ECAS remote remote control unit IRCU(Intelligent Remote remote control unit)446 056 202 0
449 635 070 0L = 7 m
PlugA
PlugB
Colour Assignment
1 3 yellow Clock2 1 red Supply3 2 brown Ground5 4 green Data 2
UsedCable
see:Drawing
Remark
449 634 232 0L1 = 5 mL2 = 5 m
449 634 000 0 two ECAS remote remote control units IRCU(Intelligent Remote remote control unit)446 056 202 0
449 634 239 0L1 = 18 mL2 = 5 m449 634 278 0L1 = 15 mL2 = 7 m449 634 316 0L1 = 10 mL2 = 10 m
PlugA
PlugB
PlugD
Colour Assignment
1 3 yellow Clock2 1 red Supply3 2 brown Ground5 4 green Data 21 3 yellow Clock2 1 red Supply3 2 brown Ground6 4 green Data 1
Cable overview 4TCE
32
449 654 ... 0
449 655 ... 0
Plug D
Plug A
Plug B
Plug APlug B
UsedCable
see:Drawing
Remark
449 654 232 0L1 = 5 mL2 = 5 m
449 654 000 0 one ECAS remote remote control unit IRCUand one ECAS control box
449 654 252 0L1 = 5 mL2 = 6 m
PlugA
PlugB
PlugD
Colour Assignment
1 3 yellow Clock2 1 red Supply3 2 brown Ground5 4 green Data 21 3 yellow Clock2 1 red Supply3 2 brown Ground6 4 green Data 12 6 Pin 15
UsedCable
see:Drawing
Remark
449 655 050 0L = 5 m
449 655 000 0 one ECAS control box
PlugA
PlugB
Colour Assignment
1 3 yellow Clock2 1 red Supply3 2 brown Ground5 4 green Data 22 6 Pin 15
Cable overview4 TCE
33
Terminal X42: Height sensor and battery box
449 814 ... 0
449 804 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug D
Plug APlug B
Plug D
Plug A
Plug B
Plug E
UsedCable
see:Drawing
Remark
449 814 228 0L1 = 3 mL2 = 5 m
449 814 000 0 one height sensor441 050 012 0 and battery box: 446 156 090 0 without 7.2 AH lead gel battery.446 156 094 0 withbatteries
449 814 272 0L1 = 5 mL2 = 7 m449 814 292 0L1 = 5 mL2 = 9 m
PlugA
PlugB
PlugD
Colour Assignment
2 1 height sensor3 2 Ground6 1 blue battery switch7 2 brown Ground
UsedCable
see:Drawing
Remark
449 804 228 0L1 = 3 mL2 = 5 m
449 804 000 0 two height sensors441 050 012 0 and one battery box 446 156 090 0 without 7,2 AH lead gel battery. 446 156 094 0 withbatteries
PlugB, D, E
Assignment PlugA
Colour
Assignment
D 1 Height Sensor 2
2 Height Sensor 2
D 2 Ground 3 GroundB 1 Height
Sensor 14 Height
Sensor 1B 2 Ground 3 GroundE 1 Battery 6 blue BatteryE 2 Ground 7 brown Ground
Cable overview 4TCE
34
Terminal X 43: Solenoid valve, 1-/2 point control
449 483 ... 0
449 484 ... 0
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug APlug B
Plug B
Plug A
Plug D
UsedCable
see:Drawing
Remark
449 483 015 0L = 1.5 m
449 483 000 0 Solenoid valve,472 900 053 0472 900 055 0472 880 030 0
449 483 025 0L = 2.5 m
PlugA
PlugB
Assignment
8 1 Pressurizing4 4 Supply7 2 Rear axle right3 3 Rear axle left
UsedCable
see:Drawing
Remark
449 484 085 0L1 = 1.5 mL2 = 1.5 m
449 484 000 0 Solenoid valve,with lifting axle control472 905 114 0 with transverse throttleor472 905 111 0 without transverse throttle
449 484 127 0L1 = 2.5 mL2 = 2.5 m
PlugA
PlugB, D
Assignment
3 D 1 Rear axle left4 D 4 Supply7 D 2 Rear axle right8 D 3 Pressurizing4 B 4 Supply5 B 3 lifting axle raise6 B 1 Lifting axle lower
Cable overview4 TCE
35
449 485 ... 0
449 494 ... 0
Plug C
Plug A
Plug B
Plug DPlug A
Plug B
Plug E
UsedCable
see:Drawing
Remark
449 485 106 0L1 = 1.5 mL2 = 1.5 m
449 485 000 0 Solenoid valve,Raising/LoweringValve472 900 055 0Spring returnedlifting axle valve463 084 030 0
PlugA
PlugB, C
Assignment
3 B 3 Rear axle left
4B 4 SupplyC 2 Supply
5 C 1 lifting axle raise7 B 2 Rear axle right8 B 1 Pressurizing
UsedCable
see:Drawing
Remark
449 494 025 0L1 = 1.5 mL2 = 0.4 m
449 494 000 0 Solenoid valve,with 2 separatelifting axles472 905 114/111 0and second lifting axle solenoid valve 463 084 010 0
PlugB, D, E
Assignment PlugA
Assignment
D 2 Lifting Axle 2 H 1 Lifting axle 2 raiseD 1 Supply
4Supply
E 1 Rear axle left SupplyE 4 Supply SupplyE 2 Rear axle right 5 Lifting axle 1 raiseE 3 Pressurizing 6 Lifting axle 1 lowerB 4 Supply 3 Rear axle leftB 3 Lifting axle 1
raise7 Rear axle right
B 1 Lifting axle 1 lower
8 Pressurizing
Cable overview 4TCE
36
Terminal X 44: Pressure sensor
449 823 ... 0
449 824 ... 0
* with seal
* with seal
X 11 X 21 X 31 X 41 X 51 X 61
X12 X 22 X 32 X 42 X 52 X 62
X 13 X 23 X 33 X 43 X 53 X 63
X 14 X 24 X 34 X 44 X 54 X 64
TCE-ElektronikTCE-Electronic
Plug APlug B
Plug DPlug A
Plug B
UsedCable
see:Drawing
Remark
449 823 020 0L1 = 2 m
449 823 000 0 one pressure sensor441 040 007 0 (old)441 040 015 0 (new)*441 040 013 0 (new)
PlugA
PlugB
Assignment
5 3 Pressure sensor 6 1 Supply7 2 Ground
UsedCable
see:Drawing
Remark
449 824 108 0L1 = 3 mL2 = 2 m
449 824 000 0 twoPressure sensors441 040 007 0 (old)441 040 015 0 (new)*441 040 013 0 (new)
PlugA
PlugB, D
Assignment
5 B 3 Pressure sensor 26 B 1 Supply7 B 2 Ground6 D 1 Supply7 D 2 Ground8 D 3 Pressure sensor 1
Cable overview4 TCE
37
5.1 Brake lining wear indicator-> Limit value indicatorTerminal X11
Advantages:Retrofittable and not expensive High degree of lining utilisation due to: 1. Skew wear compensation2. Separate sensoring of both lining sides (no safety
allowance required for differential and disc wear)3. On signal the residual thickness of lining is 2 mm.
Brake lining wear sensor
Installed brake lining wear sensor
System functions 5TCE
Schematic Z section through the brake
Brake disc
Slide wire
Report pointCable abradedResidual lining 2 mm
19 mm
Wear dimension
Residual lining 2 mm
(PAN 19-1)
38
A maximum of up to six final value indicators (a wire integrated in the brake lining) can be connected to TCE for monitoring the state of wear of the disc brakes. The driver is warned via the ABS warning light shortly before and when the wear limit value is achieved.
When at a limit value indicator the wire is abraded in braked mode, there will occur a short circuit to the ground (ground connection between brake and frame required) and warning level 1 is activated. At the first warning level the ABS warning light flashes 4 times (1 cycle) when the ignition is switched on.
When at a limit value indicator the wire is abraded for a certain time, warning level 2 is activated. At the second warning level the ABS warning light flashes 4 times 4
cycles (total of 16 flashes), when the ignition is switched on.
The warning is interrupted when the vehicle's speed exceeds 7 km/h. In case of system faults the ABS warning light is activated continuously!
At the same time, the corresponding information is transmitted via the motor vehicle/trailer interface and can be shown on the display there.
The system automatically detects when new limit value indicators are fitted after replacement of the brake lining. All warning levels are deactivated after a time of 2 minutes (switch on the ignition for at least 2 minutes). The warning light extinguishes not earlier than the next ignition ON.
Wear indicators are available for following axles
WARNING SIGNAL SEQUENCE WARNING LEVEL 1
ON
OFF
Ignition ON
TIME
WARNING SIGNAL SEQUENCE WARNING LEVEL 2
ON
OFF
Ignition TIMEON
Axle manufacturer SAF BPW
Brake type WABCOPAN 19-1
PAN 19-1 plus
WABCOPAN 22-1
KnorrSB 6-7
KnorrSB 6-7
TDB-/Test protocol No.
The TDB Test protocol No. can be found on the reference plate of the axle
TDB 0678TDB 0749
361-094-02361-106-02361-107-02
TDB 0605TDB 0606TDB 0590TDB 0591
TDB 0568TDB 0568TDB 0632
Per axle one set is required
Wear indicators are always packed axlewise
12 999 755 VT 12 999 797 12 999 792 12 999 792
System functions5 TCE
39
5.2 Electrical supply5.2.1 Standardized motor vehicle plug in
connectionsTerminals X12 and X13
The table delivers an overview of the plug connections acc. to their application, the second shows the contact assignment.
System functions 5TCE
1) Data connection acc. to ISO 11992
Designation Standard RemarkABS/EBSPlug connection
ISO 7638 Supply and data communication 1)
Trailer EBS, Running Gear Systems15 pin connection ISO 12098 Lighting, trailer supply, special functions
and data connection 1)
24 N ISO 1185 Alternatively to ISO 12098, lighting andtrailer supply
24 S ISO 3731 Alternatively to ISO 12098, lighting, special functionsand trailer supply
Figure: Standard motor vehicle-trailer - plug in connectionsTerminal X12 Terminal X13
ISO 7836 (ABS 7-polig)
Magnetregelventile +
Elektronikversorgung -Magnetregelventile -WarneinrichtungCAN High 1)CAN Low 1)
Elektronikversorgung + 234
1
567
1) Datenverbindung nach ISO/DIS11992
I S O /D I S 1 2 0 9 8 (1 5 -p o lig )
91 01 1
8
1 21 31 4
23
M a s s e 4
1
567
B re m s b e la g v e rs c h le iß s e n s o rD r u c k s e n s o r F e d e rs p e ic h e rL if ta c h s p o s i t io n
D a te n le i tu n g # 1D a te n le i tu n g # 2
M a s s e D a te n le it u n g e n
1 5
F a h r t r ic h tu n g s a n z e ig e r re c h ts
S c h lu ß l ic h t l in k sS c h lu ß l ic h t re c h tsB re m s le u c h te
F a h r t r ic h tu n g s a n z e ig e r l in k s
S tro m v e rs o r g u n g ( K l. 3 0 )R ü c k fa h r le u c h te
N e b e ls c h lu ß le u c h te
ISO 1185 (24N)
Fahrtrichtungsanzeiger rechts
MasseSchlußlicht links
Schlußlicht rechtsSteuerung Anhängerbremsung
BremsleuchteFahrtrichtungsanzeiger links
234
1
567
ISO 3731 (24S)
Steuerung über Masse
Massenicht belegt
Stromversorgung (Kl. 15)Nebelschlußleuchte
Stromversorgung (Kl. 30)Rückfahrleuchte
234
1
567
31/1 58L/2 L/354/4 R/558R/6 54g/7
31/1 58L/2 L/354/4 R/558R/6 54g/7
(1994) (2001)
Steering axle locktraction helpAxle lift
ISO 7638 (ABS 7-pin)
Terminal X13 can be connected via an adapter 15 pin to 2 x 7 pin. However, then nothen CAN connection between motor vehicle and trailer as well as axle lifting and
CAN HighCAN Low
traction help function.
