Kraftfahrt-Bundesamt
Kraftfahrt-Bundesamt
DE-24932 Flensburg
Bestätigung des Kraftfahrt-Bundesamt für
ein elektronisches Bremssystem
Confirmation by the Kraftfahrt-Bundesamt
with respect to an electronic braking system
Das Anhängerbremssystem, beschrieben im anliegenden Technischen Bericht –
The trailer braking system described in the Technical Report attached
Prüfprotokoll Nr.: EB 160.2 E
Test report No.
vom 10.06.2011
dated
Hersteller:
Manufacturer:
Haldex Brake Products Ltd
Redditch, Worcestershire B98 9HA, England
Bezeichnung des Systems: EB
System name
+
entspricht nach Aussage der
- is, according to a statement issued by:
TÜV Nord Mobilität GmbH & Co.KG
DE-30519 Hannover und / and DE-45307 Essen
den Vorschriften der ECE-Regelung Nr. 13 in der Fassung der Serie 11, Ergänzung 1 - the requirements of ECE Regulation No. 13, including Supplement 1 to the
11 series of amendments
Hinsichtlich des Verwendungsbereichs und der Ein- bzw. Anbauvorschriften wird
auf die Festlegungen im oben genannten Technischen Bericht hingewiesen. (For
details to the range of use and the installation or mounting regulations consult the
aforementioned Technical Report.)
4
Bestätigung: Die TÜV NORD MOBILITÄT GmbH & Co. KG ist vom KraftfahrtBundesamt als Prüflaboratorium für Bremsanlagen nach der EG-Richtlinie
71/320/EWG und der ECE Regelung Nr. 13 akkreditiert und unter der KBA-P
00004-96 registriert.
Confirmation: TÜV Nord Mobilität GmbH & Co. KG is accredited by the German
Federal Motor Transport Authority as a Testing Laboratory for braking systems
according to Directive 71/320/EEC and ECE Regulation No. 13 and is registered
under the No. KBA-P 00004-96.
Anlagen:
(Annex)
1 Technischer Bericht Nr.
1 Technical Report No
Genehmigungsbehörde
Approval Authority
EB 160.2 E
Kraftfahrt-Bundesamt
Ort - Place:
DE-24932 Flensburg
Datum - Date:
12.08.2011
Unterschrift:
Signature:
Im Auftrag
(Stegemann)
Electronic Function & Safety
Mobilität
Assessment Test Report
Approval Report No:
EB 160.2E
TÜV NORD Mobilität
GmbH & Co. KG
IFM – Institute for Vehicle
Technology and Mobility
(Haldex / BPW ECO Tronic)
Adlerstraße 7
45307 Essen
Tel.: +49 (0)201 825-4120
Fax: +49 (0)201 825-4150
www.tuev-nord.de
Corporate seat: Hannover
Commercial Register section
HRA 27006
0.
General
With respect to the previous TÜV NORD Report EB160.1E this
report covers the following amendments:
- EMC approvals updated to the 03 series of amendments of
ECE-R10 and Directive 72/245/EEC to cover upgrade level
from 2006/28/EC to 2009/19/EC
- Not prescribed messages added in ID_GS0440, Appendix 5
- Amended manufacturer’s information with regard to Trailer
Control Module
- Additional auxiliary I/O variants added (Appendix 7)
- Additional cables added (Appendix 7)
- Editorial amendments
This Test Report is issued in addition to the TÜV NORD ABS
Approval Report No. EB 159.2E (ABS) to cover the special provisions relating to electronic braking systems (EBS) for trailers with
an electric control line and/or an electric control transmission.
The Haldex numbers not fully specified in this report indicate that
deviations from the listed equipment/components are possible.
These, however, have no influence on the function and effect with
regard to the inspection performed.
For the sake of simplicity the “Trailer Electronic Braking System
B P W ECO Tronic Information Document” is abbreviated in
this report to “ I D _ G S 0 4 4 2 ” .
EB160_2E.DOC
Management:
Dr. Klaus Kleinherbers
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 2 / 3 2
1.
Identification
1.1
Manufacturer:
1.1.1
Name and address of authorised representative:
BPW Bergische Achsen KG
Ohlerhammer
D-51674 Wiehl
1.2
System name/model:
EB+
1.3
System variants:
BPW ECO Tronic
This is an integrated EBS package consisting of a nonremovable ECU with the following two possibilities:
Haldex Brake Products Ltd
Redditch
Worcestershire B98 9HA
United Kingdom
- 2M system with integrated twin modulator
- 3M system with integrated twin modulator plus 1M
slave modulator
Note: This variant is identical to the variant EB+ Gen 2
(see TÜV NORD Report EB132.7E) as far as ECE
Regulation 13 is concerned.
BPW is the manufacturer’s authorised representative for this variant only.
1.3.1
System option with:
1.3.1.1 Control function:
E B + S t a b i l i t y (see paragraph 3.2.4.7 below
Roll-over control
2.
System and Installation
2.1.
Scope of application:
EB160_2E.DOC
One or multi-axle trailers of categories O3 and O4 according to the framework Directive 2007/46/EC (70/156/EEC),
Annex II or as defined in Annex 7 to the Consolidated
Resolution on the Construction of Vehicles (R.E.3) with
either drum or disc brakes.
All system configurations as defined in 2.2 above may be
used on semi- or centre-axle trailers.
On full trailers only 4S/3M system may be used.
Approval Report No. E B
Manufacturer:
EBS-System:
2.2
160.2E
Haldex
EB+ / BPW ECO Tronic
Types of interface:
page 3 / 3 2
The system has been designed to operate with towing
vehicles having compressed air braking systems and the
following interface connections:
- one pneumatic supply line and one pneumatic control
line (see paragraph 5.1.3.1.1 of ECE Regulation 13)
or
- one pneumatic supply line, one pneumatic control line
and one electric control line (see paragraph 5.1.3.1.2 of
ECE Regulation 13)
or
one pneumatic supply line and one electric control line
(see paragraph 5.1.3.1.3 of ECE Regulation 13)
The configurations in the following table fulfil all relevant
requirements for the respective interfaces as indicated.
Configuration
5.1.3.1.1
5.1.3.1.2
5.1.3.1.3
2S/2M



2S/2M_SL



2S/2M_DAR
4S/2M






4S/3M



N o t e : The interface connection with one pneumatic supply
line and one electric control line (see paragraph
5.1.3.1.3 of ECE Regulation 13) is currently prohibited
for a towing vehicle or trailer to be approved. However
to ensure forward compatibility the system supports this
interface connection as well (see also ID_GS0442,
paragraph 2.2.1)
2.3
System configurations
2S/1M - 2S/2M* - 2S/2M_SL* - 2S/2M_DAR - 4S/2M* 4S/3M
* These configurations have integrated and non-integrated versions, see also paragraph 1.4 and Appendix 1
of ID_GS0442
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 4 / 3 2
2.4
“End-of-line” programming: A list of the parameter blocks is defined in ID_GS0442,
paragraph 3.2.3.
2.5
Methods of powering:
All system configurations have the ability to accept a continuous power supply via the prescribed special connector
conforming to ISO 7638.
As a backup, an intermittent power supply via the
ISO 1185 (24N) or ISO 12098 connector (stop lamp
circuit is accepted on all system variants apart from those
that employ a slave modulator (see paragraph 1.3 above).
2.5.1
Permanent powering:
The following interfaces provide the primary power
source for the systems:
ISO 7638:1985 (24 V)
5 Pin (71/320/EEC)
ISO 7638:2003 Part 1 (24 V)
5 Pin
ISO 7638:2003 Part 1 (24 V)
7 Pin
Note: The system is also compatible with connectors
produced in accordance with ISO 7638:1997
2.5.2
Intermittent powering:
As a safety backup function in the event of a failure of the
ISO 7638 electrical power, system variants that do not
employ a slave modulator (see paragraph 1.3 above) are
able to receive electrical power from the ISO 1185 (24N)
or ISO 12098 (15 pin) connector (stop lamp circuit). In
this case the EBS function is disabled but the ABS function and (optionally) a dynamic load sensing function are
retained.
Under normal permanent power operation the backup
power has no effect on the operation of the braking system.
In compliance with paragraph 5.2.2.17.2 of ECE-Regulation No. 13:
- It can be confirmed that the EB+ system contains short
circuit monitoring in order to protect the backup supply
from overload (see also paragraph 3.3.12 below), although the maximum available power from the additional supply cannot be determined at the time of system approval.
- The system manufacturer does not supply any marking
or label to indicate that the trailer is equipped with an
additional power supply.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 5 / 3 2
- There is no failure warning device for the purposes of
providing a warning in the event of a failure within the
trailer braking system when the braking system is powered from the additional supply.
- The operation of the braking system from the backup
power source may be verified by two means:
1) By an additional lamp flash (see Appendix 11 of
ID_GS0442) on first application of the backup
power supply (after initialisation of the system), as
long as the permanent power supply is connected
and has no faults and the vehicle has not moved
from rest.
2) With the permanent power supply disconnected, on
application of the backup power supply the modulators will cycle once if there are no other faults present.
- Should a failure exist within the electrical supply of energy from the ISO7638 connector the failure warnings
as described in paragraph 3.3.9 below are continuously
sent.
For more detailed information see ID_GS0442, paragraph
3.4.1.
2.6.
Identification of approved
components:
3.
Verification of performance
3.0
General:
For more detailed information see Section 3 and Appendix 7 of ID_GS0442
The tests defined below were used to establish conformity
with the provisions for trailers with an electric control
transmission and either a pneumatic control line only or a
pneumatic control line and an electric control line or an
electric control line only.
The tests were carried out on a 3-axle disc brake semitrailer with and air reservoir capacity of 80 l and on a
simulation test rig.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
3.1
3.1.1
160.2E
Haldex
EB+ / BPW ECO Tronic
Compliance with ECE-R13
Annex 16:
page 6 / 3 2
The requirements of Annex 16 apply only to towing vehicles and trailers equipped with an electric control
line as defined in paragraph 2.24. of the Regulation.
Prescribed messages transmitted from
the towing vehicle to the trailer
Annex 16, paragraph 2.1.1: The following messages are received and processed by
EB+:
Function / Parameter
Service/secondary
brake demand value
ISO 11992-2:2003
Two electrical circuits
brake demand value
EBS12 Byte 3
Bit 1-2
EBS12 Byte 3
Bit 5-6
Pneumatic control line
3.1.2
EBS11 Byte 3-4
Regulation No. 13
Annex 10, paragraph 3.1.3.2.
paragraph 5.1.3.2.
paragraph 5.1.3.2.
Prescribed messages transmitted from
the trailer to the towing vehicle
Annex 16, paragraph 2.1.2: The following messages are transmitted by EB+:
Function / Parameter
VDC Active / passive
Regulation No. 13
EBS21 Byte 2
Annex 21, paragraph 2.1.6
Bit 1-2
Vehicle electrical
supply sufficient /
insufficient
EBS22 Byte 2
Red warning signal
request
EBS22 Byte 2
Supply line braking
request
EBS22 Byte 4
Stop lamps request
Vehicle pneumatic
supply sufficient /
insufficient
EB160_2E.DOC
ISO 11992-2:2003
Bit 1-2
Bit 3-4
Bit 3-4
EBS22 Byte 4
Bit 5-6
EBS23 Byte 1
Bit 7-8
paragraph 5.2.2.20.
paragraphs
5.2.2.15.2.1.,
5.2.2.16. and
5.2.2.20.
paragraph
5.2.2.15.2.
paragraph
5.2.2.22.1.
paragraph 5.2.2.16.
Approval Report No. E B
Manufacturer:
EBS-System:
3.1.3
160.2E
Haldex
EB+ / BPW ECO Tronic
Prescribed warnings by the
motor vehicle (Annex 16,
paragraph 2.2):
page 7 / 3 2
The following warnings are transmitted by EB+:
Function / Parameter
ISO 11992-2:2003
Regulation No. 13
EBS21 Byte 2
Bit 1-2
Annex 21, paragraph 2.1.6
EBS22 Byte 2 Bit
3-4
paragraph
5.2.1.29.2.1.