Solenoid control valve +Electronic supply +Electronic supply -Solenoid control valve -Warning deviceCAN High 1)CAN Low 1)
Turn signal leftTurn signal rightFog rear lightGroundRear light leftRear light rightBrake lightBacking lightPower supply (pin 30)Brake lining wear sensorPressure sensor spring b. actuatorLifting axle positionGround data lineData line #1Data line #2
GroundRear light leftTurn signal leftBrake lightTurn signal rightRear light rightControl trailer brake valve
Groundnot connectedBacking lightPower supply (pin 30)Control via groundPower supply (pin 15)Fog rear light
1) Data connection acc. to ISO/DIS 11992
(15-pin)
40
5.2.2 SupplyThree types of supply are supported:
• Standard supply ISO 7638 (X12) with Pin 30 (Pin 1), Pin 15 (Pin 2) for Braking and Running Gear Systems, ISO 12098 (X13) with Pin 30 (Pin 9) for all other systems.
• Battery supply – Ramp operation:only TCE level control function
• Battery supply - diagnostic mode:only braking and RG systems
Central load dump protection for all TCE compo-nents and connected external systems.
Control of TCE battery supply as well as of con-nected trailer systems (incl. diagnostic tool) for di-agnostic and ramp operations (electronic levelling). Moreover a connected tire pressure monitoring (terminal X32) is permanently supplied via the trail-er battery if a motor vehicle supply is missing.
Charging equipment with electronic protection for trailer batteries up to 10Ah approx.
Sensoring of electrical motor vehicle supply lines.
Emergency supply of EBS via ISO 12098 brake light and ground.
Dependent on the supply voltage the functional conditions are complied acc. to the following table.
System functions5 TCE
Table: TCE functional conditions 1)
1. Remark: The functional conditions of systems connected may be different.
No. Designation Supply voltage Functional condition
1 Below range of service voltage
UB < 16 V Restricted functionality, if necessary, cut off of certain switching parts
2 Below under voltage threshold
16 V ≤ UB < 18 V No control of levelling and lift axle valves, no electrical supply of RGE systems
3 Service voltage range 18 V ≤ UB ≤ 32 V All system functions active
4 Over voltage threshold exceeded
UB > 32V Restricted functionality, if necessary, cut off of certain switching parts.
5.2.2.1 Standard supplyThe TCE is supplied via the plug connections acc. to ISO 7638 (X12) Pin 30 (Pin 1) and Pin 15 (Pin 2). The respective ground connections GND15 (Pin 3) and GND30 (Pin 4) are monitored for breaks.
In case of a failure of ground lines GND15 or GND30 the trailer warning light is activated.
TCE is switched on via
• cut in ISO 7638 Pin 15 (Pin 2)
• Data transfer from motor vehicle via ISO 7638 or ISO 12098
• Operation of remote control unit (IRCU) for level control
• Signal at special plug pins
• Connection of a diagnostic tool to connection X14. Here activation of the TCE can follow via one or several points at the same time.
The service voltage is measured and monitored for falling below resp. exceeding the under resp. overvoltage threshold. In case ISO 7638 (X12) Pin 15 (Pin 2) is cut in without ISO 7638 Pin 30 (Pin 1), this is detected as failure and the trailer warning light (ISO 7638, Pin 5) in the motor vehicle is activated.
5.2.2.2 Emergency supply of EBSIn case of a failure of supply ISO 7638, the TEBS is additionally controlled via the brake light supply ISO 12098. The TEBS is supplied only as long as the brake is operated. This function is designed for emergency cases only. At any rate the ISO 7638 connection has to be plugged.
41
System functions 5TCE
5.3 Diagnostic mode and warning light function; connection X14
If a communication is initialised from a connected test device via the K line, EBS and all other modules with connected consumers are switched on. To prevent an overload, the supply mode ”battery supply - diagnostic mode“ is communicated via the trailer data bus to the modules and systems supplied. Functions which are not actually to be checked shall be cut off from the systems during this type of supply. This kind of operation is automatically terminated if there is no communication between test device and TCE or if the diagnostic mode is explicitly closed by the test device.
5.3.1 Gateway ISO 7638 / ISO 12098 Trailer data bus
The TCE represents a bidirectional gateway between data connection of ISO 7638 resp. ISO 12098 and the CAN trailer data bus. Messages received will be filtered complying with a programmed table and be transmitted to the connected trailer systems / components. The messages will be processed in dependence of event and time. Messages from the motor vehicle which are to be transmitted to the trailer data bus and messages from the trailer bus which are to be transmitted to the motor vehicle, will be processed event controlled. Messages to be sent from TCE to the motor vehicle or on the trailer data bus are processed simultaneously.
When messages on both data interfaces are received at the same time the interface to the motor vehicle has priority. Messages to send are respectively queued up on both data connections according to their priorities.
5.3.1.1 Gateway diagnostic tool Trailer data bus
The TCE represents a bidirectional gateway between data connection of ISO 14230 resp. ISO 12098 and the CAN trailer data bus. Messages received will be filtered complying with a programmed table and be transmitted to the connected trailer systems / components. The messages are processed in dependence of events. When messages on both data interfaces are received at the same time, the interface to the motor vehicle has priority. Messages to send are respectively queued up on both data connections according to their priorities. For maintaining the communication with the test device resp. for keeping the timing especially in case of delayed
responses, the TCE is responsible.
5.3.1.2 TCE DiagnosisFor parameter settings and system start-up incl. calibrating a WABCO training is obligatory! For registration and training schedule please phone to + 49 511 922 2971.
Diagnosis of TCE and systems connected is effected via the diagnostic tool connection X14. The TCE diagnostic functions correspond to the VDA recommendation and the WABCO directive for KWP2000. They include the following tasks:
– Parameter settings, system start-up
– Fault storage and access to fault storage
– System check / Service
Diagnosis is possible only by means of a PC. This applies to end line tests at the vehicle manufacturer as well as for troubleshooting in the workshop.
A diagnosis can be performed, when the TCE is supplied via the 7 pin + 15 pin plug connection to the trailer. Performance of the diagnosis is also possible during the battery mode. However, in this battery mode the connection to the diagnostic tool will be interrupted 5 minutes after the last query in order to save battery power. A renewed diagnosis is enabled by connecting/disconnecting the diagnostic plug to the vehicle. During the diagnostic mode the vehicle can be raised resp. lowered by means of the service unit. Only in the calibrating mode this is impossible.
System requirement– Remarkbook/Laptop or PC
– Pentium processor
– 32 MB main memory, colour display 800x600
– approx. 10 MB free hard disc memory3 ½" floppy disc drive
– COM interface (9-pin connection) for the WABCO Diagnostic Interface
– Windows 95/98, Windows NT
Software order No. 446 301 680 0 German
In addition a diagnostic interface and a diagnostic connector cable are required for the connection between electronic and computer.
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446 301 021 0 Diagnostic Interface Set (incl. a diagnostic interface + diagnostic cable to the PC)
446 300 329 2 trailer diagnostic cable, length 6 m(Connecting cable between diagnostic interface + external round diagnostic plug terminal).
5.3.2 Warning Light FunctionsA green system warning light can be connected to the TCE. It indicates the following states:
Warning light status– flashing: Display of general TCE errors– on: trailer vehicle not within the
normal level– off: vehicle within normal level
and without faults or ignitionswitched off.
5.4 Freely programmable I/O (Special modules) terminal X21 and X33
Implementation of vehicle and equipment specific functions.
TCE IIAt terminal X33 various ”special modules“, whose parameters are to be set via the PC diagnosis, can be released.
• Reading of analogue and digital information
• Control of electrical equipment
• Transfer and transmission of information via CAN data connections
• Receiving and processing of CAN control data
After a reset all inputs / outputs are highly resistive. All inputs / outputs are resistant to short circuits due to supply voltage and ground.
5.4.1 Monitoring functionsWatchdog (program running time monitoring )Function of the micro controller resp. software processing is monitored by an external watchdog.
Memory testParameter memory and ROM memory are cyclically tested during operation.
Operating voltage monitoringThe operating voltage is measured and in case of being above or below the operating voltage range, the change to the respective mode will be effected.
Overload monitoring / cutting-offIn accordance with the directives to ECE-R 13 power and operating voltage are monitored via plug connection ISO 7638 and in case of an overload, electrical non braking systems / consumers are cut off.
5.5 Trailer EBS and RGE Connection Terminal X22
5.5.1 Trailer EBSThe Trailer EBS works independently from the TCE and disposes of an own PC diagnostic tool which is operated via the diagnostic connection. For more information please see our brochure ”Trailer EBS - electronically controlled brake system in trailer vehicles“,Wabco print 815 010 019 3 and 815 010 020 3.
ImportantTCE I:In this connection the trailer modules 480 102 002/005 0 have to be used.
TCE IIUsing TCE II the EBS axle modulator 480 102 015 0 (D) should be connected. However, TCE II also works in connection with previous modulators 480 102 002/005 0. In this case special requirements of the pressure sensor connection have to be observed.
If another EBS trailer modulator is used, this will be reported as error on the TCE when the system is started.
P U
P U
P U
P U
EBS modulator480 102 002/005 0
EBS modulator480 102 002/005 0
EBS modulator480 102 015 0
EBS modulator480 102 015 0
Air bellows pressure connection 5
Air bellows pressure connection 5
System functions5 TCE
43
Reason: The values of the pressure or axle load sensors and of the brake lining wear sensors are already supplied from the TCE electronic.
Remarks for the system start upEBS modulator• Modifications resp. differences between TCE I and
TCE II:EBS-Modulator to be used for TCE I
480 102 002 0 (C)480 102 005 0 (C+RSS)
EBS-Modulator to be used for TCE II480 102 015 0 (D0).
• Voltage supply cable to be connected to TCE ECU.
• Create new set of parameters for modulator. Here ”electr. switch output 1+2“ has to be clicked as ”not available“. The brake lining wear indicator as ”not existing“.
EBS• The sequence for system start up must be first EBS
and then TCE.
5.5.2 RGE ConnectionWhen in the diagnostic mode the connection ”additional function“ is activated, the trailer data bus and the voltage supply are released.
The connection may be used for activation of a telematic system or of a brake or chassis related system. The electrical power is supplied via the TCE.
System functions 5TCE
44
e.g. from HELLA, status 03.2000Only the standard lighting may be connected. Connection of higher loads may cause cutting off the TCE!
5.7 Ramp approach helpTerminal X31
TCE I:The stopping distance is firmly adjusted to 40 cm.
TCE IIHere adjustability by means of setting a respective parameter between 20 cm and 100 cm is enabled (preadjusted reference value): 40 cm ).
The installation position of the ramp approach help sensor can be adjusted between 0 and 100 cm.
This requires a functional test in order to prevent ”reflections“ of the supersonic sensor from the vehicle
chassis (backed position for sensor installation).
For certain purposes the ramp approach help can be cut off for a short time. Cut off is done by operating the brake after having shifted into the reverse gear. The positions lamps are switched off after 30 sec. brake operation. The ramp operation help remains in cut off mode during the complete backing. By shifting into a forward gear and renewed shifting into the reverse gear the system is activated anew.
Reverse gearon
off
onBrake
Positionlight
on
30 sec.
System functions5 TCE
7 Chamber light left
Pin No.:3154Rfl58LBliNsl
FunctionGroundBrake lightBacking lightRear lightFlashing lightRear fog light
Colourwhiteredpurpleblackyellowblue
Connecting plan 15 pin connector1 Brake light right2 Rear and identification light right3 Rear fog light left4 Rear and identification light right5 Brake light left6 Backing light right7 Position lamp right8 Position lamp left9 Backing light left10 Turn signal right11 Rear fog light right12 Ground13 Turn signal left14 Special Functions15 Permanent plus
redbrownblueblackredpurplewhite/blackwhite/bluepurplegreenbluewhiteyellowgreyorange
7 Chamber light right
Pin No.:3154Rfl58LBliNsl
FunctionGroundBrake lightBacking lightRear lightFlashing lightRear fog light
Colourwhiteredpurpleblackyellowblue
Rear light left Main supplyRear light right
Position lamp left Special Functions Permanent plus Position lamp right
5.6 Rear underdrive protection terminals.To terminals X23 and X24 the standard lighting is connected
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The ramp approach help supports the driver at backing to loading ramps. Here in interaction with the WABCO trailer EBS the trailer vehicle is automatically braked before contacting the loading ramp in order to prevent damages to vehicle and ramp. The braking pressure of the WABCO trailer EBS is defined by the TCE dependent on vehicle speed and the ultrasonic-wise measured distance to the ramp. Provided the speed is below 7 km/h the brake is activated only for final stopping of the vehicle in front of the ramp. In case the vehicle is > approaching the ramp with 7 km/h, the ramp approach help induces short brake impulses to remind the driver of the excess speed. To avoid damages at loading and unloading due to relative movements of the vehicle towards the ramp, a distance between trailer and ramp is adhered.
Remark: This function is restricted to distance recognition towards a loading ramp and does not release the driver from his care to be directed during backing.
Precondition for the function is a voltage supply of the trailer via the 5 or 7 pin electrical plug connection to ISO 7638 and a backing light signal (corresponding to a shifted reverse gear) from the motor vehicle via the 15 pin plug connection to ISO 12098. Beyond that there are no further requirements regarding the equipment of the towing vehicle.
The ramp approach help is activated only at a vehicle halt (v <= 2.5 km/h) by shifting the reverse gear (backing
light on), provided the vehicle stands still with a minimum distance (set parameter) from an obstacle. When the vehicle has stopped in front of the ramp, the brake is vented after ca. 3 seconds. By this the driver is permitted to contact the ramp with the buffers, if necessary. Provided the ramp is equipped with a shelter, the semitrailer is first braked shelter oriented. After 3 seconds the brake is released and the position lamps are switched off. The ramp approach help continues to be active, however, no automatic braking will occur. The help function is activated for the second time after having passed the shelter and a distance of > 40 cm is measured. The position lamps will again begin to flash. Monitoring of the speed limitations and of all brake relevant parameters is done by the trailer EBS. Reading of the backing light signal and specifying of the brake pressure set point is done by the TCE.
Activation of the ramp approach help is communicated to the driver via a flashing of the position lamps. In relation to the distance towards the ramp the flashing frequency is increased and changes to a permanent light when the vehicle stands still.
Flashing frequencies:
slow flashing (1 Hz) > 3 m distant
slow flashing (2 Hz) 3 m - 1 m distant
rapid flashing (4 Hz) < 1 m distant
In parallel to this an information will be transmitted to the plug connection acc. to ISO 7638 via the CAN data
System functions 5TCE
Detail ”rubber buffer“
Ram approach help sensorMeasure ”X“ until here!
Outer edgeRubber buffer
Underdrive protection
from approx. 5 m distance recognition of ramp
46
interference and can be displayed to the driver in the motor vehicle. In case of position lamps being off, the system is not active. Via CAN line of ISO 12098 the distance to the obstacle can be evaluated.
Installation position of the ramp approach help sensorsIn the PC diagnosis is indicated under ”Structure and lighting“, whether a ramp approach help is installed. For this distance ”X“ between outer edge of ramp approach help sensor (until WABCO logo) and farest vehicle edge has to be indicated in cm.
System functions5 TCE
Radiation angle of ultrasonic sensors
5.8 Paver brakeTCE II is able to perform the function of a paver brake without additional pneumatic valves. The corresponding special module will be installed and the input brake pressure can be adjusted between 0 and 2 bar.
At X13-8 resp. ISO 12098 PIN 10 +24 V are necessary and at X33-13 the trigger contact of the modules is connected (to ground). For activation the driver will operate the activation switch in the cabin via ISO 12098 and start the dump action. As soon as the dump will lift, the contact at X33-13 will be connected to ground and TCE starts pressurising the brake pressure as set by parameters.
This function can be activated only at standstill. At v > 12.5 km/h the paver brake is deactivated and will be reactivated only after stand still of the vehicle.
5.9 Electronic Levelling (ECAS) in the TCE, Terminals X41, 42, 43 and X44
In TCE the electronic level control (ECAS) with one or two height sensors as well as the electronic lift axle control with automatic functions as traction help and load dependant lowering are integrated. Setting of parameters was significantly simplified in comparison to
the known ECAS systems by means of the PC diagnosis resp. the PC start-up.
TCE IIDue to new parameter settings the ECAS function can be set out of service. A lift axle control is nevertheless possible!
FunctionThe vehicle level is continuously recorded from the TCE via max. 2 height sensors. In case of the occurrence of deviations from the set reference level, TCE will activate the respective solenoid valves. At this - each according to the level - the airbellows will be pressurized or vented until the nominal level will be achieved. Dynamic spring movements will not be respected and do not cause a response of the control.
Differences to the known ECAS1. As a maximum 2 height sensors of TCE are
connectable. The TCE height sensor has the part number 441 050 012 0. Other height sensors are not permitted!
Note: All ECAS functions of our well known ECAS systems are described in detail in our brochure ”Electronic levelling control for air suspended trailer vehicles (ECAS), functional and installation instructions“
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This brochure can be ordered under part No. 815 010 025 3 from WABCO.
5.9.1 ComponentsIn the TCE the 4 terminals X41 to X44 are reserved for ECAS components.
5.9.1.1 Control elementsat terminal X41 / X21
Part numbers446 056 202 0 IRCU - Intelligent remote remote
control unit446 156 000 0 Control box only for
TCE terminal X21446 156 010 0 IRCU control box raising/lowering446 156 011 0 IRCU control box raising/lowering
lifting axle function446 156 012 0 IRCU control box raising/lowering
Drawbar vehicles
As maximum 2 control elements can be connected to X41 and one control box to X21. TCE is activated by pressing a button as far as terminal 30 is active or in in the battery mode. By means of a further plug connection between trailer and tractor the installation of a control element in the motor vehicle is possible. TCE I : A cable length of 25 m must not be exceeded.TCE II : Cable lengths up to 60 m are permissible.
Control element 446 056 116 0 and 446 056 117 0 must not be applied. They both do not cut off automatically, thus a trailer battery - as far as terminal 30 (motor vehicle) is active - resp. the motor vehicle battery will be discharged. ”Stand-by“ mode is not possible
Remote control unit / boxTCE IIIf a control box is connected to X21, special parameter settings are required for this. If a control box is parameterized but not connected, TCE changes to failure mode.
The control boxes 446 156 000 0010 0011 0012 0
dispose of a warning light. In case of a failure of TCE the warning light flashes resp. lights permanently when the vehicle is outside the normal level. When this control box is retrofitted in TCE I, the warning light comes on at button operation. This is no indication for a failure.
Using a control element the nominal level of the vehicle can be changed below a preset speed rate. Assembly of several control elements to the chassis is possible.
For loading and unloading the vehicle level can be adapted to the loading ramp. The new reference level is automatically kept constant during the following loading and unloading phase.
Manual discharge of the lifting axle is always possible by pressing the lifting axle button at empty or part loaded vehicles, provided the admissible axle load is not exceeded.
By using a switch or IRCU 2 further normal levels can be adjusted.
The control element enables the user to change the nominal level and the lifting axle position, to activate the traction help and to preselect the desired vehicle level (not with 446 156 xxx 0). The vehicle level can be adjusted with the remote remote control unit only while the vehicle is either stationary or moving at a speed which is slower than a selected speed limit. This limit speed is communicated to the ECU as part of the procedure for setting the parameters.
IRCU ModeEven with cut off ignition (IRCU mode) changes of the nominal values and control operations can be performed. For this the electronic being supplied from pin 30/battery can be ”waked up“ (not possible with ...) 116 0 / ... 117 0).The ”wake up“ is possible either by means of a remote control unit or by means of a control box. For the time being the endurance of the IRCU mode was set to 15 seconds. This complies with the active time of the TCE, waiting for user commands per remote control unit or control box. Every time a button is pressed, the interval is started anew.
Wake up of the TCEBy pressing one of the buttons „STOP“, „ “ „ “ or normal level on the control box resp. by pressing any button of the remote control unit the system can be ”waked“.
When one of the above mentioned buttons is operated for at least 100 ms, the system is ”waked“ and the ECAS warning lamp is switched on - as far as installed. First the self test is running (present duration 5 seconds). Only after termination of that test the buttons are accepted and the ECAS solenoid valves are operated.
A raised lifting axle resp. a released trailing axle will be lowered or loaded automatically.
Deceleration time in IRCU modeDuring the IRCU mode the level is adjusted after expiration of the ”Control delay during standstill“. Changes of nominal level are started without delay.
System functions 5TCE
48
Tolerances in IRCU modeThe ”normal“ tolerances as existing at switched on ignition are effective.
Termination of IRCU modeAll adjustments will be breaked and the stand-by operation will be terminated, if one of the following conditions is fulfilled:– Start of stand-by mode by pressing the STOP
button of IRCU for at least 2 seconds
– Switch on of ignition
– Duration (15 seconds) expired.
5.9.1.2 Remote remote control unitRemote control unit 446 056 202 0 is installed on the vehicle preferably inside a box. Contact with the ECU is established via a spiral cable and a terminal on the vehicle frame.
Various remote control units are available depending on the type of system used. The following picture shows the remote control unit 446 056 202 0. The functions of this RCU are:
– Lowering and lifting of the superstructure via all axles simultaneously, via front or rear axle resp. axle assembly separately and with the corresponding system design separated to right and left side.
– Raising and lowering of the lifting axle and thereby switching off or on any fully automatic lifting axle
operation, respectively reducing or increasing the load on the trailing axle.
– Activating the traction help function
– Preselection of a normal level from up to 3 possible normal levels and adjustment of the actual - means preselected - normal level
– Storing of up to 2 preference (i.e. memory) levels and setting these levels when the appropriate button is pressed briefly.
– Adjustment of the vehicle to STAND-BY operation
– Instantaneous interruption of any raising or lowering processes by pressing the STOP button.
The remote control unit can perform only functions, which are available on this unit and whose parameters are set in the TCE. That means for instance that on a vehicle without lifting axle the button for lifting axle function is not applicable.
The layout of the remote remote control unit shows three lamps (referred to as check lamps) in its upper row which inform the user which axle has been preselected for the adjustment to be made.
Below these are the 3 preselect buttons in a row. Each of these buttons is located below the corresponding check lamp. If one of these buttons is pressed, the corresponding check lamp will come on, indicating to the user that the preselected axle can be actuated.
System functions5 TCE
Preselection button front axleor left vehicle side at
Memory level 2 – button M 2
Memory level 1 – button M 1
RAISE button
LOWER button
Indication lamp front axle
Indication lamp rear axle
Indication lamp lifting axle
Preselect button rear axleor right vehicle side
Preselect button lifting axle
normal level button
Stop button
existing right/left control
at existingexisting right/left control
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A renewed operation of the preselection button causes also the belonging check lamp to go out. It now makes evident to the user that the input mode of the remote remote control unit is interrupted. Any activation by using the remote control unit is not possible. For any changes of the reference level for the whole of the vehicle, the preselect buttons for front and rear axles must be pressed. There upon both corresponding check lamps must be on to indicate that the system is ready for actuation.
IMPORTANT! Usually any input using the remote control unit begins by preselecting the desired axle(s) and ends by cancelling the input mode.
raising and lowering of the chassisBy pressing the ”RAISE“ or ”LOWER“ buttons, the ECU is given a changed reference level for the superstructure above the preselected axles. Now without any delay the superstructure changes its distance to the axle as long as the respective button is pressed. Releasing the button terminates the change of the nominal value, the latest nominal value at releasing the button is regarded as new nominal value.
Raising and lowering the lifting axleBriefly pressing the ”RAISE“ or ”LOWER“ buttons after preselecting the lifting axle causes the lifting axle to be raised or lowered and the weight resting on the trailing axle increased or decreased. Raising, i.e. increasing the weight, is only possible provided the defined permitted maximum pressure in the main axle's supporting bellows is not exceeded. Lowering the lifting axle resp. increasing the weight on the trailing axle causes cut off of a lifting / trailing axle automatic with possibly set parameters.