VDC Active / passive
Red warning signal
request
3.1.4
3.1.5
Prescribed messages
supported by the trailer
Annex 16, paragraph 2.3.2:
The following prescribed messages are transmitted by
EB+:
Function / Parameter
ISO 11992-2:2003
Vehicle service brake active / passive
EBS22 Byte 1, Bit 5-6
Braking via electric control line
supported
EBS22 Byte 4, Bit 7-8
Geometric data index
EBS24 Byte 1
Geometric data index content
EBS24 Byte 2
Towing vehicle messages
with respect to certain functions/ parameters (Annex 16,
paragraph 2.4.1:
The following tables shows which messages are received
from the towing vehicle and processed by EB+:
Function / Parameter
EB160_2E.DOC
ISO 11992-2:2003
Received
Vehicle type
EBS11 Byte 2, Bit 3-4
VDC (Vehicle Dynamic
Control) Active / passive
EBS11 Byte 2, Bit 5-6
no
Brake demand value for
front or left side of vehicle
EBS11 Byte 7
no
Brake demand value for
rear or right side of vehicle
EBS11 Byte 8
no
ROP (Roll Over Protection) system enabled/disabled
EBS12 Byte 1, Bit 3-4
no
YC (Yaw Control) system
enabled/disabled /
EBS12 Byte 1, Bit 5-6
no
Enable/disable trailer ROP
(Roll Over Protection) system
EBS12 Byte 2, Bit 1-2
no
Enable/disable trailer YC
EBS12 Byte 2, Bit 3-4
no
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 8 / 3 2
Function / Parameter
ISO 11992-2:2003
Received
Traction help request
RGE11 Byte 1, Bit 7-8
yes
Lift axle 1 - position request
RGE11 Byte 2, Bit 1-2
yes
Lift axle 2 - position request
RGE11 Byte 2, Bit 3-4
yes
Steering axle locking request
RGE11 Byte 2, Bit 5-6
no
Seconds
TD11 Byte 1
no
Minutes
TD11 Byte 2
no
Hours
TD11 Byte 3
no
Months
TD11 Byte 4
no
Day
TD11 Byte 5
no
Year
TD11 Byte 6
no
Local minute offset
TD11 Byte 7
no
Local hour offset
TD11 Byte 8
no
(Yaw Control) system
Note: The messages above shall be supported by the
trailer as appropriate when it is installed with a
function associated with that parameter:
3.1.6
Trailer messages with respect
to certain functions/ parameters
Annex 16, paragraph 2.4.2: The following tables shows which are transmitted by EB+:
Function / Parameter
ISO 11992-2:2003
Support of side or axle
wise brake force distribution
EBS21 Byte 2, Bit 3-4
no
Wheel based vehicle
speed
EBS21 Byte 3-4
yes
Lateral acceleration
EBS21 Byte 8
yes
Vehicle ABS active /
passive
EBS22 Byte 1, Bit 1-2
yes
Amber warning signal
request
EBS22 Byte 2, Bit 5-6
yes
Vehicle type
EBS22 Byte 3, Bit 5-6
yes
Loading ramp approach assistance
EBS22 Byte 4, Bit 1-2
yes
EBS22 Byte 5-6
yes
EBS23 Byte 1, Bit 1-2
no
Axle load sum
Tyre pressure sufficient
EB160_2E.DOC
Transmitte
d
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 9 / 3 2
Function / Parameter
ISO 11992-2:2003
Transmitte
d
Brake lining sufficient /
insufficient
EBS23 Byte 1, Bit 3-4
yes
Brake temperature
status
EBS23 Byte 1, Bit 5-6
no
Tyre / wheel identification (pressure)
EBS23 Byte 2
no
Tyre / wheel identification (lining)
EBS23 Byte 3
no
Tyre / wheel identification (temperature)
EBS23 Byte 4
no
Tyre pressure (actual
tyre pressure)
EBS23 Byte 5
no
Brake lining
EBS23 Byte 6
yes
Brake temperature
EBS23 Byte 7
no
Brake cylinder
pressure first axle left
wheel
EBS25 Byte 1
no
Brake cylinder
pressure first axle right
wheel
EBS25 Byte 2
no
Brake cylinder
pressure second axle
left wheel
EBS25 Byte 3
no
Brake cylinder
pressure second axle
right wheel
EBS25 Byte 4
no
Brake cylinder
pressure third axle left
wheel
EBS25 Byte 5
no
Brake cylinder
pressure third axle
right wheel
EBS25 Byte 6
no
ROP (Roll Over Protection) system enabled/disabled/
EBS25 Byte 7, Bit 1-2
no
YC (Yaw Control) system enabled/disabled
EBS25 Byte 7, Bit 3-4
no
Traction help
RGE21 Byte 1, Bit 5-6
yes
Lift axle 1 position
RGE21 Byte 2, Bit 1-2
yes
Lift axle 2 position
RGE21 Byte 2, Bit 3-4
yes
Steering axle locking
RGE21 Byte 2, Bit 5-6
yes
Tyre wheel identification
RGE23 Byte 1
no
/ insufficient
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 0 / 3 2
Function / Parameter
ISO 11992-2:2003
Transmitte
d
Tyre temperature
RGE23 Byte 2-3
no
Air leakage detection
(Tyre)
RGE23 Byte 4-5
no
RGE23 Byte 6, Bit 1-3
no
Tyre pressure
threshold detection
3.1.7
3.2
List of supported messages
and parameters:
Compliance with ECE-R13
Annex 17:
Appendix 5 of ID_GS0442 shows which of the ISO 11992
messages and parameters are supported.
Annex 17 provides an example of tests to perform the assessment of functional compatibility of towing and towed
vehicles equipped with electric control lines by checking
that the relevant provisions of ISO 11992:2003 parts 1 and
2 (including Amendment 1:2007) are fulfilled.
Compliance with the relevant provisions was proved by
the test report mentioned under paragraph 3.2.1 below and
by demonstration of the bus failure conditions 1 to 8 as defined in paragraph 5.4.3.1 of ISO 11992-1 (2003) showing
that the specified failure mode requirements had been integrated into the system.
3.2.1
Test Report ISO 11992:
The manufacturers provided two test reports:
- C9685: (ISO 11992 Part 1 - 2003)
- C9686: (ISO 11992 Part 2 - 2003)
for the controller which demonstrates compliance that the
interface, including the physical layer, data link layer and
the application layer and the respective position of supported messages and parameters, complies with standard
ISO 11992.
See also paragraph 5.7 of ID_GS0442
3.2.2
Towing vehicle simulator:
EB160_2E.DOC
A towing vehicle simulator was used with an interface according to ISO 7638:1997 (7 pin) which was able to receive all of the messages transmitted by the test trailer and
was capable of transmitting all motor vehicle messages
defined within ISO 11992-2: 2003.
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 1 / 3 2
The simulator was equipped with a failure warning display
and an electrical power supply for the trailer.
During verification the parameters and messages were
read directly by proprietary CAN analyser (Vector
CANalyser) and displayed on a monitor. This analyser
provided a direct readout of messages with the parameters
in the data field shown in the correct order in relation to
time.
The simulator together with the analyser was capable of
measuring the brake system response time in accordance
with paragraph 3.5.2. of Annex 6 to ECE-Regulation
No. 13.
3.2.3
Towed vehicle simulation:
3.2.4
Functional checks
3.2.4.1 Service brake system:
For the bench tests the following equipment was also
used:
- Wheel speed signal simulator (open loop)
- Pressure sensor simulator (open or closed loop according to test)
- Solenoid breakout and monitor box so that faults could
be introduced and observed
With the towing vehicle simulator connected to the trailer
via the ISO 7638 interface and all towing vehicle
messages relevant to the interface being transmitted the
following checks were carried out (cp. paragraphs
4.2.2.1.1.1 and 4.2.2.1.1.2 of Annex 17 respectively):
The trailer response to the parameters defined in EBS11 of
ISO 11992-2 were in all cases (listed in this paragraph)
verified as follows:
- pressure in the supply line at the start of each test was
> 700 kPa
- laden state of the vehicle simulated
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 2 / 3 2
a) Both pneumatic and electric control lines connected:
- both control lines be signalled simultaneously
- the motor vehicle message byte 3, bits 5–6 of EBS12
was set to 01b and transmitted to the trailer to indicate that a pneumatic control line is connected
EBS11, byte 3–4
prescribed
0
33280d
[650 kPa]
*
pressure at the brake chambers
prescribed
measured*
0 kPa
0 kPa
650 kPa (brake
660 kPa
calculation)
gauge reading
b) Electric control line only connected:
- the motor vehicle message byte 3, bits 5–6 of
EBS12 was set to 00b and transmitted to the trailer
to indicate that a pneumatic control line is not
available
- byte 3, bits 1–2 of EBS12 set to 01b to indicate to
the trailer that the electric control line signal is generated from two independent electric circuits.
EBS11, byte 3–4
prescribed
0
33280d
[650 kPa]
*
pressure at the brake chambers
prescribed
measured*
0 kPa
0 kPa
650 kPa (brake
660 kPa
calculation)
gauge reading
Trailer equipped with only an electric control line
The provisions in paragraph 4.2.2.1.2 of Annex 17 are not
applicable as the EB+ system is only designed for trailers
utilising connections according to paragraph 5.1.3.1.2 of
ECE-Regulation No. 13 (one pneumatic supply line, one
pneumatic control line and one electric control line).
Trailer connected with only an electric control line
In the case that a braking performance of at least 30 per
cent of the prescribed performance for the service braking
system of the trailer can no longer be ensured, paragraph
5.2.2.15.2 of the ECE-Regulation No. 13 and paragraph
4.2.2.1.3 of Annex 17 require that either the "supply line
braking request" signal (byte 4, bits 3-4 of EBS22, set to
01b) via the data communication part of the electric
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 3 / 3 2
control line is sent or an automatic braking is invoked by
the continuous absence of the data communication
invoked (see also paragraph 5.2.1.27.10 of ECERegulation No. 13).
A failure (open circuit brake apply solenoid) was simulated where the prescribed service braking performance
could not be met.
General test conditions:
- Pressure in the supply line at the start of each test was
> 700 kPa
- The electric control line was connected to the motor
vehicle simulator.
- Byte 3, bits 5-6 of EBS12 was set to 00b to indicate to
the trailer that a pneumatic control line is not available.
- Byte 3, bits 1-2 of EBS12 was set to 01b to indicate to
the trailer that the electric control line signal was generated from two independent circuits.
- With no fault present in the trailer braking system the
braking system was communicating with the motor vehicle simulator byte 4, bits 3-4 of EBS22 was set to
00b.
This failure was introduced under two speed conditions
a) vehicle stationary
b) vehicle travelling at a constant speed > 30 km/h
Observation in the case a
Trailer response after introduction of the fault:
- supply line braking request byte 4, bits 3–4 of EBS22,
set to 01b
- Red warning signal request byte 2, bits 3–4 of EBS22
and set to 01b
- yellow warning signal transmitted via Pin 5 of the ISO
7638 connector
- byte 2, bits 5–6 of EBS22 transmitted by the trailer and
set to 01b (amber warning signal request)
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 4 / 3 2
Observation in the case b
Trailer response as case a, however, after a period of about
5 s the ISO 11992 data communication to the motor vehicle simulator was terminated because no deceleration was
detected in response to the supply line braking request.
3.2.4.2 Failure Warning:
(Annex 17/4.2.2.2)
The following failures as prescribed in ECE-Regulation
No. 13 were simulated after which the warning messages
and signals were detected at the ISO 7638 interface:
a) Permanent failure within the electric control transmission which precludes the service braking performance
being met
Both pneumatic and electric control lines connected
A permanent failure (brake apply solenoid permanently
shortened to B+) within the electric control transmission
was simulated. After recognizing this fault the ECU electrically isolates all solenoids and the system reverts to entirely pneumatic control.
- Observation 1 with semi-trailer
- yellow signal transmitted via Pin 5 of the ISO 7638
connector
- byte 2, bits 5–6 of EBS22 transmitted by the trailer
and set to 01b (amber warning signal request)
- Observation 2 with full trailer
In addition to observation 1 also the red warning signal
request is transmitted by the trailer:
- byte 2, bits 3–4 of EBS22; set to 01b
Note: In the case of semi-trailer the simulated fault does
not preclude the service braking system performance from being fulfilled whereas in the case of
full trailer the service braking system performance (without locking of the wheels) cannot be
guaranteed (due to unknown distribution of
braking forces).
See also Appendix 8 of ID_GS0442
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 5 / 3 2
Trailer connected with only an electric control line
(according to paragraph 5.1.3.1.3 of ECE-Regulation No. 13)
See test conditions and trailer responses as described in
paragraph 3.2.4.1 (“Trailer connected with only an
electric control line”) above.
b) Low voltage warning
Verification of compliance with the provisions of paragraph 5.2.2.20 of ECE-R13; reduction of the voltage
on Pins 1 and 2 of the ISO 7638 connector below 19 V
Trailer response:
- byte 2, bits 1–2 of EBS22 transmitted by the trailer
and set to 00b (vehicle electrical supply insufficient)
- yellow warning signal transmitted via Pin 5 of the
ISO 7638 connector
- byte 2, bits 3–4 of EBS22 transmitted by the trailer
and set to 01b (red warning signal request)
- byte 2, bits 5–6 of EBS22 transmitted by the trailer
and set to 01b (amber warning signal request)
c) Low system supply pressure warning
Verification of compliance with the provisions of paragraph 5.2.2.16 of ECE-R13:
The pressure in the trailer air reservoir was reduced below the nominated value of 450 kPa.
Trailer responses when the pressure had reached a
value of  450 kPa in the air reservoir:
- byte 1, bits 7–8 of EBS23 transmitted by the trailer
and set to 00b (vehicle pneumatic supply insufficient)
- byte 2, bits 3–4 of EBS22 transmitted by the trailer
and set to 01b (red warning signal request)
- warning signal transmitted via Pin 5 of the ISO 7638
connector (yellow warning)
- byte 2, bits 5–6 of EBS22 transmitted by the trailer
and set to 01b (amber warning signal request)
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 6 / 3 2
d) Verification of the warning signal indication at system energisation (compare paragraph 5.2.1.29.5 of
ECE-Regulation No. 13)
When the electrical part of the braking equipment was
first energised byte 2, bits 3-4 of EBS22 was transmitted by the trailer and set to 01b (red warning signal).
After the braking system had checked that no defects
that require identification by the red warning signal
were present the above message was set to 00b (no red
warning signal).
The yellow warning signal was also transmitted via pin
5 of the ISO7638 connector in accordance with paragraph 3.4.3 and Appendix 11 of ID_GS0442.
In addition, byte 2, bits 5–6 of EBS22 transmitted by
the trailer and set to 01b (amber warning signal request).
3.2.4.3 Response time
(Annex 17/4.2.2.3):
2S/2M:
The response time was measured in accordance with the
requirements of Annex 6 of ECE-R13 for both the pneumatic and electric control lines with a normal and a simulated high bus loading of the CAN as follows:
Test conditions
[ s e mi - t r a i l e r w i t h
8 0 l a ir
reservoir]
initial reservoir
pressure
control line demand
signal
75 % of the measured
asymptotic pressure
in the brake chamber
measured response
time
EB160_2E.DOC
test with
electrical
control
line
test with
pneumatic
control line,
with REV
test with
pneumatic
control line,
without REV
650 kPa
650 kPa
650 kPa
33280d
650 kPa
650 kPa
476 kPa
436 kPa
450 kPa
0,25 s
0,33 s
0,34 s
[650kPa]
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
4S/3M:
page 1 7 / 3 2
Test conditions
[ s e mi- tr a ile r w ith 1 2 0 l a ir
reservoir]
initial reservoir pressure
control line demand signal
test with
electrical
control
line
test with
pneumatic
control line,
with REV
650 kPa
650 kPa
33280d
650 kPa
[650 kPa]
electric control line demand signal
(10 %-value)
measured asymptotic pressure in the
brake chamber with a digital demand
signal in the electric control line of
33280d bit
CAN Repeater:
3.2.4.4 Illumination of stop lamps:
3.2.4.5 Automatically commanded
braking (Annex 17/4.2.2.4):
3328d
65 kPa
[65 kPa]
600 kPa
590 kPa
75 % of the measured asymptotic
pressure in the brake chamber
450 kPa
443 kPa
measured response time (average of 3
measurements)
0,262 s
0,340 s
In addition to the above tests, response time tests were
carried out with the optional CAN Repeater (see Appendix
2 to this report).
The message requirement "illuminate stop lamps" specified in paragraphs 5.2.2.22.1 and 5.2.2.22.2 of ECERegulation No. 13 was verified, see paragraph 3.2.4.5 below.
Stop lamps request: EBS22 Byte 4, Bits 5-6, set to set to
01b
See also ID_GS0442, paragraph 1.5.3.
EB+ incorporates automatically commanded braking and
this was verified in two ways –
a) The roll-over control function (ID_GS0442, paragraph
1.5.3.7) was activated. An unstable driving condition
was simulated. Wheel speed signals were simulated
using the end-of-line test program and an external accelerometer was tilted in a vertical plane to simulate a
high lateral acceleration which caused the roll-over
control function to initiate an automatically commanded braking event, see also paragraph 3.2.4.7 below.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 1 8 / 3 2
b) The Soft Docking function (ID_GS0442 paragraph
1.5.3.8) was activated. An obstruction was placed
within 1 m of the ultrasonic sensors, which initiated an
automatically commanded braking event.
Irrespective of the deceleration, the EB+ always transmits
the "illuminate stop lamps" request in the event of automatically commanded braking (see also paragraph
5.2.2.22.1 of ECE-Regulation No. 13).
In the cases above the message EBS22 byte 4, bits 5-6 was
monitored using CANalyser. The data was set to 01b to request stop lamp illumination during the automatically
commanded braking events. When there was no automatically commanded braking the data changed to 00b.
3.2.4.6 Geometric Data:
In order to verify the geometric data content the CAN data
of the message EBS24 was recorded and monitored on the
CANalyser. The following data was received which corresponded to the vehicle setup programmed:
Index (d)
EBS24 Byte 1
Data (d)
EBS24 Byte 2
0
0 (semi-trailer)
1
65 (6.5 m)
2
185 (1.85 m)
3
3 (axles)
4
- (Not draw-bar) [FFh]
5
1 (lift axles)
6
1 (lift axle position)
7
- (lift axle position) [FFh]
8
- (Not defined) [FFh]
9
- (Not defined) [FFh]
10
- (Not defined) [FFh]
11
14 (1.4 m)
12
14 (1.4 m)
13 – 29
EB160_2E.DOC
- (Not defined) [FFh]
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
3.2.4.7 Vehicle stability function:
3.2.4.8 Braking via electric
control line:
3.2.5
Additional messages supported by the trailer:
3.2.5.1 Wheel based vehicle speed:
page 1 9 / 3 2
The EB+ incorporates the roll-over control function “EB+
Stability”. During the test described in paragraph 3.2.4.5
a) it was verified that during the intervention of the
vehicle stability control function the VDC message EBS21
byte 2 bits 1-2 was set to 01b (VDC active) and the
parameter 01b changed to 00b (VDC passive) when the
vehicle stability function was inactive.
See also ID_GS0442, paragraph 1.5.3.7.
The EB+ supports the electric control line and the message
EBS22 byte 4 bits 7-8 are always set to 01b. This was verified by observing the data on the CANalyser.
The s u p p o r t e d messages listed in the table of paragraph 3.1.6 above were verified as follows:
Message EBS21 Byte 3-4:
This message was monitored using CANalyser while the
vehicle was at a simulated speed of 31 km/h; message
EBS21 Byte 3-4 corresponded to this speed.
3.2.5.2 Lateral acceleration:
Message EBS21 Byte 8:
This message was monitored using CANalyser while tilting an external lateral accelerometer. The external accelerometer was tilted at 45 degrees in each direction to simulate left and right lateral acceleration. The corresponding
values were shown on the CANalyser.
3.2.5.3 Vehicle ABS active / passive: EBS22 Byte 1, Bit 1-2:
This message was monitored using CANalyser while
simulating ABS events using the wheel speed simulator.
Whilst the ABS was active the data was set to 01b. Approximately 2.5s after the end of ABS activity the data
was reset to 00b.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
3.2.5.4 Amber warning signal request:
3.2.5.5 Vehicle type:
page 2 0 / 3 2
Message EBS22 Byte 2, Bit 5-6:
This message was monitored using CANalyser while introducing a fault into the EB+ system. Sensor 1A was disconnected to generate the amber warning signal. The value
transmitted while there was no fault was 00b and after the
fault was introduced was 01b.
Message EBS22 Byte 3, Bit 5-6:
This message was monitored using CANalyser. The EB+
was programmed using the end-of-line test program as a
3-axle semi-trailer. EBS22 byte 3, bits 5-6 was set to 00b.
The data remains 00b unless ‘dolly’ is set as the vehicle
type in the end-of-line test program, in which case the data
changes to 01b.
3.2.5.6 Loading ramp approach
assistance:
3.2.5.7 Axle load sum:
Message EBS22 Byte 4, Bit 1-2:
This message was monitored using CANalyser while
simulating reversing up to an obstruction with an EB+
system configured for Soft Docking. The Soft Docking
system (see below option a)) was connected and an obstruction placed in front of a sensor to activate the automatically commanded braking. The signal bits 1-2 was active (01b) during the brake application and passive (00b)
afterwards. In addition the message EBS22 byte 4 bits 5-6
was sent; see paragraph 3.2.4.5 above.
The Soft Docking system uses signals from an external
controller, connected using either a) Aux 4 or 5 or b) diagnostic CAN bus (see ID_GS0442, paragraph 1.5.3.8).
Both options support message EBS22 Byte 4, Bit 1-2.
Message EBS22 Byte 5-6:
This message was monitored using CANalyser. The suspension pressure was altered between the unladen and
laden values by use of a pressure regulator. The system
calculated the corresponding load in kg. The transmitted
axle load sum was monitored and verified.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
3.2.5.8 Brake lining sufficient / insufficient:
3.2.5.9 Traction help:
page 2 1 / 3 2
Message EBS23 Byte 1, Bit 3-4:
This message was monitored using CANalyser with the
EB+ system configured for lining wear indication. The
data was initially 01b to show that the brake lining was
sufficient. When the lining wear sensor was open circuited
the data changed to 00b to show that the brake lining was
insufficient.
Message RGE21 Byte 1, Bit 5-6:
The EBS was programmed with the following settings:
- Unladen air bellows pressure = 70 kPa
- Laden air bellows pressure = 500 kPa
- 3-axle semi-trailer with lift-able axle 1 (front)
The air bellows pressure was simulated initially as 480
kPa (95% loaded).
The “Traction help status” in message RGE21 byte 1, bits
5-6 was monitored using CANalyser.
The value was initially set to 00b to indicate that traction
help was inactive.
When the traction help switch input was activated, the
“Traction help status” was changed to 01b.
The simulated air bellows pressure was then increased
slowly. When the pressure reached 640 kPa (> 130%
loaded) the “Traction help status” was changed back to 00.
See also ID_GS0442 paragraph 5.1.3.10.
3.2.5.10 Lift axle 1 position:
Message RGE21 Byte 2, Bit 1-2:
Lift axle 2 position:
Message RGE21 Byte 2, Bit 3-4:
This message was monitored using CANalyser with an
EB+ system configured for ‘ILAS-E’ front and rear lift
axles. The front axle was set to lift below 60% load and
the rear axle set to lift below 30% load.
The vehicle load percentage value was simulated using the
Haldex end-of-line program. With the percentage load set
above 60% both lift axles were down. The transmitted parameter value for both lift axles was 00b.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 2 2 / 3 2
The percentage load was reduced to below 60%. The front
axle was raised and the transmitted parameter value for lift
axle 1 was changed to 01b.
The percentage load was reduced to below 30%. The rear
axle was raised and the transmitted parameter value for lift
axle 2 was changed to 01b.
3.2.5.11 Steering axle locking:
Message RGE21 Byte 2, Bit 5-6:
The EB+ system was configured to lock a steer axle via an
auxiliary relay above 25 km/h and unlock below 20 km/h.
The vehicle speed was simulated using the end-of-line
program, whilst the status message was monitored using
CANalyser. The value was set to 00b when the speed was
initially 10 km/h. The speed was increased to 31 km/h and
the value changed to 01b. When the speed was reduced to
22 km/h the value remained 01b, but when reduced to 18
km/h the value changed back to 00b.
3.3
Additional checks:
(Annex 17/4.2.3)
In addition to the verification procedure according to Annex 17 of ECE-R13 (see section 3.2 above) compliance
with the following provisions of ECE-Regulation No. 13
were demonstrated:
3.3.1
Failure detection signal:
Not applicable (paragraph 5.1.1.5 of ECE-Regulation
No. 13)
3.3.2
Control line arbitration:
In the case of defect in one of the control lines between
the towing and towed according to paragraph 5.1.3.1.2 of
ECE-Regulation No. 13 the trailer used the control line
not affected by the failure to ensure, automatically, the
braking performance prescribed for the trailer according to
paragraph 3.1. of Annex 4 of ECE-R13.
With the electric and pneumatic signal present at the coupling head the system uses the electric control signal. In
the case of a failure of the electric control line the system
switches automatically to the pneumatic control line (paragraph 5.1.3.4.1 of ECE-Regulation No. 13). This was verified by the following tests:
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 2 3 / 3 2
- Priority of electrical control line
The electric control line was set to a constant brake demand of 200 kPa. The pneumatic control line pressure
was varied between 300 and 800 kPa. The brake delivery pressure remained constant at 200 kPa.
- Reversion to pneumatic control on failure in electric
control line
The electric control line was set to a constant brake demand of 200 kPa. The pneumatic control line pressure
was set to 500 kPa. The brake delivery pressure was
measured as 200 kPa. A failure was introduced in the
electric control line which caused a yellow warning
signal via pin 5 of the ISO 7638 connector (and simultaneously the amber warning signal request via
ISO 11992) and the brake delivery pressure was observed to change to 500 kPa.
3.3.3
Pneumatic line failure:
Paragraph 5.1.3.4.3 of ECE Regulation 13 requires that the
driver is warned when the pneumatic signal is not present.
If a pneumatic signal is not present and the electric control
signal exceeds the equivalent of 100 kPa for more than
1 s, the yellow warning signal is transmitted via pin 5 of
the ISO 7638 connector (and simultaneously the amber
warning signal request via ISO 11992).
3.3.4
Electric control line:
EB160_2E.DOC
Paragraph 5.1.3.6 of ECE-Regulation No. 13 requires that
the electric control line shall transfer information exclusively for braking and running gear functions and that the
braking functions have priority and shall be maintained in
the normal and failed modes.
The EB+ system software does not process any incoming
messages other than EBS11 and EBS12 and running gear
messages and the brake messages are given the highest
priority according to requirements of standard ISO 11992.
Priority of brake demand: By loading the CAN bus with
additional non braking messages (using the Vector
CANalyser) when the brake demand was generated it was
demonstrated that the observed delivery pressure did not
change.
Approval Report No. E B
Manufacturer:
EBS-System:
3.3.5
160.2E
Haldex
EB+ / BPW ECO Tronic
Distribution of braking:
page 2 4 / 3 2
Paragraph 5.2.2.5 of ECE Regulation 13 requires that systems that incorporate functions - such as anti-lock - which
may cause deviation from the longitudinal symmetrical
distribution of braking must be declared.
3.3.5.1 Declared functions:
The EB+ system includes the following functions which
may result in a deviation from the longitudinal braking
distribution. In compliance with the requirements above
these functions have been taken into consideration during
the evaluation of the systems safety concept (see Appendix 1 to this report) and section 5 of ID_GS0442.
- Anti-lock braking:
The manufacturer declared that all variants of the system
incorporate an anti-lock braking function that automatically controls wheel slip of the directly controlled wheels
to prevent wheel locking. See also ID_GS0442 paragraph
1.5.2.
- Roll-over control:
The manufacturer declared that all 2M and 3M variants of
the system may optionally incorporate a stability function
that automatically applies the brakes to one or more sides
of the vehicle as part of a detection routine and/or vehicle
stabilising function. See also ID_GS0442 paragraph
1.5.3.7 and Manufacturer’s Information Document GS
0333 for this function (see TÜV NORD Report
EB165.0E).
3.3.5.2 Electronic brake distribution: n / a (see Annex 10, paragraph 7.5 of ECE Regulation 13)
3.3.5.3 Brake force enhancement:
3.3.6
At high control line pressures (emergency braking at
pm  650 kPa) the delivery pressure gradient is increased
(see also paragraph 1.5.3.1 of ID_GS0442).
Compensation for deterioration or defect within the braking system:
The EB+ system logic does not include brake compensation. Thus, the provisions of paragraph 5.2.2.5.1 of ECERegulation No. 13 do not apply.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
3.3.7
160.2E
Haldex
EB+ / BPW ECO Tronic
Suppression of automatic
braking:
- Pressure switch or sensor
fitted:
- Pressure switch or sensor
not fitted:
3.3.8
page 2 5 / 3 2
See paragraph 3.6 of ID_GS0442
This function is not effective when the vehicle is stationary. To verify compliance with paragraph 5.2.2.12.1 of
ECE-R13 a vehicle speed was simulated at the test trailer
during a static test. On supply line failure a red warning
signal was transmitted irrespective of reservoir pressure.
When the pressure in the air reservoir fell below 450 kPa
the trailer brakes were automatically applied.
This function is not effective.
Failures in the electric control
transmission:
The EB+ system does not distinguish between temporary
failures with a duration of  40 ms and continuous failures.
In the case of a single failure within the electric control
transmission caused by an interruption of the electrical
power supply (open circuit) a reset occurred and then the
red and yellow warning signals (warning signal sequence)
were transmitted to the motor vehicle. For the duration of
the reset the service brake performance was controlled by
the pneumatic control line without pressure reduction (ratio 1:1); see also Appendix 8 of ID_GS0442.
In the case of a failure within the electric control transmission (e.g. breakage, disconnection), the required braking
performance of at least 30 per cent of the prescribed performance for the service braking system is ensured by the
non-failed part of the pneumatic control transmission.
4S/3M system: A failure (disconnection) in the link cable
between master and slave ECU assembly was introduced.
System reactions to this failure:
- illumination of the yellow warning signal
- reversion to pneumatic push-through (see ID_GS0442,
paragraph 5.2.1) and loss of load apportioning function
on axle controlled by the slave modulator
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
3.3.9
160.2E
Haldex
EB+ / BPW ECO Tronic
Failure of energy supply
available from ISO 7638:
page 2 6 / 3 2
A failure within the energy supply available from the ISO
7638 connector (see paragraph 5.2.2.15.2.1 of ECE-R13)
had the following effects:
a) Open circuit failure of Pin 1:
A yellow warning signal via pin 5 of the ISO 7638 connector and a red and an amber warning signal via the
data communication part of the electric control line
were sent.
b) Open circuit failure of Pin 2 or Pin 3 or Pin 4
A yellow warning signal via pin 5 of the ISO 7638 connector was sent.
Note:
Failure of pin 2 or 4 also results in the loss of the
communications part of the electric control transmission.
A failure in the power transmission part of the electric
control transmission (pins 1, 2 or 4) causes the system to
revert to entirely pneumatic control.
In the case of a failure in pin 3 there is no loss of system
function, although an advisory yellow warning signal is
sent on pin 5. (See also paragraph 3.3.9 b).
When the optional CAN Repeater is installed, the intermediate power lines 1 to 4 between the Repeater and the EBS
have the same failure modes as the pins 1 to 4 on the
ISO7638 connection.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
3.3.10
160.2E
Haldex
EB+ / BPW ECO Tronic
page 2 7 / 3 2
Low energy test according to
para. 5.2.2.16.1 of ECE-R13: Starting from a pressure of 450 kPa in the air reservoir
(80 l) of the test trailer the service brake control was applied 5 times (pm = 650 kPa). At the fifth full-stroke actuations a pressure of 390 kPa in the air reservoir was obtained. The necessary pressure for the prescribed performance of 22.5 % was for the actual test vehicle 285 kPa (according to the respective brake calculation).