Switching automatic lifting axle operation on and offAs described above, automatic operation of the lifting/trailing axle can be switched off by pressing the ”LOWER“ button provided at least one lifting/trailing axle had been automatically raised/relieved due to a light load. Switching off automatic lifting axle operation means that the lifting axle which before was raised automatically now is lowered, or the load on any relieved trailing axle will be increased.
Automatic operation is switched on again by means of:- Remote control unit
(Preselection lifting axle, button ”lifting“).In case of a semi automatic lifting axle with set parameters the lifting axle is lowering in dependence on the pressure. Raising of the lifting axle is enabled by remote control unit or switch.
- Switch on and off ignition
Traction helpBy means of button ”M1“ and preselected lifting axle the traction help is activated ( only when parameters are set for lifting and trailing axle automatic!). Traction help is terminated by pressing the STOP button or by exceed-ing the parameterized speed. Observe specifications of axle manufacturers. A traction help cannot be started with the remote control unit.
Manoeuvring aidBy pressing button ”M1“ and preselected lifting axle the traction help is activated ( only when parameters are set for lifting and trailing axle automatic!). The manoeuvring aid is interrupted by pressing the STOP button or when v > 10 km/h. A manoeuvring aid cannot be started with the remote control unit.
Normal levelIf respective parameters are set the normal levels I, II and III can be adjusted via the remote control unit (only with RCU 446 056 202 0). When a remote control unit is connected, no 3rd normal level must be parameterized per remote control unit. In order to adjust another normal level the remote control unit must be activated. For that press the button for axle selection. Subsequently another normal level can be selected via a button combination. This level is active as long as a new normal level will be selected per remote control unit. By pressing the FN button the new selected normal level will be set in future again and again. With the following button combinations you may select the active normal level:Press the green normal level button and at the same time
– button ”M1“ for normal level I
– button ”M2“ for normal level II
– the button ” “ for normal level III
To avoid undesired normal level activations, parameters should not be set for various normal levels.
Memory Levels(only with remote control unit 446 056 202 0)If a certain vehicle level is to be set frequently when the vehicle is being loaded or unloaded, that level can be stored and set again as often as required at the press of a button.
By pressing the ”STOP“ button and then also pressing either the ”M1“ or ”M2“ memory button, an existing reference level can be stored as the preferential (or memory) level.
The stored values aren't lost when the ignition is switched off. They apply to the whole of the vehicle, i.e.
System functions 5TCE
50
when retrieving it, it is sufficient to simply preselect one axle. By then briefly pressing the corresponding memory button, i.e. ”M1“ or ”M2“, the vehicle's superstructure is immediately brought to the stored level.
The remote control unit does not have any memory levels.
StopBy pressing the ”STOP“ button, all level control processes are stopped immediately, the present level being recognised as the reference level. This function primarily permits the operator to cancel any automatic changes in the vehicle's level (memory, normal level) if he considers that the continuation of that control process would be hazardous.
If the STOP button is held down and the ignition switched off, the vehicle is put into STAND-BY mode.
Speed dependencyFunctions ”Raising and lowering of superstructure“ and ”Memory level“ are available only at standstill as well as below a selectable speed rate. Control functions started below this speed are brought to completion even if the speed is exceeded whilst they are in progress.Manual lifting / trailing axle control via RCU is accepted by the electronic only below a further speed rate to be preselected.
Stand-By ModeThe stand-by mode is a service mode which keeps the normal level constant with switched off ignition for a preselected period (max. 63 hours).
Stand-by can be activated the following way:When the ignition is switched off with operated stop button, a stand-by mode is activated for a preselected time. When TCE is supplied only via pin 30 or via a battery, the stand-by mode can be activated by operating the stop button for more than 2 seconds.
A raised lifting axle resp. a released trailing axle will be lowered or loaded automatically. The deceleration time in the stand-by mode is set by means of a parameter in the PC diagnosis. As well the tolerances during the stand-by mode. Thus the air consumption with frequent significant load changes (due to driving with a fork lift) is minimized Stand-by mode is terminated by switching on the ignition, two times operation of a RCU button, if the stand-by time is over, or at the occurrence of a failure.
Pressing several buttons simultaneouslyIf several buttons are pressed simultaneously and these do not represent a plausible combination, no command will be accepted when a specific level change is started, and the STOP function is performed instead.
Simultaneous operation of both control unitsIf both control units are operated simultaneously, the stop function will be activated. Further targeted height changes are possible after that only when meanwhile no further buttons are operated.
Disconnecting the remote control unitIf during the raising / lowering action the control unit will be disconnected, the stop function is performed.
PriorityIf an unloading level function has been activated and a raise/lower command is given via the remote control unit, the command from the remote control unit will be executed.
The remote control unit has a high priority within the system. So, if the control function has failed, the vehicle's superstructure can be taken to a reasonable level by using the ”Raise“ and ”Lower“ functions to allow the vehicle to be driven to the workshop.
5.9.1.3 ECAS - Control unit for semitrailers with lifting axle: 446 156 000 0 for X21
The control box 446 156 0xx 0 can be assembled directly on the vehicle frame. Assembly position must be in such a distance from the lifting axle that the user must not be injured at a lifting axle operation.
System functions5 TCE
51
In addition to the known control box also IRCU boxes are available whose functions are equal to that of the control box.
446 156 010 0 IRCU control box Raise / Lower446 156 011 0 IRCU control box raising/lowering
Lifting axle function446 156 012 0 IRCU control box raising/lowering
Drawbar vehicle
Functions of control unit and control box:
TCE II:The warning lamp of control box 446 156 000 0 is activated: Failures detected by the TCE are indicated by flashing of the warning lamp. In case the present vehicle level is outside the normal level (FN), this is indicated by a permanent light of the WL. In case a control box is assembled, it should be abandoned from the 3rd drinving level per control element in order to avoid maloperations.
5.9.2 Height sensor(s) and trailerbattery at terminal X42
5.9.2.1 Height sensorPart numbers:
441 050 012 0 Height Sensor 446 156 090 0 Battery box without battery 446 156 094 0 Battery box with batteries
In ECAS systems always at least one height sensor has to be installed. For TCE a maximum of two height
sensors are connectable, at which only height sensor 012 0 is allowed to be connected.
The height sensor 441 050 012 0 continuously picks up any changes in the height of the superstructure. It is designed for installation on the vehicle frame.
The measuring principle of the height sensor is inductive which means the position (distance) of an anchor inside a coil is measured. An externally initiated rotary motion via a lever is transformed inside the sensor into a linear movement of the anchor into the coil without clearance, following the crankshaft drive principle. The 'dipping movement' of the ferro-magnetic armature into the stationary coil causes a phase displacement between current and voltage. The ECU measures the displacement of the current and converts it into counts.
The height sensor cannot be functionally tested by using a voltage meter. If a check of the height sensor is necessary, the coil resistance of the height sensor can be checked. The resistance must be approx. 120 ohm. The coil's induction is evaluated more than 50 times a second by a special evaluation circuit within the ECU. The ECU monitors the proper function.
The height sensor is located on the vehicle's frame near the axle whose air suspension bellows are to be controlled. The master gauge for the holes used for fastening the sensor is identical to that of a conventional air suspension valve.
Steered (front) axles usually have one height sensor (1-point control) above the centre of the axle. (Leading) axles with a steady contact to the ground, can have one or even two height sensors fitted; if the latter is the case, they should be as far apart as possible in order to achieve the best possible control performance for the individual height sensors (2-point control on one axle).
Raising/Lowering X XRaising/lowering of lifting axle
X (X)
Traction help X –Manoeuvring aid X –normal level II, III X –Memory Level X –Stop X XStand-by X XWake up atIgnition off
X X
Normal level X X
Sensor lever
Sensor shaft
Lever guide
Height sensor with a leverfastened to the height sensor shaft
System functions 5TCE
52
The height sensor is firmly attached to the axle to be controlled via a threaded rod which has rubber end pieces acting as dampers and compensating devices.
Installation possibilities:
* = 2 Coding projections of height sensor lever guide
Important for installationThe height sensor has a measuring range from + 43° to - 40° starting from a horizontal sensor lever position. The sectional view of the height sensor, looking onto the sensor lever attachment, displays the arrangement of the positive and negative areas. Ideally the whole of the excursion range is used, with the lever being close to horizontal at the normal level. The maximum excursion of the lever (+/-50°) may not be exceeded. For the lever linkage, a threaded rod is preferable to a smooth rod, because this way slipping within the rubber is virtually impossible.
The length of the sensor lever is selectable but must be identical for the height sensors on one axle. A short sensor lever ensures a high resolution of the measured values even when the change in height is slight; however, it can only cover a short range of adjustment. A long sensor lever achieves the opposite: a long suspension travel can be covered at the expense of the resolution of measured values. It should always be targeted to make use of an angular range as large as possible.
Bending the lever at right angles must be avoided because this might result in an impermissible tilting
torque acting on the sensor shaft. For this reason, all swiveling axes must be in parallel to each other.
Only one type of height sensor is available. The sensor level can, however, be mounted in steps of 90 degrees on the sensor shaft which can be smoothly turned in the sensor housing. For accurate operation and measure-ment of values, the sensor shaft has to be properly aligned. To facilitate this, two projections have been pro-vided on the sensor shaft which are used as lever guides. It is important that the height sensor moves free-ly across the whole of its operating range, and that the lever can only move in the way intended.
When mounting the height sensor onto the vehicle's superstructure, the sensor's raising and lowering reactions must be taken into account. Dipping of the cylinder in direction RAISE increases the induction, extending in direction LOWER reduces it. The values measured can be displayed on suitable diagnostic equipment (e.g. Diagnostic Controller, PC).
Raising the superstructure increases and lowering the superstructure reduces the displayed measured values.
In the normal level the height sensor lever must have a rectangular (90°) position to the height sensor. This can be aligned by means of a 4 mm pin.
5.9.2.2 Battery supplyTCE enables the connection of a trailer battery. With connected termial 15 this is charged via the TCE (charging current via ISO 7638 terminal 30 (Pin 1)).
The TCE integrated charging control fulfills the following boundary conditions:
• Direct battery charging via operating voltage with up to 6A.
• 100% charging via voltage increase with 1 A max.
• Control of charging voltage (voltage increase) dependent on charging state.
• Battery capacity 2 Ah ... 10 Ah.
• Protection against total discharge
Battery supply via connected systems is activated only when there is no supply via pin connection acc. to ISO 7638 terminal 30 (Pin 1). When for instance a trailer is disconnected, TCE remains to be active. The positive line of the battery has to be fused at the battery (10 A). Charging characteristic for the assembled battery must be preset in the PC diagnosis.
System functions5 TCE
53
Per control unit / box the height levelling can be set to stand-by mode so that in case of height changes the system automatically will adjust. However, the control characteristic depends on the parameters set. Additionally the superstructure can be raised resp. lowered by means of the control unit / box.
Battery chargeThe trailer battery is charged by TCE only with switched on ignition (terminal 15, ISO 7638). Moreover the charging connection is activated only when a connected battery was detected. Criterion for this is the idle running voltage at the time of switching in of 14V at the battery connection at present.
For monitoring of the battery charging the battery voltage, the voltage at pin 30 (ISO 7638), the charging current and the charging capacity are calculated. Besides charging current and capacity there is defined for lead gel accumulators a voltage of 29 V at pin 30 as interrupting criterion for the charging procedure. In addition the charging is cyclically interrupted to prevent the battery from damages. Charging time and and interrupting cycle depend on the battery type.
5.9.2.3 Solenoid valves at terminal X43
Trailers with 1 point, 2 point or lateral control (right/left).Drawbar trailers (front/rear).Lift axle valve(s) for one or two separately controlled lift axle(s).
For the purposes of controlling the system, the ECAS solenoid valve is the interface between the electronic output signals from the electronic control unit and the pneumatic actuating signals for the air suspension bellows. Each one ECAS solenoid valve is installed per axle resp. axle assembly.