3.3.11 Warning signals:
See also paragraph 5.2.2.17 of ECE-Regulation No. 13
Warning signal indication:
Failures or defects of the brake system were signalled to
the motor vehicle via the ISO 7638 connector by the red
(pins 6/7) and/or yellow (pin 5) warning signal(s).
General Note:
The amber warning signal request is always transmitted in
parallel with the yellow warning signal via Pin 5 of the
ISO 7638 connector when the ISO 11992 data communication is available.
See also paragraph 3.2.4.2 above.
Warning signal sequence:
All configurations have the option of two discrete warning
signal sequences - see paragraph 3.4.3 and Appendix 11 of
ID_GS0442 - both of which fulfil the prescribed requirements of paragraphs 4.1.1 and 4.1.2 (including footnote 3)
of Annex X of Directive 71/320/EEC and Annex 13 of
ECE-Regulation No. 13 respectively.
On the test vehicle the warning signal sequence “option “A” (see paragraph 3.4.3 of ID_GS0442) was realised
and positively verified.
Red warning signal
The red warning signal request is sent to the motor vehicle
in the following cases:
- Low voltage warning (see paragraph 3.2.4.2 b above)
- Low system supply pressure warning (see paragraph
3.2.4.2 c above)
- Activation of the "supply line braking request" signal
(byte 4, bits 3 4 of EBS22, set to 01b), see paragraph
3.2.4.1 b.
- Supply line failure warning (see paragraph 3.3.7 above)
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 2 8 / 3 2
In addition, in the case of full trailers, the red warning signal request is sent when there is a failure which results in
the simultaneous loss of both load sensing and anti-lock
function (and when the data communication according to
ISO 11992 is available).
Non specified failures::
Non-specified faults (e.g. failure in the control channel of
the auxiliary equipment) shall be indicated only by the
flashing of the warning signal (see paragraph 5.2.2.17 and
5.2.1.29.6. of ECE-Regulation No. 13).
However, the warning signal shall be extinguished when
the vehicle speed exceeds 10 km/h (paragraph 5.2.1.29.6.3
of ECE-Regulation No. 13).
The following tests were carried out:
a) Introduction of a non-specified fault (suspension relay
o/c) at a vehicle speed  10 km/h with the following reduction of the vehicle speed to 0 km/h
System response: No warning signal was transmitted.
b) With the failure according a) still present the ignition of
the system was switched off and on again.
System response: After energising the EB+ system the
flashing of the yellow signal started only after the normal warning signal sequence was completed (see also
Appendix 11 of ID_GS0442)
c) With the failure according a) still present, in addition a
specified failure (sensor 1A o/c) was introduced.
System response: The flashing yellow warning signal
was replaced by a non-flashing signal.
Failure mode simulation:
Based on the information according to Appendix 8 of
ID_GS0442 external failures (in addition to the tests
mentioned under paragraph 3.2.4.2 above) were simulated
on the vehicle and on a test rig both with regard to the sensors and modulators and to the related electrical cables.
The failures were detected and indicated as specified in
the above mentioned manufacturer’s Information
Document.
For the simulation of internal ECU-faults see paragraph
3.5 below “Safety assessment” and Appendix 1 to this report respectively.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 2 9 / 3 2
3.3.12
Protection of braking system: The braking system is protected from an overload external
to the braking system according to paragraph 5.2.2.18 of
ECE-Regulation No. 13.
This function was checked by simulating a short circuit
(s/c) of the power supply of the suspension reset to ride
height solenoid. After the detection of the s/c the power
supply of the solenoid was switched off by the EB+ ECU.
There was no influence in the braking pressure.
3.3.13
Dynamic sensor fault:
A dynamic sensor fault was introduced at a vehicle speed
of greater than 10 km/h. After reducing the speed to zero
and switching the ignition on and off the “permanent” yellow failure warning signal was transmitted via pin 5 of the
ISO 7638 connector (and simultaneously the amber warning signal request via ISO 11992) (see paragraph
5.1.2.29.5 ECE-R13 and paragraph 4.1.2 of Annex 13 to
ECE-Regulation No. 13).
Where only one wheel is rotating, the time to recognise
(and store in memory) the failure of the non-rotating
wheel(s) is dependent on the speed of the rotating wheel.
This function is implemented into the EB+ system to allow
one wheel to be spun (e.g. by hand during maintenance)
without inducing a fault.
3.3.14
Modulator cycling:
3.4
Requirements for Periodic
Technical Inspection:
The fulfilment of the requirement of paragraph 4.1.2 of
Annex 13 to ECE-Regulation No. 13 that the electrically
controlled modulator valve(s) shall cycle at least once
when the system is energised was verified.
See paragraph 5.1.4.4 of ECE-Regulation No. 13
3.4.1
Static braking forces:
Paragraph 6.1.2 of ID_GS0442 specifies the conditions
under which it is possible to generate maximum braking
forces under static conditions on a rolling road or roller
brake tester.
3.5
Safety assessment:
A safety assessment was carried out. The results are reported in Appendix 1 to this report.
The safety provisions applied are considered satisfactory.
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 3 0 / 3 2
3.6.
Electro magnetic compatibility:
see paragraph 3.2.3.1 of Appendix 1 to this report
3.7
Additional Functions:
These functions are optional and described in paragraphs
1.5.3 of ID_GS0442.
3.7.1.
Brake Force Enhancement:
see ID_GS0442, paragraph 1.5.3.1
(see also paragraph 3.3.5.3 above)
3.7.2.
Lining Wear:
see ID_GS0442, paragraph 1.5.3.2
(see also paragraph 3.2.5.8 above)
3.7.3.
Reset-to-Ride Height
(COLAS):
see ID_GS0442, paragraph 1.5.3.3
3.7.4.
Retarder Control:
see ID_GS0442, paragraph 1.5.3.4
3.7.5.
Auxiliary Power Out:
see ID_GS0442, paragraph 1.5.3.5
3.7.6.
Steer Axle Lock:
see ID_GS0442, paragraph 1.5.3.6
(see also paragraph 3.2.5.11 above)
3.7.7.
Roll Stability:
see ID_GS0442, paragraph 1.5.3.7
(see also paragraph 3.3.4.7 above)
3.7.8.
Soft Docking:
see ID_GS0442, paragraph 1.5.3.8
(see also paragraph 3.2.5.6 above)
3.7.9.
Electric Brake Demand
(‘EBD’):
see also ID_GS0442, paragraph 1.5.3.9
The Electric Brake Demand (EBD) function is regarded as
an auxiliary braking function which is only operational at
a speed below 10 km/h. This function is not regarded as a
braking function in the meaning of ECE R13.
However, a safety assessment of this function was carried
out within the Annex 18 procedure.
Safety features incorporated:
- This function can only be activated below 10 km/h
- This function automatically terminates at a userconfigurable speed not higher than 10 km/h
- If the switch is closed at a speed higher than 10 km/h,
this function will not be activated when the speed drops
below the user-configured speed, it is necessary to open
and re-close the switch
- As an option it is possible to allow the switch to be
closed above 10 km/h, however with this option the
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
160.2E
Haldex
EB+ / BPW ECO Tronic
page 3 1 / 3 2
function will never be activated until the vehicle is
completely stationary
- A malfunction or unintended activation of the switch
above 10 km/h has no effect on the braking system
3.7.10. Traction Assist:
see ID_GS0442, paragraph 1.5.3.10
(see also paragraph 3.2.5.9 above)
3.7.11. Suspension Height Control:
see ID_GS0442, paragraph 1.5.3.11
4
Optional Equipment
4.1
CAN Repeater:
See ID_GS0442, paragraph 3.2.6 and Appendix 1 to
this report
5.
Functionality label:
A headboard information label (as required by paragraph
5.2.2.17 of ECE-R13) is described in Appendix 4 of
ID_GS0442.
6.
Date of test:
2000 - 2003 – 2004 – 2006 – 2008 - 2009
7
Test documents (provided confidentially for inspection)
- ISO 11992 Conformity Test Reports (see paragraph 3.2.1 above and see also the
cover pages of these reports in appendices 15-1 to 15-6 of GS 0440).
- Supporting documentation in respect of the assessment according to Annex 18
8
Annex
- Manufacturer’s Information Document GS0442 - Issue 03 of 17 t h May 2011
EB160_2E.DOC
Approval Report No. E B
Manufacturer:
EBS-System:
9
160.2E
Haldex
EB+ / BPW ECO Tronic
page 3 2 / 3 2
Conclusions
The EB + system described within this report complies with the special requirements for
trailers which are equipped with an electric control line and/or an electric control transmission according to ECE Regulation No. 13/11 including Supplement 1*.
The documentation and test reports provided by the manufacturer demonstrates
compliance with the provisions of ISO 11992 with respect to the physical layer, data link
layer and application layer.
* The technical content of this report remains valid for future amendments of ECE-Regulation No. 13 provided that such future amendments do not change the technical requirements and procedures associated with the systems covered by this report.
Essen, 10 t h June 2011
TDB/Gaupp
Order-No.: 8107473114
TÜV NORD Mobilität GmbH & Co. KG
Institute for Vehicle Technology and
Mobility (IFM)
T e c h n i c a l S e r vi c e f o r B r a k i n g S ys t e m s
Dipl.-Ing. Winfried Gaupp
EB160_2E.DOC
Accredited according to DIN EN ISO/IEC 17025:
D-PL-11109-01-00 / Designated as Technical
Service by Kraftfahrt-Bundesamt: KBA-P 00004-96
EB+
page 1 / 8
Appendix 1
Electronic Safety
Assessment Test Report
1.
General
This test report has been compiled in accordance with Annex 18 to ECE
Regulation 13:
“Special Requirements to be applied to the Safety Aspects of
Complex Electronic Vehicle Control Systems”
1.1
Note
This report is identical to the previous Annex 18 safety assessment of TÜV NORD Report
EB160.0E except for the following additions and amendments:
- The ECO Tronic system variant now supports an additional control mode, known by
the manufacturer as ‘DAR’ or ‘Dolly Axle Regulation’
- The hardware of ECO Tronic system variant was changed to add additional auxiliary
I/O and to upgrade the microcontroller. These additions were subject to a supplementary
safety assessment.
The EMC approvals were also updated accordingly.
With respect to the Annex 18 safety assessment the EB+ variant BPW ECO Tronic is
identical with the EB+ Gen 2 variant.
2.
Identification
2.1
Manufacturer:
Haldex Brake Products Ltd.
Redditch
Worcestershire B98 9HA
United Kingdom
2.2.
System name/model:
EB+
2.3
System variants:
BPW ECO Tronic
This is an integrated EBS package consisting of a nonremovable ECU with the following two possibilities:
- 2M system with integrated twin modulator
- 3M system with integrated twin modulator plus 1M
slave modulator
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Appendix 1
3.
Manufacturer's documentation
3.0
The manufacturer's documentation was made available in two parts as follows.
Part A
Appended Trailer Electronic Braking System Manufacturer’s Information Document
GS0442 Issue 03 of 17 t h May 2011
Note: For the sake of simplicity “Trailer Electronic Braking System Information Document” is
abbreviated to “ ID_GS0442”
Part B
Additional material and analysis data of paragraph 3.4.4 of ECE R13, Annex 18, which
was confidentially made available for assessment, but was retained by the manufacturer.
The documentation of Part A contains the following:
3.1
Periodic technical inspections
How the correct operational status of E B + system can be checked is described in section 6
of ID_GS0442.
3.2
Description of the functions of “The System”
A description of the function of the System is given in sections 1.5.2 and 1.5.3 of
ID_GS0442.
3.2.1
List of all input variables with their working ranges
A list of all input and sensed variables and the associated working ranges is included in
section 1.5.4 of ID_GS0442 (see Appendix 21).
3.2.2
List of all output variables with their working ranges
A list of all output variables controlled by the E B + system and the associated working
ranges is included in section 1.5.5 of ID_GS0442 (see Appendix 22).
3.2.3
Boundaries of functional operation within environmental conditions
The limits defining the boundaries of functional operation are included in section 1.5.6 of
ID_GS0442.
The manufacturer demonstrated that, during the system development, adequate provisions
had been made to take account of the environmental conditions to which the E B + system
will be subjected (e.g. by Technical Specification GS0136 and appropriate technical test
reports).
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Appendix 1
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3.2.3.1 Electromagnetic compatibility (EMC)
Measures have been taken within the design and corresponding tests have been carried out
to show the electromagnetic compatibility with respect to conducted and radiated disturbances.
In order to fulfil the legal requirements regarding EMC (paragraph 5.1.1.4 of ECE-Regulation No. 13), the electronics are certified according to ECE Regulation No. 10 as last
amended by the 02 series of amendments and Directive 72/245/EEC (as last amended by
Directive 2006/28/EC) and have been given the following approval marks:
S y s t e m v a r ia n t
EC A p p r o v a l
BPW ECO Tronic (2M)
e11*72/245*2006/28*3942*04
E11 – 10R-023942 – Ext. 4
e11*72/245*2006/28*3825*03
E11 – 10R-023825 – Ext. 3
e11*72/245*2006/28*4838*00
E11 – 10R-024838
Remote pressure sensor
(transducer)
e11*72/245*2006/28*4038*02
E11 – 10R-024038 – Ext. 2
Height Sensor
(Drehwinkelsensor)
e1*72/245*2006/28*5852*00
E1 - 10R-035852
BPW ECO Tronic 3M
all system configurations
with 1M slave modulator
EB+ CAN Repeater
EC E A p p r o v a l
Appendix 17 of ID_GS0442 shows copies of the above mentioned EMC approvals (including the list of variants covered by these approvals).
3.3
System layout and schematics
3.3.1
Inventory of components
The inventory of components is included in the component description, see section 3 and
Appendix 7 of ID_GS0442.
3.3.2
Functions of the units
The functions of the units are described in section 3 and Appendix 10 of ID_GS0442.
3.3.3
Interconnections
The interconnections are shown in appendices 1 (piping), 10 (trailer wiring) and 12 (motor
vehicle wiring) of ID_GS0442.
3.3.4
Signal flow and priorities
The signal flow and priorities are described in section 4.2 of ID_GS0442.
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3.3.5
Appendix 1
Identification of units
3.3.5.1 Identification of hardware
The hardware units are identified by the corresponding part numbers (see section 3 and
Appendix 7 of ID_GS0442) affixed on the component.
In the case of modulators and ECUs, the version of the hardware is further identified by an
MO (Manufacturing Order) number.
3.3.5.2 Identification of software
The identification of software version is described in section 5.3.2 of ID_GS0442.
The software version of the E B + system is identified by the software release number.
The current software version of the BPW ECO Tronic variant at the date of type approval was: D 5 2 3
Note: The first character (letter) in the software number of the E B + system (see above
letter “C” or “D”) denotes the software version as far as ECE-Regulation No. 13 is
concerned.
The following number is a sequential identifier and may vary although the function of the E B + system as far as ECE-Regulation No. 13 is concerned is unchanged (compare ECE-R13, paragraph 3.3.5.1 of Annex 18).
New software versions can only be installed by a Haldex controlled program as
described in paragraph 5.3.3 of ID_GS0442.
3.4
Safety concept of the manufacturer
During the assessment the design provisions built into the E B + system regarding the generation of safe operation under fault conditions were explained (see also section 5 of
ID_GS0442).
The following design provisions to protect against failures in the E B + system are implemented as follows:
- Monitoring functions to recognise faults within the electronic control unit (ECU) and
external faults (e.g. of sensors, actuators, cables, etc.) associated with the system.
- In the case of a failure, the driver will be warned by the prescribed warning signal.
- Fall-back to partial system operation: the various detected failures and their effects are
described in Appendix 8 of ID_GS0442.
3.4.1
Statement of the manufacturer
The required statement of the manufacturer which affirms that the strategy chosen to
achieve the “The System” objectives under the conditions defined in paragraph 3.4.1 of
Annex 18 of ECE-Regulation No. 13 is provided in section 5.1 of ID_GS0442.
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3.4.2
Appendix 1
Software of EB+ system (outline architecture, software design methods
and tools used)
The outline architecture of software (information flow, data flow) and the software design
method and tools applied were explained.
The manufacturer gave evidence of the means by which he determined realisation of the
system logic during the design and the development process.
Analysis was conducted using a Yourdon CASE (Computer Aided Software Engineering)
tool. All software in the main micro-controller is implemented in the MISRA (Motor Industry Software Reliability Association) subset of the “C” language. A software checking
tool is used to check for infringement of MISRA rules and a compliance matrix compiled
(see also paragraph 5.3 of ID_GS0442).
3.4.3
Design provisions built into “The System” so as to generate safe operation under fault conditions
The trailer braking system is controlled by two independent circuits:
- the pneumatic control line,
- the electric control line.
The effect of a failure of either of these control lines will result in a change to system operation as described in section 5 and Appendix 8 of ID_GS0442.
a) Fall-back operation
The system incorporates a selective fall-back strategy in order to maintain at least a partial
operation of the system under fault condition. In the case of any safety critical fault detected, the system reverts automatically to pneumatic push through (see paragraph 5.2.1 of
ID_GS0442).
b) Change over to a separate back-up system
n/a
c) Removal of a high level function
see below paragraph 3.4.3.3
3.4.3.1 Partial performance mode of operation under certain fault conditions
The partial performance provided under fall-back conditions is defined in Appendix 8 of
ID_GS0442.
3.4.3.2 Second back-up System
n/a
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3.4.3.3 Removal of a high level function
As an option the E B + system provides a trailer roll stability function.
In the case of a failure in the brake pressure control, wheel speed sensing or lateral accelerometer the trailer roll stability function is suspended.
3.4.4
Safety analysis
The manufacturer carried out a safety analysis which shows, how the E B + system will behave when any faults occur which may influence the vehicle control performance or safety.
The safety analysis was based on the following documents:
Document
System/Design-FMEA
820 008 00
Failure Mode Specification
GS0326 / GS0403
Failure Mode Test Report
A9380 / A9684
Design-FMEA GS0279 was submitted by the manufacturer for the incorporation of the integrated accelerometer within the 2M ECU assembly.
Based on the evidence supplied in the documentation and the results of subsequent evaluation of possible failures it is evident that the safety concept described is systematic and
complete.
3.4.4.1 Parameters being monitored (fault monitoring ) and warning signal
given to the driver and/or service/technical inspection personnel
The parameters being monitored and the fault condition for which a warning signal is
given are itemised in appendices 8, 21 and 22 of ID_GS0442.
Appendix 8 of ID_GS0442 covers:
- Failures and their effect on the E B + system with respect to performance and
functionality
- Monitoring of functions to recognise faults within the electronic control unit (ECU) and
external faults (e.g. of sensors, actuators, cables, etc.) associated with the system
- Fall-back to partial system operation: the various failures detected and their effects
All failures specified by ECE-Regulation No. 13 are indicated to the driver by the prescribed warning signal.
The supported messages from the E B + system according to ISO 11992 are defined in Appendix 5 of ID_GS0442.
EB160_2E.DOC
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Appendix 1
4.0
Verification and Test
4.1
The functional operation of “The System”, as laid out in the documents
required in paragraph 3 of Annex 18 of ECE Regulation 13, was tested
as follows:
4.1.1
Verification of the function of “The System”
Track and bench tests were carried out to verify the performance of the vehicle system under non-fault conditions. These demonstrated that the system operated in a manner that ensured that the relevant provisions of EC and ECE braking performance requirements would
be fulfilled under non-fault conditions.
4.1.1.1 Verification of the roll-over control (RoC) algorithm
Track and bench tests were carried out to verify the performance of the EB+ Stability system with respect to the updated software code “C”. According to the manufacturer’s declaration the modification affected only the algorithm with respect to the RoC. The algorithm
with respect to the ABS performance was unchanged. This was verified by comparison
bench tests.
The various comparison bench tests showed that the reactions of the ABS to certain inputs
(wheel speeds, CAN demand pressure pmel, lateral deceleration) were the same with the
previous EB+ software (code “B”) and new software (code “C”, see above paragraph
3.3.5.2).
However, the reaction of the modified EB+ Stability system to the aforementioned inputs
were different. In particular, it was shown that with a simulated “ABS passive state” where
the ABS was disabled, the roll-over control function was fully operating.
4.1.2
Verification of the safety concept
The introduction of individual internal and external faults to the system enabled the safety
concept of the system to be evaluated, by observing the reaction of the individual system
elements and their effect on the braking system as a whole.
The fault codes stored were as referenced in the documentation and the system operated as
specified.
The protection measures against environmental influences were evaluated (with respect to
the protection measures for electromagnetic compatibility see paragraph 3.2.3.1 above).
The safety concept was verified as specified by the system manufacturer.
Failure mode simulation
With regard to fault detection and measures against faults, various failures were simulated
on the test vehicles and on the test bench.
Amongst other things the following failures and signals were simulated and analysed:
- Sensor failures
- Faulty sensor signals (e.g. out-of range signals)
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Appendix 1
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- Line interruptions / open circuits
- Short circuits
- Valve failures
- Failure of power supply
- Undervoltage/overvoltage in power supply
- Internal ECU failures
4.1.2.1 Comparison of the verification results with the documented summary
of the failure analysis
The reaction by the system to the faults (see paragraph 4.1.2. above) introduced were in
correspondence with the documented summary of the failure analysis.
5.
Summary
Based on the documentation presented and examined in combination with the tests carried
out it is anticipated that the measures taken by the manufacturer in respect of failure detection and failure management are appropriate to attain the required level of safety.
6.
Place and date of assessment
Redditch / Essen / Hanover: 09/2008 – 10/09
Order-No.: 8107473114
H a n o v e r a n d E s s e n , Essen, 10 t h June 2011
TÜV NORD Mobilität GmbH & Co. KG
Institute for Vehicle Technology and Mobility (IFM)
Competence Centre Electronics
Technical Service for Braking
Systems
Dipl.-Ing. Uw e Zinn
Dipl.-Ing. Winfried Gaupp
Akkreditiert nach DIN EN ISO/IEC 17025:
D-PL-11109-01-00 / Benannt als Technischer Dienst vom
Kraftfahrt-Bundesamtes KBA-P 00004-96
EB160_2E.DOC
EB+
page 1 / 4
Appendix 2
CAN Repeater
Introduction
The CAN Repeater is an additional ECU used on long trailers where a direct connection of the
electric control line to the master controller would not comply with the maximum trailer cable
length of 18 m prescribed by ISO11992 (see also ID_GS 0440, paragraph 3.2.6).
Legislative background
ISO 11992 is a ‘point-to-point’ CAN-based vehicle network standard and is used for communication between the tractor and one or more trailers. ‘Point-to-point’ means a direct connection between two electrical nodes only (ISO 11992-1:2003, paragraph 3.5). ISO 11992 prescribes a maximum cable length of 40 m between each node, shared in the following manner: 15 m on the towing
vehicle, 7 m for the interconnecting cable and 18 m on the towed vehicle (ISO 11992-1:2003, paragraph 6.2.1).
ECE Regulation 13 paragraph 2.24 defines the ‘electric control line’ as the ‘electrical connection
between power-driven vehicle and trailer which provides the braking control function to the trailer’.
This refers to the ISO 7638 connection, which includes both the parts for data communication (the
ISO 11992 CAN bus on pins 6 and 7) and the electrical energy supply for the trailer control transmission (carried on pins 1 to 4).
When a CAN Repeater is installed, the ‘electric control line’ extends only from the ISO 7638 connection at the front of the trailer to the CAN node inside the CAN Repeater. A further intermediate
connection is made from the CAN Repeater to the EBS master controller, which includes a completely separate ISO 11992 CAN bus. This intermediate connection is part of the ‘electrical control
transmission’ but is by definition not a continuation of the ‘electric control line’.
Assessment
In addition to the Annex 18 safety assessment (see Appendix 1 to this report) ABS performance and
response time tests were carried out with a 3-axle semi-trailer to assess the performance of the EB+
system with different configurations; see following Diagrams A to C for the tested configuration.
EB160_2E.DOC
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Appendix 2
A
B
C
TrCM = Trailer Control Module
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Appendix 2
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Test conditions
[three-axle 2 M-semit r a i l e r w it h 1 2 0 l i t r e s
a i r r e s e r vo i r ]
Diagram A
Diagram B
Diagram C
Standard Control Line
8.5 m
60 m Pneumatic Control
60 m Pneumatic Control
58 m Electric Control
58 m Electric Control
With CAN Repeater
With CAN Repeater
Without pressure sensor
With pressure sensor
Without CAN Repeater
Without Pressure
Sensor
Response time measurement with pneumatic control line
Initial reservoir
pressure
650 kPa
650 kPa
650 kPa
Control line demand
s ig n a l
650 kPa
650 kPa
650 kPa
Control line demand
s ig n a l ( 1 0 %- v a lu e )
65 kPa
65 kPa
65 kPa
M e a s u r e d a s y m p t o t ic
pressure in the brake
chamber with a pneumatic demand signal in
t h e c o n t r o l lin e 6 5 0 k P a
559 kPa
531 kPa
562 kPa
75 % of the measured
a s y m p t o t ic p r e s s u r e in
the brake chamber
419 kPa
398 kPa
422 kPa
Measured response
time (average of 3 measurements)
0.42s
1.70 s
0.26 s
Response time measurement with electric control line
Initial reservoir
pressure
650 kPa
650 kPa
650 kPa
Control line demand
s ig n a l
33280d
33280d
33280d
Control line demand
s ig n a l ( 1 0 %- v a lu e )
3328d
3328d
3328d
M e a s u r e d a s y m p t o t ic
pressure in the brake
chamber with a pneumatic demand signal in
t h e c o n t r o l lin e 6 5 0 k P a
559 kPa
561 kPa
561 kPa
75 % of the measured
a s y m p t o t ic p r e s s u r e in
the brake chamber
419 kPa
421 kPa
421 kPa
0.26s
0.25 s
0.25 s
Measured response
time (average of 3
measurements)
EB160_2E.DOC
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Appendix 2
The response time results show that
-
In a standard system without either CAN Repeater or control line pressure sensor, the electric control line gives faster response than the pneumatic control, as expected;
-
In a system with a 58 m electric control line (18 m before + 40 m after CAN Repeater), the
response time is maintained;
-
In a system with a 60 m pneumatic control line without pressure sensor, the response time
becomes very long and does not meet the prescribed maximum response time requirements;
-
In a system with a 60 m pneumatic control line equipped with a control line pressure sensor
located at the headboard and connected to a CAN Repeater, the response time is similar to
that of an electric control line.
The following table shows comparative ABS performance tests of standard braking system and a
braking systems with extended control lines using a CAN Repeater and a pressure sensor.
40 to 20 km/h ABS times (s)
Test conditions
[three-axle 2 Ms e mi - t r a i l e r w it h
4S/3M_SMX configuration]
60 m Pneumatic Control Line
Standard Control Line 8.5 m
Without CAN Repeater
58 m Electric Control Line
(18 m + 40 m)
Without pressure sensor
With CAN Repeater
With pressure sensor
1st measurement
2.15
2.30
2,27
2.25
1st measurement
2.26
2.19
2.19
2.16
1st measurement
2.23
2.13
2,20
2.28
average
2.21
2.20
2,22
2.23
The ABS performance results show that the control line length, the presence or absence of the CAN
Repeater and the presence or absence of a control line pressure sensor do not have an effect on the
ABS performance.
EB160_2E.DOC
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 2 of 26
Trailer Braking System Information Document
1.
G ene ra l
1.1
Name of manufacturer: HALDEX BRAKE PRODUCTS Ltd.
Moons Moat Drive
Redditch
Worcestershire B98 9HA
United Kingdom
1.1.1
Name of representative: BPW Bergische Achsen Kommanditgesellschaft
Postfach 1280 D-51656 Wiehl
Ohlerhammer D-51674 Wiehl
1.2
System name:
EB+
1.3
System variants:
BPW ECO Tronic
This is an integrated EBS package consisting of a twin
modulator, a non-removable ECU, and spring brake
distribution with optional anti-compounding and quick
release valves.
This variant is identical to the variant EB+ Gen 2 as far as
ECE Regulation 13 is concerned.
BPW is the manufacturer’s representative for this variant
only.
1.4
ABS configurations:
_S
_M
SL
DAR
SxS
AxA
2S/2M, 2S/2M SL, 2S/2M DAR, 4S/2M SxS,
4S/2M AxA and 4S/3M
= Number of sensors (directly controlled wheels).
= Number of pressure modulators.
= Using select low (inverse) double check valve.
= Dolly Axle Regulation
= Side by side (control configuration)
= Axle by axle (control configuration)
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
1.5
System Overview
1.5.1
Main Features
Technical Specification
GS0442
Design Authority: Redditch
Sheet 3 of 26
The BPW ECO Tronic system is a brake control system for semi, centre-axle and full
trailers having air brakes. It provides the necessary components to enable
compatibility with either an electronically and pneumatically signalled or a
pneumatically only signalled towing vehicle.