In the ECAS solenoid valve several individual solenoid valves are combined in a block. Each of these solenoid valves is a combination of an individual solenoid with one or two pneumatic valves with one or two control slides.
The electrical control signal for activation of the individual solenoids is sent from the electronic control unit by means of the electrical plugs on the individual solenoids or individual solenoid valve blocks. This individual solenoid effects opening/closing of the respective valves resp. moving of the respective slides.
This control represents an indirect control since the valve solenoids are opening a valve seat. Via this opened valve seat the supply pressure or air supply flows to the control pistons resp. control slide and pressurizes it so that it moves into the position desired.
Starting from the solenoid control of the pneumatic valves, 2 types of valves are distinguished:
The spring returned valve acts as a 3/2 or 2/2 directional control valve in the ECAS solenoid valve. It is mainly used to control the supporting bellows at the front axle or the rear axle with permanent ground contact. The valve can be designed as slide or seat valve.
The spring returned valve acts as a 3/3 ode 2/2 directional control valve in the ECAS solenoid valve. It is mainly used for controlling the lifting axle bellow in combination with the supporting bellows of the lifting axle. By means of impulse controlled valves a lifting axle automatic can be realised. Usually the solenoid valve block for control of the lifting bellow is flanged to the solenoid valve block for control of the main axle.
Due to the individual solenoid valves no partial load pressures at the valve seats are possible. The three functions:
• Pressure build-up
• Pressure maintenance
• Pressure reduction
Part number Description472 905 114 0 ECAS valve for 1 point,
R/L, Lifting Axle with traction help
472 905 111 0 ECAS valve for 2 point,R/L, Lifting Axle with traction help
old: 472 900 055 0new: 472 880 030 0
ECAS valve forR/L at rear axle
old: 472 900 053 0new: 472 880 001 0
ECAS valve for 2 point,R/L at front or rear axle
old: 472 900 058 0new: 472 880 021 0
ECAS valve for 1 point,R/L at front axle
463 084 010 0 ECAS valve for Lifting Axle 2 circuit) without traction help
463 084 030 0 ECAS valve for Lifting Axle (1 circuit) without traction help
System functions 5TCE
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are obtained by combining the individual solenoid valve functions. Changed balance conditions of the air suspension system are only monitored by the height sensor, interpreted by the electronic and the required commands be transmitted to the ECAS solenoid valve.
The ECAS solenoid valve is located on the frame – preferably on a frame cross-member – above the axle to be controlled, or above the axle assembly to be controlled. The pipes and cables leading off to the bellows should be symmetrical, i.e. identical in length and diameter. Take care that the proper allocation of electrical and air connections follows the numbering system.
There are three main different groups of ECAS solenoid valves, depending on their location:
• Front axle valve (also: Front Axle valve)
• Rear axle valve (also: Rear Axle valve)
• Rear axle/lifting axle valve (also: Rear Axle/Lifting Axle valve)
The Front Axle valve is located near the front axle and controls the supporting bellows for the front axle. Usually the Front Axle valve is only equipped with a 2/2 way valve for the front axle (steering axle) - 1 point controlled axle. The process of increasing and decreasing the pressure is taken over by the 3/2-way valve of the rear axle valve.
The Rear Axle valve is the core of an ECAS system with no automatic lifting axle facilities. It is located near the rear axle and controls the supporting bellows of the rear axle. An additional air exit can be used to pressurize or vent any downstream consumers, e.g. a Front Axle valve on drawbar trailers.
The Rear Axle valve is usually equipped with a 3/2-way valve for the pressurising/venting function and, depending on the control version of the ECAS system, with one 2/2-way valve – on a 1-point controlled axle – or two 2/2-way valves – on a 2-point controlled axle.
The Rear Axle/Lifting Axle valve is the core valve of a system with automatic lifting axle control. This valve consists of a rear axle block whose function corresponds to that of the rear axle valve, and a lift axle block.
It is located near the rear axle and controls not only the supporting bellows of the rear axle but also the lifting bellows and the supporting bellows of the first lifting axle. An additional air exit can be used to pressurize or vent any downstream consumers, e.g. a Front Axle valve on drawbar trailers.
The Rear Axle valve is usually equipped with a 3/2-way valve for the pressurising/venting function and, depending on the control version of the ECAS system,
with one 2/2-way valve – on a 1-point controlled axle – or two 2/2-way valves – on a 2-point controlled axle. There are three 3/3-way valves in the block of lifting axle valves. These are actuated by two valve solenoids and are responsible for controlling the lifting bellows and the supporting bellows of the first lifting axle.
Due to that the pinning of the electrical pins is not uniform, clear assignments can be done only by means of a circuit diagram (see annex), the following directive is applicable for the pneumatic pinning:
Connection 1 Supply from the reservoir for downstream consumers (only with Rear Axle/Lifting Axle valves).
Connection 11 Supply from the reservoir for downstream consumers (only with Front Axle valves and Rear Axle valves).
Connection 12 Control pressure from the reservoir for controlling the control elements in the ECAS solenoid valve (only with Front Axle valves and Rear Axle valves).
Connection 13 Not relevant.
Connection 14 Supply connection coming from Rear Axle valve (only with Front Axle valves).
Connection 21 with dedicated Rear Axle valves: Output for connection 14 of Front Axle valve.Only on Rear Axle/Lifting Axle valves: Output for (left-hand) supporting bellows of the axle(s) which is (are) on the ground.
Connection 22 Output for (right-hand) supporting bellows of the axles(s) which is (are) on the ground.
connection 23 On dedicated Front Axle or Rear Axle valves: Output for (left-hand) supporting bellows of the axle(s) which is (are) on the ground.Only on Rear Axle/Lifting Axle valves: Output for (left-hand) supporting bellows of the lifting axle for fully automatic lifting axle operation.
Connection 24 Output for (right-hand) supporting bellows of the lifting axle for fully automatic lifting axle operation.
Connection 25 Output to the lifting bellows of the lifting axle.
Connection 26 Only on Rear Axle/Lifting Axle valves: Possible output for connection 14 of Front Axle valve.
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On buses also output for supporting bellows on the front axle for the 'kneeling' function.
Connection 27 no relevant in trailers, in buses also outlet to supporting bellows of front axle at kneeling.
Connection 3 Exhaust to downstream consumers (only with Rear Axle valves).
Connection 31 Exhaust to downstream consumers in the rear axle block (only with Rear Axle/Lifting Axle valves).
Connection 32 Exhaust to downstream consumers in the lifting axle block (only with Rear Axle/Lifting Axle valves).
At present, ECAS solenoid valves with DIN bayonet connectors are used. The solenoids are no longer visible, they are located inside a block of solenoid valves.
ECAS solenoid valve for implementing a 2-point control on the driven axle472 900 053 0 or472 880 001 0 (new)
Rear Axle valve with DIN bayonet472 900 055 0 or472 880 030 0 (new)
ECAS solenoid valve for front axle472 900 058 0 or472 880 021 0 (new)
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Pulse-controlled sliding valve(Rear axle and lifting axle control)472 905 114 0
5.9.2.4 Pressure sensor(s) atterminal X44
Part numbers:441 040 007 0 Pressure sensor expires 2001 441 040 013 0 Pressure sensor new 441 040 015 0 Pressure sensor new
(with sealing ring)
In case no EBS D modulator is installed, it is possible to connect one or two pressure sensors for axle load calculation, at which one pressure sensor is required for the load sensing EBS control. The EBS D modulator has an integrated pressure sensor and is evaluated by the TCE II. In this case the parameter ”pressure sensor in the EBS“ has to be selected.
Pressure sensorFor utilising pressure-controlled ECAS functions, a pressure sensor must be used. This pressure sensor picks up the pressure in the supporting bellows on the axle which is always in contact with the ground (on the trailer this is usually a rear axle) for controlling the lifting axle, the traction help or for compensating the tire deflection.
The pressure is recorded by means of extension measuring strips. As the pressure is increased, the resistance at a Wheatstone bridge changes, thus effecting a voltage in proportion to the pressure. Depending on the type of pressure sensor used, it is energised with 8 ... 32 V. Via a signaling line (sensor cable) the voltage generated by the pressure is transmitted to the ECU.
In a pressureless condition (pressure sensor offset), the output is 0.5 volts. The transmissible voltage at the upper limit of the measuring valve at a pressure of 10 bar is 4.5 V. The max. admissible pressure of 16 bar for pressure sensors must not be exceeded.
The output of measuring values is done in digital form, i.e. in steps. The values measured can be displayed on a suitable PC diagnostic equipment.
The pressure sensor is connected to a separate terminal on the supporting bellows or on a T-piece on the bellows' inlet port. At any rate the pressure sensor must not be installed in the air line between supporting bellow and ECAS solenoid valve and also not directly onto the bellow plate, because errors due to the high dynamic at actual pressurizing and venting operations may occur.
Pressure Sensor 441 040 007 0 ... 013 0 /... ... 015 0with DIN bayonet connection for the sensor cable.
Connection: (Design with DIN bayonet)
Connectionfor Rear Axle
Connectionfor Lifting Axle
Positive line+
Signaling line Ground line -
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57
5.9.2.5 Axle load calculationIn TCE II the axle load calculation can be separately set for each axle (by parameters). This requires a calibration of the respective axle load characteristic via the TCE diagnostic program. By means of the recorded data the TCE II software calculates the effective characteristic for the respective axle and calculates the axle loads by means of the connected sensor(s).
Service scheduleThe TCE II disposes of a socalled service schedule: By means of date, covered distance and/or service hours a service interval can be defined. Via the PC diagnosis or the telematic function this information can be displayed.
5.10 Pneumatic Components and Installation Instructions
Like conventional air suspension systems, electronic air suspension systems include pneumatic components such as: air reservoirs, charging valves, plastic pipes and couplings. As in any air suspension system, the circuit for ancillary consumers is secured against the service brake circuit with a charging valve without return flow of 6.0 bar (e.g. 434 100 125 0). The size of the air reservoirs for the air suspension system depends on the number of axles and the system requirements: For vehicles without lifting axles a volume of 60-80 l is sufficient, only for systems with lifting axles reservoir sizes of 80-120 l should be preferred. This provides sufficient reserves for the control process in loading ramp operation and for frequent lifting axle operation without requesting any additional compressed air from the motor vehicle. In this respect, ECAS is not different from other air suspension systems.
Regarding plastic pipes, ECAS achieves considerable savings compared to other systems which offer the same scope of function. On a vehicle with lifting axle control and an air-suspension valve with height limiting, this will be more than 30 meters. Because of the valve's large nominal width, the nominal width of the plastic pipes between the solenoid valve and the bellows is between 10 and 12 mm. 12 mm is recommended unless the axle manufacturer or WABCO's diagrams require otherwise. The supply line's nominal width should never be less than 12 mm. In order to prevent tire damages due to a too fast raising and lowering, the pipe nominal width of 8 mm towards the lifting bellow should be accepted as recommendation.
To protect the lifting bellows against excessive pressures, and against crinkling, WABCO has provided
the use of pressure limiting valves and charging valves in the diagram as option. The instructions of the lifting bellows' manufacturers are binding.
Most of the vehicle manufacturers apply plug-in connections, available from WABCO under the brand Anoflex. ECAS also achieves savings regarding screw-in connections. No such screw-in work is required at the rotary slide valve or the air-suspension valve for the remote control unit or the height sensor. Even the expenditures for vehicle owners are reduced significantly when they use ECAS. Surveys among vehicle manufacturers fitting ECAS in series production have shown that installation times were reduced in comparison to conventional systems.
In case of service test connections are essential for quickly locating any defects. In the extreme case of a total system failure nevertheless the vehicle should remain to be able to be raised or lowered in laden or unladen state. Therefore at least 2 test connections for service brake and supporting bellow should lead to the atmosphere at a 1-point control. This allows the driver to externally lower the vehicle (pressing the test connection), or to raise it. (Connecting the two ports by means of the test hose and pressurizing via the service brake system.) After deconnection the pressure is included in the air suspensions, since an ECAS system without power supply interrupts all connections. Only a normal leakage will then cause the superstructure to be lowered again over time. While checking the normal level, usually the vehicle can be driven across a short distance to the nearest workshop for repair.