In addition to normal service brake control, BPW ECO Tronic also optionally contains
a roll stability system. This uses a lateral accelerometer, in addition to the existing
sensed variables, to determine if the vehicle is close to its roll threshold. Low-level
brake test pulses are also used as part of the detection process and automatically
commanded braking is used to slow the vehicle below the roll threshold. The
accelerometer may be external or internal to the ECU. [See also Haldex Information
Document GS0471.]
As well as providing the means for brake control the controller also contains auxiliary
channels capable of providing ancillary functions, such as reset-to-ride height and a
power / diagnostic link for use by other systems.
Particular features of the system are; a modular pneumatic construction, an
encapsulated controller and valve, over-moulded connectors, integrated pressure
transducers and a flash upgradeable program memory.
1.5.2
Description of Principle of System Function
The BPW ECO Tronic system provides electro-pneumatic control of the trailer brakes
with built in load sensing and anti-lock functions. A functional block diagram is
provided in Appendix 14 and a context diagram in Appendix 23. Typical installation
schematics are shown in Appendix 1. A powered towing vehicle, wiring schematic
example is given in Appendix 12. A trailer wiring schematic is given in Appendix 10.
Onset of braking is denoted by the presence of a demand from the ISO11992 data
link, or at the internal control line pressure transducer (in the valve), or at the optional
external pressure switch or sensor (in the control line at the front of the trailer). Driver
demand is then determined by either the ISO11992 data link or the pneumatic control
line pressure. Priority is given to the ISO 11992 data link. The demand pressure is
then modified into a target pressure for the pressure control channel(s) by a loadsensing algorithm using data from the air suspension transducer mounted within the
valve package or from height sensor on mechanical balanced steel suspensions.
The integral anti-lock control algorithm may further modify the target pressure. When
a wheel speed sensor associated with a pressure control channel detects a
deceleration of wheel speed towards lock the pressure control is set to dump air from
that channel. When the wheel is re-accelerating towards a speed synchronous with
vehicle speed the algorithm may choose to hold pressure before making a controlled
pressure re-application.
On 2M systems, where only two wheels are sensed, an independent control strategy
is used, controlling each modulator individually. Where more than one wheel sensor
is associated with a channel the algorithm will use either a ‘select low’ or Adaptive
Surface Control (ASC) strategy according to the system settings. In ‘select low’ mode,
the lowest associated wheel speed controls the braking pressure. In ASC mode, all
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 4 of 26
associated wheels control the braking pressure. When a significant differential (>2:1)
in adhesion is detected then the control mode changes from ‘select low’ to ‘select
high’.
The system configuration ‘2S/2M DAR’ (Dolly Axle Regulation) is designed primarily
for use on dollies intended to convert semi-trailers into full trailers, but which may be
approved as stand-alone centre-axle trailers. The system limits the relative pressure
left/right during anti-lock control, thereby eliminating the risk of inducing a directional
instability when used in the dolly application.
On 3M systems, the controller uses independent control on two wheels and ‘select
low’ on the other two.
The controller operates closed loop brake pressure control for each modulator. The
inputs for the control loops are the target pressures described above; the feedback is
from the appropriate pressure transducer mounted in the brake delivery circuit within
the valve package.
Control is exercised by switching the brake apply, dump and hold solenoids that are
mounted in the valve package. These solenoids apply, release or hold air pressure in
the control volume of the relay modulator(s). The pressure in the brake delivery is set
according to the control volume pressure by the pneumatic relay function.
The system uses an adaptive pressure control system. This means that the particular
solenoid firings to cancel a pressure error in the control loop are constantly adjusted
and refined. One effect of this is that it is possible for brake response time to become
shorter as more brake applications are made, and the system ‘learns’ the
characteristics of the installation.
Measurement of the reservoir pressure using an additional transducer within the
valve package enables more refined control than could otherwise be achieved and
also allows the system to warn of low supply pressure by means of the ISO11992
data link and / or ISO7638 pin 5 warning signal.
No other ECU or data link is involved in either the collection of data from the pressure
transducers and speed sensors or the control of the solenoids.
Optional control functions of the system include: automatic suspension reset to ride
height (COLAS), lift axle control (ILAS-E), steer axle locking and retarder control
during ABS. These functions are on-off controlled using high side switches.
1.5.3
Additional Functions
General Note on Automatically Commanded Braking
At any time during automatically commanded braking, a driver demanded braking
request will be implemented in parallel selecting the highest level of overall braking.
BPW ECO Tronic sends the ‘Stop Lamps Request’ in message EBS22 (Byte 4, Bits 5
– 6) to the towing vehicle on ISO11992 if it uses automatically commanded braking
(e.g. stability control retardation braking), as defined in ECE-R13 Paragraph
5.2.2.22.1. BPW ECO Tronic does not send the ‘Stop Lamps Request’ if it uses
selective braking or stability control test pulses (see ECE R13 Annex 21 paragraph
2.2.4). Note that BPW ECO Tronic does not control the stop lamps directly.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 5 of 26
1.5.3.1 Brake Force Enhancement
BPW ECO Tronic systems include a brake force enhancement function. This function
increases the brake delivery pressure at high demand pressures, by including an
additional load sensing point. This is illustrated and described in Appendix 3.
1.5.3.2 Lining Wear
A brake pad lining wear circuit can be connected to Aux 4. This can be used to
extend the stationary yellow warning lamp flash sequence, in order to warn the driver
that a pad change is necessary (see paragraph 5.2.2.17 and 5.2.1.29.6 of ECE
Regulation 13).
1.5.3.3 Reset-to-Ride Height (COLAS)
An auxiliary output can be used to reset the standard suspension ride height on move
away from rest. This function requires a solenoid equipped Haldex COLAS
raise/lower valve.
1.5.3.4 Retarder Control
An auxiliary output can be used to disable a trailer retarder as part of the anti-lock
function.
1.5.3.5 Auxiliary Power Out
An auxiliary output can be used to supply B+ to associated circuits, e.g. switching
relays or diagnostics modules. This output is protected from overload, so that the
principle braking functions are not affected.
1.5.3.6 Steer Axle Lock
An auxiliary output can be used to lock a steering axle above a set speed or whilst
the anti-lock function is operating.
1.5.3.7 Roll Stability
A roll stability algorithm is included in the system software. This can be activated at
end-of-line if the system is fitted with an accelerometer, either internal to the controller
or plugged into Aux 5.
The BPW ECO Tronic system utilises automatic commanded braking as part of the
roll stability algorithm.
Low-level brake test pulses are used on one channel of 2M or 3M systems to
determine if there is risk of rollover occurring. If a risk of rollover is detected then
automatically commanded braking is applied to slow the vehicle until the risk has
reduced.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 6 of 26
1.5.3.8 Soft Docking
A Soft Docking feature is possible. This uses signals from an external controller,
connected using either (a) Aux 4 or 5 or (b) diagnostic CAN bus, to determine that the
vehicle is reversing and within a pre-defined distance of a loading dock. Automatically
commanded braking is then applied to bring the vehicle to a halt.
This function is switched off before the vehicle reaches 15 km/h.
1.5.3.9 Electric Brake Demand (‘EBD’)
The BPW ECO Tronic system also has the possibility to generate a user-configurable
braking level (up to 4 bar / 400 kPa) up to a user-configurable speed limit (up to 10
km/h), triggered by a switch input on one of the auxiliary inputs. This function is
intended for applications such as braking resistance for aggregate tipping trailers in
road-laying combinations.
1.5.3.10 Traction Assist
Upon request, either via the data communication from the towing vehicle or from a
switch, the system can enter a ‘Traction Assist’ mode. In this mode any front lift axle
is raised and any rear lift axle is lowered. The purpose is to transfer load onto the
drive axle of the tractor unit to assist in the case of low friction pull away. Should the
load on the remaining axles exceed 130% of the programmed maximum then the
front lift axle is lowered again. Once the speed exceeds 30 km/h the lift axles are
reinstated to their default states.
1.5.3.11 Suspension Height Control
Twin outputs on either Aux 2 or 3 can be used to drive the raise and lower solenoids
of a suspension height control valve in combination with a height sensor on either Aux
4 or 5.
1.5.4
Input and Sensed Variables
A list of input and sensed variables together with their working ranges, monitoring and
fault warning status is provided in Appendix 21.
1.5.5
Controlled Output Variables
A list of controlled output variables together with their means of control, working
ranges, monitoring and fault warning status is provided in Appendix 22.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
1.5.6
Technical Specification
GS0442
Design Authority: Redditch
Sheet 7 of 26
Limits of Functional Operation
Parameter
Minimum Level
Maximum Level
Supply Pressure (in respect of
BPW ECO Tronic system)
4.5 bar / 450kPa
Supply Voltage
Temperature
Vibration
19 Volts
-40 °C
12 bar / 1200kPa
(Warning signal @
9.75bar / 975kPa)
32 Volts
+70 °C
5-37Hz 2.5mm pk-pk
37-600Hz 7g pk
5 - 600Hz 0.4g pk
Accelerometer Vibration (Lateral
plane)
Humidity
Speed
IP rating (Controller and Cables)
Salt spray
2
Applications
2.1
System Schematics
1.8 kph
IP67
ASTM B117-94
200 hours
97% @ 60ºC
150 kph
Typical schematics representative of BPW ECO Tronic braking system layouts
applicable to this approval are defined in Appendix 1.
2.2
System requirements
2.2.1
The BPW ECO Tronic system may be used in conjunction with towing vehicles
having interfaces conforming to ECE R13 paragraphs 5.1.3.1.1 (one pneumatic
supply line and one pneumatic control line) and 5.1.3.1.2 (one pneumatic supply line,
one pneumatic control line and one electric control line).
Towing vehicles conforming to ECE R13 paragraph 5.1.3.1.3 (one pneumatic supply
line and one electric control line) are not currently permitted however to ensure
forward compatibility the BPW ECO Tronic system also supports this interface. See
Appendix 2 for a comparison of failure handling compared to current systems.
2.2.1.1 The electric control line is a point-to-point Controller Area Network (CAN) as defined
in ISO11992. This standard stipulates a total length limit of 40m, consisting of 15m on
the towing vehicle, 18m on the trailer and 7m for the interconnection. Where the
control line length on the trailer would exceed 18m it is possible to install an extra
ECU known as an EB+ CAN Repeater (see Appendix 1a). The CAN Repeater
receives all 7-cores from the headboard ISO7638 connector, including the ISO11992
data communication part of the electric control line, acts as an intermediate
ISO11992 CAN node, and then connects to the main BPW ECO Tronic controller via
a 7-core cable of up to 40m length.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
2.2.2
Technical Specification
GS0442
Design Authority: Redditch
Sheet 8 of 26
Optionally an additional pressure switch or sensor may be fitted, situated in the
pneumatic control transmission ahead of any control valves, i.e. EV / REV or boost
relay valve. If fitted the system provides automatic braking suppression according to
Para. 5.2.2.12.1 of Regulation 13.
2.2.2.1 It is possible to connect the control line pressure sensor to the port marked ‘PSW’ on
the CAN Repeater, if fitted, instead of the main BPW ECO Tronic controller (Appendix
1a, item 2). This limits the number of long cable runs. The CAN Repeater uses the
intermediate ISO11992 CAN to send the signal from the pressure sensor when there
is no electric control line available on the towing vehicle.
2.2.3
Wheel speed sensors are required for the ABS function, 2M systems use either 2 or 4
sensors and 3M systems use 4 sensors. The most forward sensed axle always
relates to S1 and the left hand (viewed as the driver facing forward) is always A, such
that the front left sensor is always S1A regardless of the modulator orientation or
trailer type.
2.2.4
The Electro Pneumatic Relay Valve(s) [EPRV(s)] should be situated as close to the
controlled brakes as practicable and preferably symmetrically. At no time should the
permissible delivery pipe lengths be exceeded.
2.2.5
The BPW ECO Tronic system is suitable for use with lift axles with the following
constraints.
Any un-sensed axle may be lifted regardless of system configuration and method
of lift control. Up to two axles may be lifted independently using the auxiliary
features.
In 3M, 4S axle-by-axle or 2S configurations, sensed axles may not be lifted.
In all other 4S configurations either (but only one at any time) sensed axle may
be lifted.
The lifting device for sensed axles (e.g. ILAS-E) must be under the control of the
BPW ECO Tronic system if the axle is to be lifted or lowered while the vehicle is
in motion. This may either be by the use of a CAN command according to ISO
11992 [RGE 11] or according to pre-set suspension pressures. If a sensed axle
is lifted and a sensor fault then develops on the axle remaining on the ground,
then the lifted axle is lowered to allow the system to re-establish the required
sensor inputs. If a request to lift a sensed axle occurs when the axle remaining
on the ground has a fault then this request is over ridden. It is also possible to
request a lifting action as may be required for traction support.
2.2.6
Steering axles (forced or self steer) may be used in any configuration.
2.2.7
The BPW ECO Tronic system is suitable for use on hazardous goods vehicles, e.g.
ADR / GGVS category vehicles.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 9 of 26
3
Component description and operation
3.1
Sensors external to the controller
Part numbers, are shown in [ ] alongside the relevant component.
3.1.1
Pressure Sensor [815 022 xxx]
The pneumatic control line can optionally be monitored at the front of the trailer
(forward of EV / REV), in addition to the normal monitoring within the BPW ECO
Tronic package.
This monitoring can be achieved by a pressure sensor (8 bar g / 800 kPa g)
connected to either of the ‘AUX 4’ or ‘AUX 5’ ports.
Summary of External Control Line Pressure Monitoring Functions
No external control
line monitoring
External Pressure
Sensor
3.1.2
Control line pressure is measured only inside the
BPW ECO Tronic unit.
System can operate using the external pneumatic control
pressure which may significantly improve response time.
Automatic braking can be detected and suppressed
(see Para. 3.6).
Wheel Speed Sensors [364 094 xxx or 364 208 xxx or 364 528 xxx]
The wheel speed sensors are magnetic reluctance devices situated in a stationary
part of the wheel end assembly. Toothed exciters (tone wheels) are located on a
rotating part of the wheel end assembly and arranged to modulate the magnetic field
produced by the wheel speed sensor.
The part numbers quoted above are for BPW/Haldex supplied sensors, other manufacturers sensors may also be used, see table below.
BPW ECO Tronic Compatible Wheel Speed Sensors
Part Number
364 208 xxx
364 094 xxx
364 528 xxx
364 540 xxx
364 541 xxx
441 032 --- 0
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
Supplier
Haldex
Wabco
GF051
Comments
Straight
90 degree
Straight
90 degree
Straight
90 degree
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
GS0442
Design Authority: Redditch
Sheet 10 of 26
0 265 050
Bosch
ES5020
0 486 000
0 486 001
Knorr – Bremse
GS 024-
3.1.3
Technical Specification
90 degree
90 degree
Straight
Radun
Pressure Transducers [802460-B] [802460-C] [802461-B] [802461-C]
The pressure transducers used for pneumatic control are external to the controller
and are part of the modulator assemblies. They are fully encapsulated and vented to
atmosphere through the modulator assembly. Two ranges of transducer are used,
8 bar g / 800 kPa g (9 bar absolute) for brake demand, delivery and suspension and
12 bar g / 1200 kPa g (13 bar absolute) for reservoir.