When selecting suitable sites for the individual components, there are no definite rules other than those defined for the fitting position (see Annex - outline drawings). However, accessibility for servicing is important. In detail:
Remote Control Unit:Its location varies with the type of system used, and the type of vehicle. In any case an externally well accessible connection with cap should be installed at a water protected location. For tank and chemical vehicles often the lateral cases are used for that purpose.
Solenoid valve:For sure the easy accessibility in case of necessary service is the most important criterion, because in case of service the incoming pneumatic lines have to be disassembled here. The lifting axle block consists of two valve units screwed together. The part containing the pneumatic ports is the 'front'. Thus the 'rear' would be the valve portion facing the frame. The plastic pipes
System functions 5TCE
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System functions5
leading to the supporting bellows should be of equal length.
The pressure sensorIt is located near the supporting bellow and is recommended for connection to a test valve (463 710 998 0) for pressure simulation. This allows all of the vehicle's control processes to be simulated and checked, regardless of the load it carries, e.g. to check the behaviour of its lifting axle. For that it should be mounted within reach and accessible without too great efforts. Any pressure peaks are suppressed by the ECU.
Pressure sensor with test connection
The height sensorInstead of the conventional levelling valve the height sensor is installed. The master gauge for installation is fully identical and the installation site as well. It is important that for the whole of the control range the lever
does not make contact in the upper or lower area. It should be taken into consideration that during the driving operation additional jounce travels often will occur and therefore sufficient distance to the limit stops is required. If possible chose a site which is protected against falling rocks and splash water. For systems with two height sensors at the rear axle install these as far from each other as possible. In order to prevent transverse forces all swiveling axles must have the same direction. The lever also should not be bent at right angles. As linking of the lever to the axle a threaded rod should be preferred. Unintentional slipping thus is nearly excluded. The lever has three holes for length adjustment. The longer the lever, the greater the possible control range. At the calibrated or main normal level, a lever position of 90° to the sensor is recommended to achieve the best possible solution. This can be simply realised by moving the lever on the threaded rod during the normal level and subsequent tightening.
TCE
59
Height sensor at the Rear Axle
The electrical supply lines:Excess lengths of sensor and solenoid lines should be arranged in Z form as already known from ABS. Cables which have to be routed along permanently vibrating objects should be attached using double cable binders 894 326 012 4. Such rocking or vibration will eventually result in strain-hardening and consequently premature breaks. All cable binders should only be tightened to that extent that the cables are sufficiently held in place. This prevents premature breaks of the cable cords and thus of the electrical conductor.
System start-up and Diagnosis 6TCE
6.1 System start-up and Diagnosis
6.1.1 Calibrating
As part of the start-up procedure for a new vehicle, the sensors have to be calibrated after the parameters have been set. The height sensors integrated in the system have to be ”introduced“ to the electronic. This means that a reference value for the electronic control unit has to be defined. The calibration process has to be repeated every time the electronic control unit is to work with a new sensor. This also applies for:
• Exchange of a sensor
• Exchange of the electronic control unit
By means of the PIN (i.e. Personal Identification Number) the calibration can be performed as often as required. This enables the driver to change the normal level(s). Calibration of a drawbar trailer with two height sensors means simultaneous calibration of Front Axle and Rear Axle height sensors.
6.1.1.1 Height sensor calibrationThe process of calibrating the height sensor means that the height sensor is adjusted to the electronic control unit. As a rule, the vehicle's superstructure is moved to normal level I, to the upper and lower levels (stops beyond which no movement is possible when raising and lowering) and the respective level is informed to the electronic control unit.Correct calibration requires the following preparatory work to be carried out diligently:
– Place the vehicle on a surface which is horizontal and even.
– Make sure that the height sensor has been properly installed and that its lever can move freely across the whole of the raising/lowering range.
– If the vehicle has two height sensors on one axle, the bellows on both sides are connected to each other by means of a test hose (balancing the pressure to spread the load evenly across the axle).
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System start-up and Diagnosis6 TCE
– Don't brake the vehicle (protect it against rolling movements)
– Make sure sufficient air supply
– Driving height in mm as distance between superstructure and vehicle axle respectively according to one of the present reference dimensions.
Survey on the various reference dimensions for height sensor calibrationA Lower edge (frame) longitudinal beam until middle
of the axle
B Lower edge longitudinal beam until upper side of the axle
C Upper side longitudinal beam until middle of the axle
C Upper side longitudinal beam until upper side of the axle
E Upperside longitudinal beam until road surface
E Upperside longitudinal beam until road surface
For a uniform documentation standard measuring points are defined according to the shown survey of reference dimensions. If possible indicate the calibrating heights in accordance with the specifications of the axle manufacturer. As a rule this means the distance between the axle centre and the lower edge of the longitudinal beam. Dimension A in the drawing. The indication of the measured heights always must also show the respective letter in order to identify them correctly.
Avoid to make use of reference dimensions E and F, since with this measurement also the tire deflection is respected and thus results may be wrong depending on the vehicle load. For calculation of the calibration height the following principles are to be kept:
– measuring directly at the axle, not in front of or after the wheel (seen in travelling direction),
– measuring as close as possible to the air bellow (seen in axle direction).
The calculated calibration heights should be recorded, to have the values available in case of a service required.
Apply only one measuring procedure for a vehicle with several axles. Indication of the heights is made in the following sequence driving height, maximum level, minimum level.
Example for a complete designation:Reference type A, V 250/390/202, RL 273/420/210, RR 275/422/213 (R= Rear Left, dimensions in mm).
If the electronic control unit is to be replaced and the calibration data for the vehicle are not known, the calibration data for the height sensors of the former electronic control unit may be displayed in the menu ”system, calibration data, height sensors“. If this is no longer possible, the following assumptions may be used:
At normal normal level I the height sensor lever will be aligned horizontally.Movement to the upper and lower levels takes place until the superstructure can no longer be raised or lowered.
6.1.1.2 Height sensor calibration with the PCTo calibrate 3 calibration levels, move to each level to be calibrated in the following sequence: normal level I, upper level and lower level. Do this using the DC/PC.
Note: When calibrating, an increase of the normal level with raised lifting axle and tire deflection compensation has to be taken into account.
a) First the vehicle is taken to the established normal level I (for the front axle and the rear axle respectively). Then the calibration process is initiated (actual levels are now stored as normal levels).
b) Move the vehicle to the level of the upper stop. Re-initiate the calibration process. (Actual levels are stored as upper stop levels.) To protect the stops, the electronic control unit will automatically reduce the value for the upper stop level by 3 counts.
c) Move the vehicle to the level of the lower stop. Re-initiate the calibration process. (Actual levels are stored as lower stop levels.)
ABF
UKRCDE
OKRUpper edge Chassis
Lower edgeChassis
61
Note: When using the Diagnostic Controller for calibration, the vehicle's levels cannot be changed using the remote control unit.
After the individual calibration phases are completed, the Diagnostic Controller will check the fault memory and display whether calibration has been achieved successfully or not.
For a successful completion of the calibration the following principles for the height sensor values HSV have to be considered:
– The entered height sensor values must be greater than 4 counts and less than 255 counts.4 counts < HSV < 255 counts
– The upper stop level UL must be larger than the total of normal level NL increased by 3 counts and three times the reference value tolerance.
– The lower stop level LL must be smaller than the normal level NL reduced by the double reference value tolerance DHSL.
A second possibility is the calibration of a driving level and manual entry of the upper and lower stop level. This kind of calibration can be reasonable when the superstructure is intended to move to the stops. Thus stop release in the upper level can be avoided.
Also for this procedure the calibration guidelines have to be observed. Starting from the normal level rear left and rear right, the calibration values for the ”upper/lower stop level rear“ can be defined as follows:
1. Calculate the differences between the ”upper stop level rear left“ – ”normal level rear left“ and ”upper stop level rear right“ – ”normal level rear right“.
2. Add the smaller difference to the expected calibration value ”normal level rear left“ to obtain the
calibration value to be entered for the ”upper stop level rear“.
3. Calculate the differences between the ”normal level rear left“ – ”lower stop level rear left“ and ”normal level rear right“ – ”lower stop level rear right“.
4. Subtract the smaller difference from the expected calibration value ”normal level rear left“ to obtain the calibration value to be entered for the ”lower stop level rear“.
During the calibration procedure the calculated values will be entered into the PC.
After the individual calibration phases are completed, the Diagnostic Controller will check the fault memory and display whether calibration has been achieved successfully or not.
The third possibility to communicate calibration values to the electronic is direct input of the height sensor values. This can be accomplished only with a PIN. To do this, the height sensor values have to be known. The direct input is done with the PC diagnostic program under system/calibration data height sensors.
If values are entered for these parameters, it may be that calibration will not lead to the desired result. When calibrating a partially laden vehicle, the lifting axle must be lowered. If at a partially laden vehicle the lifting axle is raised during calibrating, an undesired increase of the normal level will result. The vehicle then perhaps might be in unladen condition with raised lifting axle above the admissible vehicle height.
As well for a partially laden resp. fully laden vehicle the compensation of the tire deflection must be considered. That means the vehicle must be calibrated partially or fully laden deducting the tire deflection compensation!
System start-up and Diagnosis 6TCE
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PC Diagnosis7
When starting the diagnosis the following interfaces will appear. The individual parameters are explained as follows:
TCE
7.1 Start and diagnostic menuAfter start of the diagnostic program the data as stored in the TCE will appear. On the right side the basic configuration of the trailer vehicles is shown.
In the TCE diagnosis version 2.01 (de) the start screen was extended by the following information:
– Date / time (GMT). This will appear after adjustment. GMT stands for ”Greenwich time“.(Germany is located 1 hour before this time zone)
– Display of voltage Pin 15– Display of voltage Pin 30 of the 7 pin trailer plug– Display of voltage Pin 30 of the 15 pin trailer plug– Display of voltage of trailer battery, as far as
installed– Display of a possibly existing voltage potential
between ground connections of supply plug ISO 12098 (15 pin) and ISO 7638 (7 pin). As a rule (standard design) the display should be within the
scope < 2 V. In case of a respective failure entry this value has to be considered.
Information to part number, production date, serial number, software version, diagnostic recognition, mileage counter, operating hours counter and battery hours counter is shown. Vehicle manufacturer and chassis number will be shown only after system start-up, as far as they were entered.
Mileage counter, this displays the covered miles of the trailer vehicle with connected TCE. May be different from EBS mileage counter!
Operating hours counter, displays the period, over which TCE was supplied via Pin 30.
Battery hours counter, displays the period, over which TCE was supplied only via the battery.
Actual or stored information will be displayed red resp. blue.
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PC Diagnosis
2
7TCE
7.2 Vehicle definitionInput must be from top to bottom resp. on the next screens from top left to bottom right. If this procedure is not kept, errors of the system may occur.On the vehicle definition screen and the following screens the basic configuration is adjusted.So first of all the vehicle type has to be selected.
Axles & sensors:Here the number of front and rear axles is to be set.
Axle assignment:In the first line indicate on which axle(s) the first lifting axle valve is acting and under the designationF = spring return and I = impulse control the mechanical structure of the valve.In the second line select a second lifting axle valve. This valve is always designed as spring returned.In the third line must indicate whether brake lining wear sensors are installed and if yes on which axle. If one axle is selected, the field 'wear sensor' becomes active. With a for the traction help the first axle can be released in accordance with legal directives.With a for the manoeuvring aid the last axle can be released.The additional valve should be selected in order to ensure a comfortable control of the traction resp. manoeuvring aid at spring returned lifting axle valves.
This is effected by means of ”pressure keep“. This is active only in combination with the first lifting axle valve.
Wear indicatorsWhen wear sensors are installed, identification of the sensor type is required.
Levelling control:As a maximum two height sensors can be installed on the vehicle. For semitrailers must be decided whether two height sensors for lateral control are to be installed or if one or two height sensors on the rear axle are to be assembled.
For drawbar trailers always one height sensor is obligatory at front and rear axle.
TCE IIFor vehicles without ECAS function select ”no level control“. Connection of height sensors and ECAS valve block can be omitted then. A lift axle control is nevertheless possible!
Pressure sensors:Two pressure sensors can be mounted as maximum. The pressure sensor always has to record the bellow pressure of that axle controlled by the trailer modulator.
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PC Diagnosis7 TCE
TCE IIIn vehicles with TEBS-D the modulator has an integrated pressure sensor. In this case no pressure sensor has to be connected to the TCE II. Select option ”... there of one pressure sensor in the EBS“.
7.2.1 Superstructure & lightingLighting: In case of activating 'standard', will be displayed for the lamps to be connected. Connect terminal X23 at standard. If luggage superstructure is selected, connect terminal X23 and X33. For tank superstructure connect X23, X33 and X34. If a lamp is not connected, select ”freely defined“ and of the respective lamp has to be removed. A new option is that the backing light right and/or left is additionally selectable as well as also the rear fog light right/left.
Now also the connection of LED lamps to TCE II is possible! Moreover the light failure recognition was improved. Via parameter settings by PC the ”sensibility“ for ”cable break recognition“ can be set.
Standard monitoring:In the case of a failure of one of two connected lights (e.g. brake light), this will not be detected as an error.
Extended monitoring:At this adjustment the failure of the light with same or higher electrical power is detected.
LED monitoring:With light emitting diodes nobreak recognition.
Ramp approach help / paver brake: In case of installing a ramp approach help, the installation position (see page 44) has to be indicated. The stopping distance can be varied from 100 cm to 20 cm. For paver brake mode the brake pressure can be adjusted from 0 to 2 bar.
Trailer battery:In this case selection of the correct accumulator is important. Acid accumulators resp. lead gel accumulators have different charging characteristics.
Green system warning light:The green system warning light shows messages from the system with flashing light. In case the vehicle is outside the normal level, the system warning light is permanently flashing.
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PC Diagnosis 7TCE
Connection of a CAN electronicAs a maximum three further CAN electronics can be installed on the vehicle. If 'additional functions' is selected, it is necessary to activate a CAN electronic at terminal X22 via a second CAN line. Tire pressure monitoring must be selected in case an IVTM electronic is connected at X32.In order to enable control of CAN superstructure systems, a CAN electronic may be connected at terminal X32.
Additional lines of the 15 pin trailer socket:Not available: Selection via special module interface possible.
7.2.2 Special modulesThe menu item special modules was added in the new TCE diagnostic program 2.01.
Here the modules are listed which are integrated in the respective TCE and available as parameters.
A description of the module is under menu item: Info module X to be seen.
The special modules shown on the left side can be selected. The selected modules will then be shown on the right side. Some special modules as for instance the ISS (integrated speed switch) have parameters, which can be shown on the right side, too. With respect to fully functionable special modules further parameters have to be set in the diagnostic software, e.g. the level switch will be functionable only then when also the ECAS parameter ”Normal level via switch“ was adjusted.
Manoeuvring aid:The manoeuvring aid supports improved and tire saving back driving in the manoeuvring mode. This can be activated by means of a control unit or a press button to Ubat from the motor vehicle. A special module must be parameterized for that. It is deactivated when exceeding a rate of 10km/h or ignition ”OFF“ resp. pressing the STOP button or pressing the button for more than 5 seconds. An excess pressure of the admitted bellow pressure by the 1,5-fold value will cause deactivation. This does not affect the level and is not adapted. An offset is not possible! For vehicles without lifting axle at the respective axle, the bellow pressure for raising must be set lower in the special parameter than the empty bellow pressure. Only then the axle is running permanently pressurized.
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PC Diagnosis7 TCE
7.2.3 ECAS ParameterHere now the last standard parameter page for TCE. If no special parameters are required, the parameter settings can be terminated after this surface pate.
Normal level selection:Preselect whether the 2nd or 3rd normal level are to be activated via control units or a switch.
TCE I: Normal level not to be activated via switchTCE II: Entire functional range
Normal level 2When the second normal level is chosen via switch/control unit, indicate the difference in height to the normal level in +/- counts, after the function was selected. Whether the second normal level is activated by means of a switch or a control unit depends on the choice under 'level selection'.
When the 2nd normal level shall be speed controlled, indicate additionally to the difference in height in+/- counts also the speed rates for the first and second normal level.
3. level:Selection is possible whether the third level shall be an unloading level, thus active only at standstill, or a driving
level. In both cases the difference in height to the calibrated normal level has to be indicated in +/- counts. Speed threshold between standstill and drive is that driving speed at which the normal level is automatically adjusted. In case a control box is used, it should be abandoned from the 3rd driving level via control unit to avoid maloperations.
New: Selection of the control box is not relevant in this parameter display because a respective choice has to be made in the new diagnostic program under ”special modules“.
Vehicle selection:The difference between fast unloading and standard vehicle is the shorter subsequent control time at unloading of the vehicle. Selection of fast unloading means reaction of the vehicle to changes in load within one second. As a rule the vehicle reacts within six seconds.
Air bellows pressure:The pressure at maximum admitted axle load is required to calculate the values for lifting axle raise and lower, the traction help pressure and the tire deflection compensation. This value is a must.
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PC Diagnosis 7TCE
Lifting Axle ControlChoosing the full automatic function of the lifting axle, the lifting axle will automatically be lowered or loaden after having exceeded the set pressure value for the supporting bellow. Raising of the lifting axle/loading of the trailing axle follows automatically as well after falling below the set pressure value for the supporting bellow.
Choosing the semi automatic function of the lifting axle results only in an automatic lowering of the lifting axle. Raising of the lifting axle is done manually via a control element or switch, e.g. in the cabin.
Traction help:The traction help has to be adjusted in accordance to legal directives resp. specification of the axle manufacturer.
Possible preadjustments are as follows:
The maximum axle load for the axles remaining on the ground is increased by 30 % for all 3 types of traction help.
As already described the traction help can be started via control unit or by means of a press button against Ubat+ from the motor vehicle. Therefore a special module has to be parameterized. The traction help effects more traction onto the driven axle in the starting gears and can be effectively used in narrow bends. The traction help is cut off when exceeding a rate of 30km/h, pressing the STOP button, ignition OFF or pressing the button for more than 5 seconds! In the traction help mode the normal level is kept - an offset is not possible! For vehicles without lifting axle at the respective axle, the bellow pressure for raising must be set lower in the special parameter than the empty bellow pressure. Only then the axle is running permanently pressurized.
Traction help to EGThe traction help to ”EG“ is active up to 30 km/h with 30 % overload. It is possible to activate this until a speed rate of 25 km/h. Both values are able to be reduced by means of the diagnosis. Increase is not possible.
Traction help to 'time limit'Traction help to ”time limit“ is active for 90 seconds with max. 30 % overload. After a compulsory break of 50 seconds the traction help can be started a fresh, provided 20 km/h are not exceeded. In case 30 km/h is exceeded, the traction help will cut off automatically.
Traction help to 'Northland'Traction help to ”Northland“ can be cut in until a speed rate of 25 km/h and remains active until cut off irrespective of the speed.
Vehicle data:Here indication of manufacturer and chassis number is necessary, When these data are missing they also will not appear in the various protocols resp. on the first diagnostic interface.
The following pages have to be respected only if special parameter settings are required.
7.3 Special parametersTire Deflection Compensation:This is permanently active. At the maximum value of the air bellow pressure 10 counts will be compensated. In the case of vehicles with larger transport volumes there are selected besides small wheels also short spring travels in order to maintain the legally specified vehicle heights. Due to this the superstructure might easily hit the rubber buffers when the vehicle is laden.With increasing loads the distance axle/superstructure is extended and thus with constant vehicle height a longer spring travel is realised.
Control delay:Control delay while stationary delivers a period, in which the reference value control is made while stationary.
Control delay while driving delivers the period, in which the reference value control is made while driving.Vehicles with swing axles (Inloaders) require an adjustment different from the standard parameter set!
Control delay in Stand-By delivers the period, in which the height sensor signals at stationary vehicles in Stand-by mode have to be continuously beyond the admissible nominal value tolerance range to effect a subsequent adjustment.
Admissible level deviations:Admissible right/left deviation of the levels at the rear axle, required only for systems with 2 height sensors at the rear axle. It defines the permissible slant of the superstructure if the load is not evenly distributed. In the case of independent wheel suspensions this value should be cut off.
Max. right/left deviation during raising/lowering in the levels at the rear axle refers only to axles with 2 height sensors. This value indicates the admissible range during larger level changes (raising/lowering). At unilaterally loaded vehicles, the less loaded side will quicker be raised resp. lowered than the other. This may
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PC Diagnosis7 TCE
possibly cause a dangerous slant as the level is being changed. By pulsing the bellows supporting the lighter load, a more even raising/lowering process is achieved. At vehicles with swing axles (inloaders) the adjusted value must not exceed 5!
Max. front/rear deviation at raising/lowering into the levels refers to full-air cushioned vehicles. In the case of level changes the front and the rear of superstructure should reach the new reference level simultaneously. The axle with the shorter distance will be raised/lowered respectively slower. A minor permissible deviations causes constant pulsing of the solenoid valves during the control process and should, therefore, be avoided.
Admissible level increase 7 sec. after start off resp. at activated mode 'unloading level' refers to unloading actions. This option permits an exceeding of the reference level of the superstructure distance above the axle. When 7 seconds after start off or with activated unloading level an exceeding of the reference level plus the count values of this option is measured at all distance sensors, the ECU detects an unloading action. An immediate adjustment to the level nominal level plus the selected count value is the consequence.
If the function unloading level is active, an immediate control even at brake actuations will occur, when the level change exceeds the value nominal level plus selected count value. The control process will continue
as long as the vehicle has not exceeded a speed of k.p.h. since start off. At vehicle speeds of more than 10 km/h this control is not effective and will be reactivated only at the start of driving after a renewed stand still.
Speeds: Speed rate up to which targeted level changes by means of the control unit/box can be effected describes the limit speed at which the control unit/box keeps the buttons active during driving. This function is designed for installation of a control unit in the motor vehicle. This allows memory levels, raising, lowering, etc. to be carried out. After exceeding of the adjusted speed the control unit will be cut off. A level deviation from the normal level is controlled as long as achieving the driving speed at which the normal level is automatically adjusted.
Driving speed at which the normal level is automatically adjusted. When exceeding the set speed rate the actual level will be automatically adjusted. The actual normal level is depending on the position of the driving level switch resp. the normal level preselection via control unit or on the adjustment of the speed dependent normal level control.
This parameter is of major importance for the attaching or detaching of semitrailers. Here a speed should be selected being high enough to prevent an automatic activation of the driving level at slow speeds.
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PC Diagnosis 7TCE
Tolerances:The values describe the admitted values above or below the nominal level. Tolerance range is two times the indicated value.
Plausibility:The values for the limit of the plausibility check at lowering of the respective axles define the limit value of the distance sensor. Below this the electronic does not detect a plausibility message during lowering of the superstructure. Depending on the definition of the lowest permissible level, the function of the parameter varies:
In case the rubber buffer shall be the lower height limit? Then enter a ”-“ value. The value to be entered is defined by the elasticity of the rubber buffers, because an empty vehicle does not compress the buffer as much as a laden vehicle. If the calibration was done on the laden vehicle, the unladen vehicle will not reach this lowest level even when the bellows are completely exhausted. This results in a plausibility message.
Recommendation: if calibration is done in an unladen state, enter a value between -10 and -25. In order to avoid a plausibility message, when only one side is resting on the buffer due to the vehicle being in a tilting position.
Shall the lower height limit be above the rubber buffer? Then enter a ”+“ value. The exhausting process is terminated, when the sum of the lower level + this parameter has fallen below the specified value and no further change in height will occur during the indicated period of the plausibility check. Since usually plausibility messages are only possible in tilting positions of the vehicle or on an uneven ground, an adjustment between 5 and 20 is recommended.
The parameter plausibility check defines a period in which the electronic control unit expects a command to be executed or continued. If a given command is not followed by any reaction, the ECU detects implausible behaviour. A useful adjustment is a period of 30 seconds.