Each transducer consists of a silicon sensing element and local signal conditioning
electronics. Different types of pressure transducer are used, having gauge / absolute
characteristics and differing electrical terminations in addition to the range described
above.
3.2
Master Controller
[2M [integrated with 2M modulator 820 025 xxx]]
[3M [integrated with 2M modulator 820 027 xxx]]
3.2.1
Description
The controller for the BPW ECO Tronic system is mounted to the modulator(s),
together forming a main assembly.
The BPW ECO Tronic controller consists of an electronic circuit board encapsulated
inside a plastic case. It connects to other units via up to twelve connectors moulded
into the case. The controller is available in 2M and 3M versions with differing
numbers of auxiliary functions.
The controller’s primary function is to control braking by adjusting the pneumatic
pressure applied to the wheel brake chambers. Braking is initiated when the controller
receives a signal from either the CAN ISO11992 input from the towing vehicle or the
control line pressure transducer(s) or the optional trailer control line pressure switch
input. The controller measures wheel speeds, brake chamber delivery pressure(s),
driver demand pressure, reservoir pressure and load pressure(s) and using this
information adjusts the wheel brake chamber pressure(s) via the valve sub-assembly
to achieve load proportioning and ABS.
The controller carries out system integrity checks by test-pulsing the wheel speed
sensors, monitoring solenoid status and (if fitted) the trailer pneumatic control
transmission pressure switch “toggle” operation. If a fault is detected, such as a
broken wheel speed sensor cable, it can modify its braking response by using the
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 11 of 26
data from the remaining wheel speed sensors. In a more severe system fault
condition, it can turn off all controlled brake functions, with braking then being
achieved via a pneumatic push through function.
The controller has a “lamp” output for a cab mounted warning signal indicating
operational status.
A CAN ISO11898 port is provided which is used during factory test or vehicle service
to configure the unit, e.g. load plate data, number of wheel speed sensors /
modulators, auxiliary functions, tyre and exciter sizes and to retrieve system data and
fault codes. Associated with this diagnostic port is a power connection sourced from
the BPW ECO Tronic system suitable for powering other brakes and running gear
functions, e.g. suspension.
The controller is powered from a permanent 24V supply. On 2M systems when there
is a malfunction of the permanent supply, it may be powered from an optional 24N
stoplight supply (only available during braking). During stoplight power operation the
controller performs an antilock braking function (ABS only) or optionally also dynamic
load apportioning.
Some controllers also have an integral lateral accelerometer that is used as part of
the optional roll stability system.
3.2.2
Auxiliary Inputs and Outputs
The BPW ECO Tronic system supports up to 5 auxiliary (aux) channels, the auxiliary
channels have different characteristics to provide a wide range of possible
applications. Auxiliary functions (e.g. reset-to-ride height) can be assigned to several
auxiliary channels with separate parameters to provide multiple channels or
thresholds. Each channel uses a 3-pin connector, a summary of the connections is
provided below.
Aux 1 – One pin provides a general-purpose digital input or high side drive output. One pin
provides a signal dedicated to either a tachometer speed signal or a diagnostic tell-tale
signal. The tell-tale is an electro-mechanical device that shows either a black or orange disc
depending on the status of the system, and will maintain that condition on removal of the
power. One pin provides a dedicated B- return.
Aux 2 – One pin provides a general-purpose digital input or high side drive output. One pin
provides a general-purpose digital input or low side drive output, which may be used as a
switched B- return. One pin provides a general-purpose analogue input [A/D] or high side
drive output.
Aux 3 – One pin provides a general-purpose digital input or high side drive output. One pin
provides a dedicated B- return. One pin provides a general-purpose analogue input [A/D] or
high side drive output.
Aux 4+5 – One pin provides a dedicated, buffered and tracking 5V power supply that may be
used to power external devices [e.g. lining wear monitor]. One pin provides a dedicated Breturn. One pin provides a general-purpose analogue input [A/D].
*Marketed as ‘Premium Aux’ version.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 12 of 26
Summary of Auxiliary Connections
Red Wire Function
Aux
1
Aux
2
Aux
3
Digital Input
High-side Output
Digital Input
High-side Output
Digital Input
High-side Output
Black Wire Function
B- Return
B- Return
B- Return
Yellow Wire Function
Tacho
Tell-Tale
Digital Input
High-side Output
Digital Input
High-side Output
Aux
4
5 Volt Supply
B- Return
A/D Input
Aux
5
5 Volt Supply
B- Return
A/D Input
3.2.2.1 Super Aux Option
Three digital inputs (A, B, C) and a low-power B+ supply (for a switch), can be
provided on the auxiliary Power B connector. This enables lighting or other systems
to trigger an output on Aux 1, 2 or 3.
Example: Steer Axle Lock set to lock above 10 km/h on Aux 1. Reversing lamps
connected to Input A. Axle will lock if 10 km/h exceeded OR vehicle is reversing.
3.2.3
End-of-line Programming
The following parameter blocks are configurable at vehicle build by use of the end-ofline test program.
System configuration: 2S/2M, 4S/2M Side/Side, 4S/2M Axle/Axle, 4S/3M and
ECU orientation.
Wheel scaling: The tyre and exciter sizes are programmable.
Warning signal sequence: Option “A” (on-off-on) or “B” (on-off).
Auxiliaries: The set-up for the auxiliary channels.
Load Plate Data: It is necessary to program the load sensing settings for the
BPW ECO Tronic system. These are similar to those used for pneumatic load
sensing valves but are entered directly as numbers. A full list of the possible
settings together with an example is given in Appendix 3.
Geometric data: Physical data about the trailer for the load plate and for
transmission on the ISO11992 CAN bus.
3.2.4
Diagnostics
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 13 of 26
The BPW ECO Tronic system has an extensive on board diagnostic capability.
Diagnostic communication uses a CAN data bus according to ISO 11898 but using
the Keyword (KWP2000) protocol.
Any suitable device connected to the diagnostic CAN data bus may read diagnostic
information. An Info Centre is provided for BPW ECO Tronic allowing basic fault
diagnosis as well as providing other information (e.g. odometer). A PC based
program may be used for more advanced diagnosis. This also allows configuration
and system parameters to be entered.
3.2.5
Slave Controller [812 011 001]
On 3M systems a slave controller is required to control the slave modulator. The
slave controller provides the interface for the pressure transducer(s) and solenoid
valves but contains no computing function.
3.2.6
CAN Repeater [812 020 001]
The CAN Repeater is an additional ECU used on long trailers where a direct
connection of the electric control line to the master controller would breach the 18m
length limit imposed by ISO11992 (see Appendix 1a). The CAN Repeater has a 7-pin
connection for the ISO7638 from the headboard (coloured blue) and a 7-pin
connection to the master controller (coloured red).
The CAN Repeater also has an optional electrical connector for a control line
pressure sensor (see 3.1.1), so that the pressure sensor cable does not have to
reach the master controller (see Appendix 1a, item 2).
The CAN Repeater also has an optional 5-pin connection (coloured purple) for a
second master controller (without electric control line).
NOTE 1: Technically it is possible to use the 5-pin connection for a master controller
on a dolly and the 7-pin for the following semi-trailer (length limit on dolly 15m).
However, this is currently not allowed according to the definition of ‘electric control
line’ within ECE-R13 (paragraph 2.24) as the ‘connection between power-driven
vehicle and trailer’ and not from one trailer to another.
NOTE 2: Haldex expressly disallows the use of the pressure sensor option on the
CAN Repeater unless the complete system is contained on one trailer.
3.3
Modulators
The modulator in the BPW ECO Tronic system is an integrated 2M design. It is also
possible to have an integrated double-check valve for spring brake anti-compounding,
and in this case either four or six spring brake delivery ports can be provided. It is
also possible to have an integrated quick release valve for the spring brake circuit.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
3.3.1
Technical Specification
GS0442
Design Authority: Redditch
Sheet 14 of 26
2M ECO Tronic [820 025 xxx] [820 027 xxx]
The 2M modulator has independently controlled electro-pneumatic valves.
Appendix 13 shows the valves with their pressure sensors and solenoids in the
various operating modes. Appendix 9 shows the valve internal layout.
Each of the valves has been designed to operate within a trailer air braking system
utilising the pneumatic relay principle but with the addition of two solenoids to provide
stepping control and a further solenoid to select air from the reservoir or control input.
The valve has two sections, Control and Delivery:
Control: A signal representative of driver demand, to which load
apportionment and anti-lock control may also be applied using the solenoids.
Delivery: To provide high airflow capability to and from the brake chambers to
apply or release the brakes quickly in response to the signal pressure.
3.3.1.1 Pneumatic Operation without Electrical Power (Push Through)
Signal air enters port 4 into the apply solenoid and then via the hold solenoid into the
volume above the control relay piston. As pressure increases the piston descends,
firstly closing off the exhaust seat which connected the brake chamber (port 2) to
atmosphere (via port 3) and secondly opening the reservoir seat between the
pressure storage reservoir (port 1) and brake chambers (port 2). Pressure in the
brake chamber rises until the pressure acting on the underside of the relay piston
balances with the pressure above the relay piston.
In the balanced state both the exhaust and reservoir seats, from reservoir to brake
chambers and brake chamber to atmosphere, are closed thereby maintaining a
steady state condition where brake chamber pressure equates to the signal pressure.
On reduction of the pressure at port 4, pressure from above the relay piston is
simultaneously reduced via the solenoids. This creates a pressure imbalance where
the pressure underneath the relay piston is higher than that above the relay piston, it
will move upward thereby opening the passage between brake chamber and
atmosphere via port 3 to correspondingly reduce the pressure at the brake chamber.
Brake chamber pressure will continue to decay until either there is a balanced
condition or all pressure has been exhausted.
3.3.1.2 Operation with Electrical Power
On receiving a signal from either the CAN link or control line pressure switch the ECU
will energise the apply solenoid allowing air from the brake system reservoir to pass
to the hold solenoids. When the drivers demand pressure is reached the hold
solenoids are energised to stop the pressure rise.
The pressure to the delivery of each valve is then controlled by the ECU which
signals the appropriate solenoid to control the pressure at the brake by exhausting,
holding and applying the air as described below.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 15 of 26
Solenoid Operation (Hold and Dump)
1) When both hold and dump solenoids are energised simultaneously the
pressure above the relay piston will decay as air is exhausted through the
dump solenoid. This reduction will produce a corresponding reduction in
pressure at the brake chamber.
2) Where it is required to hold pressure, only the hold solenoid is energised.
This will produce a nominal balance in pressure above and below the relay
piston and result in a pressure hold at the brake chamber.
3) An increase in pressure may be obtained by de-energising the hold
solenoid. This action will allow pressure to rise towards the target pressure.
4) The rate of pressure increase and decrease can be controlled by
combining the above conditions under ECU control to achieve the required
brake or anti-lock control.
3.3.2
1M EB+ [813 00x 30x]
This modulator, with up to six delivery ports, can be used in conjunction with BPW
ECO Tronic 2M modulator 820 027 xxx to form a 3M system. Operation is similar to
that described above.
3.4
Electrical Equipment
Electrical wiring schematics for 2M and 3M systems are shown in Appendix 10.
These show the wiring external to the controller. Connection to the modulator(s) is by
means of fixed internal connections and is not shown.
3.4.1
The BPW ECO Tronic system is powered by the ISO 7638 connector, either 5 pin or
7 pin. This primary power is connected to the ECU at the port labelled Power A.
Optionally, an ISO1185 (24N) or ISO12098 (15-pole) stoplight power back-up
connection can be fitted to 2M systems. This provides anti-lock braking control and
(optionally) dynamic load sensing in situations where the ISO7638 connection is not
functioning and is not intended as a normal operating mode. This auxiliary power is
connected to the ECU at the port labelled Power B.
Summary of the Effect of Powering Options on BPW ECO Tronic Function
Power Source
ISO7638 7pin
(Power A)
ISO7638 5pin
(Power A)
Stoplight
(Power B)
Load
Apportioning
ABS
CAN
Communication
YES
YES
YES
YES
YES
NO
OPTION
YES
NO
The connection of the stoplight power fall-back can be verified by allowing the normal
warning signal check-out sequence, including any auxiliary indication, to complete.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 16 of 26
When the brake pedal is then operated the warning device will momentarily change
state once more, either on or off according to the option specified. This indicates that
the stoplight fall-back is connected. Alternately the system can be temporarily
disconnected from the ISO 7638 supply, then have the ignition turned to run with the
brake pedal already depressed and the presence of a “blowdown” signal from the
modulator verified.
3.4.2
A notice highlighting the correct connection of electrical power to the BPW ECO
Tronic system is provided for attachment to the trailer headboard or nearby the
ISO7638 connector. A copy of this notice is provided in Appendix 4.
3.4.3
Warning Signal Sequence
The BPW ECO Tronic system provides a drive for a warning signal connected to pin
5 of the ISO7638 connector to control a cab mounted warning device. This is used to
indicate both the specified EBS / ABS faults and also the non-specified auxiliary
faults. Priority is given to the indication of specified faults. There is an option of two
simple “check-outs”, an on-off-on (option “A”) sequence or an on-off (option “B”) as an
operator preference. The benefit of the on-off-on sequence is that it provides positive
verification of wheel speed sensor operation at move away, however it does require
the driver to move away with the warning signal still illuminated. The two warning
signal sequences are illustrated in Appendix 11.
Either of the check-out methods can be “corrupted” as a result of modification by the
towing vehicle. In order to reduce driver confusion an optional trailer mounted
warning lamp is also provided as an auxiliary function. This lamp mimics the signal to
the cab warning device but will only function if the ISO7638 power is connected. The
signal produced may be different to that produced by the cab device due to possible
modification of the latter by the towing vehicle. Note: This may not be permitted in
some countries (e.g. Germany) due to local restrictions.
3.5
Part Numbers
3.5.1
A list of BPW ECO Tronic part numbers may be found in Appendix 7. Wildcards are
denoted by “x”. Using “x” wildcards enables versions to be produced that do not affect
the function or performance of the product or system as a whole as tested and
approved and are used to reduce documentation changes to trailer manufacturers’
approvals.