Calibration levels:As a standard here ”three calibration levels“ are to be selected. ECU is expecting during the calibration process the moving towards three levels, normal level, upper and lower level.
When ”calibrate only normal level“ is selected, the upper and lower level must be known as count values and be entered as number values during the calibration process. The nominal level is moved to during the calibration process.
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PC Diagnosis7 TCE
Lifting Axle Control:Here different lift axle functions can be selected.
Lower lift axle is adjusted as a standard to ”Lift axle to be lowered at ignition off“. The lifting axle(s) will be lowered only if contact at Terminal 30 is maintained for a short time after the ignition has been switched off. Not after detaching the ABS coiled cable.
Raise lift axle is adjusted as standard to ”Lift axle to be raised only at speed“. With ignition on the lift axle remains at the ground and will be raised only after the preset driving speed is achieved beyond which the lift axle is raised in case of a fully automatic function. This adjustment has a positive effect on construction vehicles and on motor vehicles with a poor cold start ability. The decision on whether the lifting axle(s) can be raised is made while the vehicle is stationary.
When the lift axle shall be raised at ignition on, the first line has to be chosen. Raising of the lift axle will then follow in dependence on the load.
Driving speed above which the lift axle is raised at a fully automatic function delivers the speed at which the lift axle is raised after ignition on. This parameter is only active at corresponding selection of lift axle to be raised. Recommended here is an adjustment of 10 ... 20 km/h. Around 20 km/h the tire circumference speed is sufficient to remove adherent impurities.
In case of vehicles with two separately controlled lift axles, this value should be smaller than the driving speed up to which a manual lift axle control is possible. This would also effect raising of the 2nd lifting axle, when driving after an effective traction, and not only after standstill of the vehicle. Also after unloading, the lifting axle will not be raised earlier then when set value has been exceeded.
Increases of normal levels (with raised lift axle), can refer to the first and second normal level or to the lowest level only. As a standard it is referred to the lowest normal level. In case the first line is selected, the third level should be the highest of the three possible levels.
The level will be raised only if the vehicle is actually at its driving level.
Automatic lowering is effective to all lift axles as a standard. When the input automatic lowering shall be exclusively effective to the 2nd lift axle, select the second line.
Lower lift axle, here the pressure of the air bellows can be manually changed. As a standard the value is ajusted from the max. permitted value of the axle load minus 10 %.
Raise lift axle, here the pressure of the air bellows can be manually changed. As a standard this value will be calculated dependent on the max. permitted axle load value and the number of axles and lift axles.
Same is true for the next two parameters.
Increase of normal level with raised lift axle will deliver the value for the increase. Thus an improved clearance for the wheels of the lifting axle is resulting. The value set for this parameter is important for the calibration process. This is exclusively active to increase the driving level depending on the option increase of driving level with an unladen or partially laden vehicle.
The increase of the driving level is not active during the traction help mode.
Driving speed until which a manual lift axle control is possible, delivers the value until which a control is possible. Lowering the lifting axle at higher speeds could possibly cause tire damages due to higher forces becoming effective while the tires make contact with the road surface.
Special parameter 3: Changed structure, identical content!
Old designation: Overload protectionNew: Static overload protection, i.e.., dynamic peaks are ”admissible“ resp. will be filtered out.
Traction help:The traction help will be adjusted in accordance with the selected type of traction help and the respective admitted legislation. The traction help has to be adjusted in accordance to legal directives resp. specification of the axle manufacturer.
Differences in air bellow pressures:At vehicles with a height sensor the level will be directly moved to.At vehicles with two height sensors ”minimizing of bellow pressure differences“ is activated. Prior to addressing the driving level, the vehicle's superstructure is lowered slightly and then raised to its driving level by simultaneously pressurizing the bellows. This ensures a balance in pressures on the left-hand side and the right-hand side of the bellows.
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PC Diagnosis 7TCE
Buffer recognition:The buffer recognition time defines the period, in which the ECU is to recognize the lower stop (”rubber buffer“). When at sending the command 'lower superstructure' no more height change takes place during this period and the distance of the superstructure above the axle is on one level, the pulsing of the ECAS solenoid valve will be interrupted.
Axle load calculation:TCE I:Cannot be activated.
TCE II:Function to calculate the axle load can be activated. It requires to perform the ”axle load calibration“ at the system start-up of the TCE II.
Period:Stand-by time may be entered here in steps of 15 minutes.
Follow-up time with unloading level switched on delivers a follow-up time after ignition off. If the superstructure is at the upper stop while switching off the ignition, ECAS will lower the superstructure to the upper stop level with voltage from terminal 30. This means venting the bellows so that the shock absorber stop will no longer be stressed.
This function is valuable when a vehicle is just suddenly
and very quickly unloaded. Since ECAS needs a certain time for readjusting to the selected unloading level, the bellows pressurized with value ”laden“ press the superstructure against the belts. In the case of the absence of belts, the vibration dampers may be extended to their maximum. An extraordinary tensile load is the result. Consequence would be that ECAS would have to vent the supporting bellows such as to readjust the unlading level. If the ignition is switched off at that point, ECAS would interrupt the control process. Due to the lack of any power supply, the superstructure would remain in its upper position for some time, and the strain on the buffers, or stops, could be excessive.
The same exessive strain could occur if the ignition of a tanker truck using ECAS is switched off while it is being unloaded by means of an external pump. Also in this case with an adjusted unloading level avoidance of an overstress of the stops by means of this parameter is possible.
Overload protection:Admissible overload pressure, reports the admissible pressure of the supporting bellow which must not be exceeded. If this value is exceeded, further pressurizing is impossible and the superstructure is lowered to the buffers.
When this happens, return to normal operating conditions is possible after having reduced the axle load and switching on/off the ignition.
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PC DiagnosisTCE7
7.4 Axle load calibration:If under ”special parameter 3“ determination of the axle load was selected a calibration of the axles is required. For calibrating the axle load the vehicle has to be set to the normal level. Only thus relevant pressures and consequently the weight of the load can be determined.
For each axle the empty and partial weight has to be indicated in kg and bar, as well as the admissible axle load. By means of the pressure sensor TCE calculates the individual axle loads as well as the total load. This is transferred to the motor vehicle via the CAN data connection of the 7 pin plug connection to ISO 7638.
The axle load determination is only as exact as was calibrated. An unexact entry of the empty resp. partial load may result in immense deviations. The most precise method to calibrate a vehicle type is to load the vehicle respectively and to enter pressure and weight in tons.
7.5 Switch Positions /Outputs
In menu ”Measured values / switch posi-tions“ the set parameters for the switches can be tested. If for instance in the parame-ters the special module 2 is selected, the TCE port at X13 Pin 9 is indicated and a functional test detects whether the signal is recognized from the correct switch input.
TCE outlets can be likewise tested under menu ”Measured values / outlets“.
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PC Diagnosis 7TCE
7.6 Service management
It is possible to adjust service intervals in the TCE for the most different activities. These can depend on a date, mileage or service hours. If 90% of a service interval are achieved, a message on the first page of the diagnostic software will appear. Under ”service management“ the required acitivity can be read out and be confirmed after successful service completion.
Dependence on the date can be shown only when date and time are prior adjusted in the TCE. This is shown on the first page of the diagnostic software.
7.7 System label
TCE
Parameter : WertParameter : ValueParamètre : Valeur
1 2 3 4 5 6
1
2
3
4
5
6
7
8
9
10
HERSTELLERMANUFACTURERCONSTRUCTEUR
WABCO TEILENUMMERWABCO PART NUMBERRÉFERENCE WABCO
SERIENNUMMERSERIAL NUMBERNUMERO DE SÉRIE
FAHRZEUG-IDENT.NR.CHASSIS NUMBERNUMERO DE CHASSIS
PARAMETERSATZ-NUMMERPARAMETER SETTING NO.NO. DE LA LISTE PARAMÈTRES
SERVICE http://www.wabco-auto.com
650
97
31
198
56
193
133
48 30
60
30
0
0
0
10
1520
4
10
0
10
30
90
60
00
10
20
255
25
30
0
255
0130 0
0
7
128
11
240
10
8
1000
0
0
0
0
0
0
200
WABCO
446 122 001 0
002610000035
WDE20030901234567
FAHRHÖHEN [mm]DRIVING LEVEL [mm]
NIVEAU DE ROULAGE [mm]
TYPTYPETYPE
NORMALNIVEAU INORMAL LEVEL I
NIVEAU NORMAL I
VORNFRONTAVANT
HINTENREAR
ARRÉRÉ
A
FPIO PARAMETERFPIO PARAMETERFPIO PARAMÈTRES
2; 1,00; 240
250 mm89 cts
Version
7
0
0
014 100 10 0 0 4 20
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PC Diagnosis
2
7. TCE
7.8 End Of Line - Protocol
1403/00/0019025240Serviceremainder
00020
007
12811
1403/00/001403/00/002003/11/202003/11/202003/11/202003/11/202003/11/202003/11/201403/00/00
190190
776368776368776368776368776368776368
190
2525
18918918918918918925
240240240240240240240240240
DatumTestgeräte Nr.FirmencodeID - Code
Notizen 2Notizen 1FPIOVINAchslastdatenECAS KalibrierdatenECAS ParameterTCE ParameterCAN KommunikationTyp
130
1,41
WDE20030901234567Fahrzeug-Ident.Nr.
Kilometerstand
Unterschrift2003-11-20
Musterfrau
WDE2003
WABCOHersteller
Fahrzeugtyp
Prüfername
Datum
EOL - PROTOKOLL
TCESystem
WABCO Teilenummer 446 122 001 0
2003-07-29Fertigungsdatum
Seriennummer 002610000035
Seite 1/1
240108
10040
1020
25525300
2550
041001030906000
151000030603010
200200000000
100
6509731
19856
1931334814
6 5 4 3 2 1
10 9 8 7 6 5 4 3 2 1
ECU Software Version = Diagnostic ID = Diagnostic Software SN =
Kalibrierniveaus =
2; 1,00; 240
ECAS Kalibrierdaten
FN vorn/rechts =ON vorn/rechts =UN vorn/rechts =FN hinten/links =ON hinten/links =UN hinten/links =Kalibriertyp vorn/rechts =Fahrniveau vorn/rechts [mm]Kalibriertyp hinten/links =Fahrniveau hinten/links [mm] =
Fingerprint
Testergebnis =
Parametrierung = Warnlampe =Wegsensorkalibrierung =
Bedieneinheit =
Beleuchtung =Fehlerspeicher =Rampenanfahrhilfe =Liftachse =Verschleißsensor =
TCE Parameter / FPIO Sondermodule
Anzahl Tests
TCE00R0326A01-0206710003001130000010201-776368
10008914050
A250
FEHLER
durchgeführtinaktivdurchgeführt
nicht getestet
FEHLERo.k.nicht getesteto.k.nicht getestet
1
7
Achslastkalibrierung = durchgeführt
Achslast Achse 1
LeergewichtTeillastzul. Achslast
1,20 / 800,00 1,20 / 800,00 1,20 / 800,00 --- / --- --- / ---
bar / kg
2,50 / 4000,00 2,50 / 4000,00 2,50 / 4000,00 --- / --- --- / ---5,00 / 8000,00 5,00 / 8000,00 5,00 / 8000,00 --- / --- --- / ---
Achse 2bar / kg
Achse 3bar / kg
Achse 4bar / kg
Achse 5bar / kg
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PC Diagnosis 7TCE
Explanations:
FPIO Modules / special modulesThese are adjustable partial functions of the TCE. Selection in interface ”special modules“. The special modules allow a linkage between inlets and outlets of the TCE, thus enabling to use the same inlet for activating different functions.
ECAS calibration data:
FN – Nominal levelON – Upper levelON – Lower level
For the protocol a 1-point-control (rear leftside) was chosen.
FingerprintThe fingerprint detects when which area of the electronic was modified by whom via PC diagnosis.
Tester result = o.k.
o.k. – parameterized and testedinactive – not parameterized
Other possible indications:not tested - parameterized but not tested
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