3.5.2
Identification of Units
Part number, MO (Manufacturing Order) number and date code along with the Haldex
name in a visible position identify each part of the system which can be replaced
separately. The part number will identify the exact part. The MO number will link it to
the manufacturing computer system giving details such as date of manufacture and
issue level. The date code shows the month (01 to 12) and 2 digit year (e.g. 08 for
2008) of final assembly / test.
Some units will also carry the BPW name and a BPW part number. A cross-reference
between Haldex and BPW part numbers can be found in Appendix 7.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 17 of 26
By design the software can be upgraded in service. The current level of software can
be identified through the diagnostic link. Upgrading of this software is controlled
according to KWP2000 security criteria.
3.6
Automatic (Emergency) Braking
The automatic braking function operates in the case of a failure in the pneumatic
connecting lines of the vehicle combination. Suitable EV / REV’s for this function are
listed in Appendix 7 and Appendices 18, 19 and 20 show functional schematics in
detail. However other methods of achieving the requirements may be used, as they
do not directly impact the BPW ECO Tronic system.
When the automatic braking function operates, automatic braking occurs on the
trailer, this automatic braking will still be subject to load apportioning and ABS similar
to a driver braking demand. If the vehicle is moving, has a reservoir pressure above
4.5 bar (450 kPa), an optional control line pressure switch (or sensor) fitted and has a
valid ISO11992 data link this automatic braking will be suppressed, in accordance
with para. 5.2.2.12.1 of Regulation 13. This suppression will end if the reservoir
pressure falls below 4.5 bar (450 kPa) or the ISO11992 data becomes invalid and will
also end once the vehicle has come to rest. The red warning signal will be illuminated
throughout, warning the driver, but by suppressing immediate automatic brake
application, allows the driver to control the stopping of the vehicle.
4
Interconnections and Signal Flow
4.1
Interconnections
The interconnections are shown in appendices 1 (piping), 10 (trailer wiring) and 12
(motor vehicle wiring).
4.2
Signal flow and priorities
4.2.1
Signal flow
The signal flows are illustrated by the context diagram in Appendix 23.
4.2.2
Priorities
The brake demand value is read from the ISO11992 electric control line using the
EBS11 message. This message has the highest priority.
Where a CAN Repeater is installed (see 3.2.6), an intermediate ISO11992 CAN
connects the CAN Repeater to the master controller (see Appendix 1a). The
ISO11992 messages are relayed by ‘message received’ interrupt service routine in
both directions without alteration, with one exception. The EBS11 message is sent on
the intermediate CAN with a service brake demand value (bytes 3 – 4) sourced from
a control line pressure sensor connected to the CAN Repeater when there is no
electric control line available from the predecessor vehicle. The purpose of this is to
improve brake response time in this specific case. Haldex expressly disallows the use
of the pressure sensor option unless the complete system is contained on one trailer,
in order to avoid sending an EBS11 message to a successor trailer that is not
sourced from the predecessor vehicle.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 18 of 26
In the case of full trailer systems (3M), the front axle (slave) load and the delivery
pressures are multiplexed. The load pressure is sent from slave to master whenever
the slave brake apply solenoid signal is inactive, the delivery pressure is sent
whenever the signal is active. There is no prioritisation necessary.
There are no other multiplexed data paths within the EB+ system.
5
Safety Concept
5.1
Statement of the Manufacturer
The EB+ system is designed such that operation under non-fault conditions does not
prejudice the safe operation of systems which are subject to the prescriptions of ECE
R-13.
There are three main design features to ensure that vehicle safety is continuously
maintained: pneumatic push-through, use of two microcomputers and resistance to
electrical transients. It is arranged that microcomputer or electrical failures revert to
the pneumatic push-through condition.
5.2
Safety Design Features
5.2.1
Pneumatic Push-Through
When not braking the system remains in a passive “pneumatic push-through” mode.
In this mode the pneumatic connection from the “control port” is connected through to
the control side of the pneumatic relay valves. The base of the pneumatic relay valve
is similar to that of conventional pneumatic relay valves. This means that when the
system is not braking should any defect occur the system is ready to operate as a
conventional “simple” pneumatic braking system, without any of the higher-level
control functions such as Load Apportioning or ABS. The pneumatic push-through
condition is maintained by the “Brake Apply Solenoid” which switches between the
push-through and reservoir. The “Brake Apply”, ”Hold” and “Dump” solenoids are
maintained in a “push-through” condition by mechanical springs.
Under normal braking conditions the system determines a brake pressure demand
from either the integral pressure transducer or preferably the ISO11992 data bus.
This demand signal is processed by the ECU, which then uses the “Brake Apply”,
Hold and Dump solenoids to control the brake pressure delivered to the brakes. If
there is a deviation of the “actual pressure” delivered to the brake and the “target
pressure” the system will indicate a fault.
By the use of the same components for normal braking, and pneumatic push-through,
and their monitoring for correct operation by the ECU a non-redundant monitored
system is maintained.
5.2.2
Two microcomputers
The ECU has two microcomputers, one that performs the EBS / ABS function and
one that provides a monitoring function. Both of these microcomputers control the
solenoid “shutdown” element in a logical AND arrangement. By this arrangement a
failure of either microcomputer will be detected by the other and also result in a
reversion of the system to the pneumatic push-through condition.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 19 of 26
The shutdown element itself is a robust “self protecting” device and is itself tested for
correct operation at each power-up.
The CAN Repeater also has two microcontrollers in the same manner as described
above and a failure in either will cause the device to enter a shutdown mode. In this
case the connected EB+ master controller will operate without an electric control line
and fall back to pneumatic operation. In shutdown mode the CAN Repeater sends the
yellow warning signal to the towing vehicle via pin 5.
5.2.3
Electrical Transients
Transient suppressors protect the electronic circuit against electrical transients, likely
to cause damage. Should an overload condition occur that results in the failure of
these devices, non-resettable fuses are also provided in series.
It is not practical to protect the electrical power supply to the controller for significant
failures resulting in loss of power (e.g. an open circuit in the wiring) of more than a
few milliseconds however the EB+ system is arranged to enter a reset condition upon
power failure, reinitialising once satisfactory power is available. During this reset
condition the system reverts to pneumatic push-through (1:1) and no ISO11992
communications are active. The yellow warning signal connected to pin 5 of the
ISO7638 connector will be on throughout the power loss and will follow its specified
(option A or B) sequence upon reinitialising. The red warning signal will follow its
specified operation upon reinitialising.
5.3
Software
5.3.1
Software Design
The software design makes use of two independent microcontrollers.
The main microcontroller is responsible for all braking and diagnostic functions. The
second microcontroller is fitted so that operational cross-checks can be performed. If
either microcontroller detects a failure of the other then an internal shutdown
mechanism is activated which prevents electrical actuation of the modulator
solenoids.
On exit from reset the main and secondary microcontrollers run their set-up and
initialisation software before performing an initial cross-check. Thereafter the main
microcontroller enters a cyclic program period of fixed 10 ms duration. Once on every
pass of the program period the cross-check is performed, with the secondary also
checking that the 10 ms period is within tolerance.
Each high-level software module runs once in order in the 10ms period. In this
manner action on events can be guaranteed every 10ms.
The core high-level functions are –
-
Wheel speed processing
Vehicle reference speed calculation
-
Power supply monitoring
-
ISO11992 CAN
-
ABS algorithm
-
Roll stability algorithm
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 20 of 26
-
Pressure control algorithm
-
Solenoid processing
-
Diagnostic
Each high level function performs self-checking of relevant system components.
Where necessary the control function of individual high-level modules may be altered
to allow for defective or suspect functions. In addition the high level functions will set
diagnostic trouble codes for use by the diagnostic module.
A software interface for an EEPROM, non-volatile memory, is included which can be
accessed by any module for the storage and retrieval of parameters and diagnostic
trouble codes.
Additional, optional high-level functions for auxiliary control, e.g. retarder, lift axle,
suspension etc. can be added without interference to the core modules.
The following interrupts run in the main microcontroller –
-
1ms periodic to maintain the program period and to control module run
timing within the program period.
-
250µs periodic to perform solenoid switching.
-
Wheel speed edge time capture for 4 channels. Interrupt processing
overhead at high speed is limited by switching off the interrupts after 16
edges of the same polarity have been detected on each wheel. The
interrupts are re-enabled on the next 10 ms pass of the wheel speed
module.
The software design for both microcontrollers followed a process of –
-
Specification
-
Prototyping / Simulation
-
Design
-
Implementation
-
Test
The specific methods and tools varied from module to module as appropriate.
Prototyping was particularly heavily used in the development of the logic for the
pressure control loop and the higher-level control of pressure during anti-lock activity.
Mathematical simulation was used in the design of the roll stability algorithm.
Overall software design was conducted using a Yourdon CASE (Computer Aided
Software Engineering) tool.
Individual module functions were mostly either analysed using the CASE tool, or
modelled using a commercially available systems modelling tool.
All software in the main microcontroller is implemented in the MISRA (Motor Industry
Software Reliability Association) subset of the “C” language. The code is compiled
using a commercially available “C” compiler (as specified by the microcomputer
manufacturer) and then a software checking tool is used to check for infringement of
MISRA rules and a compliance matrix compiled.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 21 of 26
The main microcontroller software was tested during development using in circuit
emulators running the code on the target hardware. All functions that relate to the
performance of the braking system were tested on air brake rigs and / or test vehicles
as appropriate.
All software in the secondary microcontroller is implemented in assembly code. The
code was assembled using a commercially available assembler and tested using a
simulator and a programmed device in circuit in the target hardware. The same
secondary microcontroller is also in use on Haldex Modular ABS.
5.3.2
Software Identification
The software contained in the EB+ is identified by an alpha-numeric code. The
alphabetical codes A-F cover the approval level applicable and the numeric code is in
individual identifier for that software release level. Code G is used for internal
purposes and previous release levels. Code X is for internal use only.
Any change that affects the prescribed performance (e.g. ABS) of the system will
result in the alphabetical character and the numeric character increasing, but
changes that do not affect the prescribed performance (e.g. diagnostics) will only
result in only the numeric character increasing.
The current approval level is “D”.
5.3.3
Software Programming
The software within the EB+ system is programmed during manufacture. This
software may be updated in service. The update can only be achieved via the
diagnostics port, using a PC program provided by Haldex. This program makes use of
the highest security level in the Haldex KWP2000 diagnostics protocol.
5.4
Provisions for Failure
The software for the EB+ system allows for the following operating modes –
EBS:
Where the system is fully operational and the ISO11992 CAN link is
present. Pneumatic signalling may or may not be available according
to ECE Regulation 13/09 Supplement 5.
Pneumatic:
Where the system is fully operational but there is no ISO11992 CAN
link present. Pneumatic signalling must be present.
ABS Backup:
When operated from stoplight power only, the system shall revert to
an ABS function only. (E.g. ISO7638 fuse blown or cable not
connected).
Exceptional:
Where the system is operating in a fault-tolerant mode. In this mode
the software is accommodating a component failure by interpolating
other data or by disabling some system functions. (E.g. a wheel
speed sensor fault would result in that sensor not being included in
the ABS wheel state function).
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
5.5
Technical Specification
GS0442
Design Authority: Redditch
Sheet 22 of 26
Soft-Fail:
Where the system has developed a fault whose severity makes it no
longer possible to continue operation. In this mode the shutdown
mechanism has been activated so no solenoid activity can take
place. Diagnostic activity is still taking place to assist in fault
localisation. (E.g. a solenoid output shorted to B+).
Hard-Fail:
Where there has been a communication failure with the Watchdog
microcontroller. In this mode the shutdown mechanism has been
activated so no solenoid activity can take place. No diagnostic activity
is possible in this mode.
Program:
Where firmware is being downloaded to the Flash ROM within the
processor. Prior to entry into this mode, the vehicle must be in a safe
condition, defined as:
The system is ‘at rest’ with no braking demand. In addition the
system must not have detected any vehicle speed during the current
power-up cycle.
Supporting Failure Analysis
A summary of failure mode and effect is shown in Appendix 8.
5.6
EMC Approval
To fulfil the prescribed legal requirements regarding EMC (paragraph 5.1.1.4 of ECERegulation No. 13), the electronics are certified according to ECE Regulation No. 10
as last amended by the 03 series of amendments and Directive 72/245/EEC as
amended by directive 2006/28/EC and last amended by 2009/19/EC respectively.
The following approval numbers have been assigned:
Component / System
EC Approval
ECE Approval
BPW ECO Tronic 2M
e11*72/245*2009/19*3942*06
E11 - 10R-033942 Ext. 6
BPW ECO Tronic 3M
e11*72/245*2009/19*3825*04
E11 - 10R-033825 Ext. 4
EB CAN Repeater
e11*72/245*2006/28*4838*00
E11 - 10R-024838
Pressure Sensor
e11*72/245*2009/19*4038*03
E11 - 10R-034038 Ext. 3
Height Sensor
e1*72/245*2009/19*5852
E1 - 10R-035852
+
A copy of the approval certificates together with the applicable part numbers is
provided in Appendix 17.
5.7
Compliance with ISO 11992
Information necessary to demonstrate compliance with ECE-R 13, Annex 17 is
provided as follows –
For ISO11992 supported messages see Appendix 5.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 23 of 26
For summary sheets from technical reports C9685 and C9686, demonstrating
compliance of EB+ Gen 2 with ISO11992 interface requirements, see Appendix 15.
The ISO11992 hardware and software of EB+ Gen 2 is identical to BPW ECO Tronic.
6
Periodic Technical Inspection
6.1
Static Test Modes
Apportionment of braking with load (‘load sensing’) is carried out when the vehicle is
moving; the system reverting to push-through (1:1) once the vehicle has come to rest
and not reactivating load sensing until the brakes are fully released.
For the purpose of periodic technical inspection it is possible to hold the braking
system in either load sensing or push-through mode. This is done by altering the
pneumatic brake demand condition at electrical power-up.
6.1.1
Static Test of Load Sensing
If the trailer service brakes are off (note: this may require the release of the park
brake in the case where the towing vehicle “parks on air”) when the electrical power is
applied (turning the ignition key to “run”) it adopts continuous load sensing when the
brakes are subsequently applied. This load sensing is limited to 2 minutes for any
single brake application, after which it returns to the push-through condition. This
condition is cancelled on vehicle movement above 8 km/h returning the system to
normal operation.
6.1.2
Static Test of Maximum Braking Force
If the trailer service brakes are on when the electrical power is applied (turning the
ignition key to “run”) it immediately adopts push-through (1:1). When the brakes are
released and re-applied the system remains in push-through unless the brakes are
released for longer than 2 minutes, after which it returns to normal operation. This
condition is also cancelled on vehicle movement above 8 km/h returning the system
to normal operation.
Alternatively, 1:1 can be obtained by either removing the ISO 7638 connector or
turning the towing vehicle “ignition switch” to “off”, the system then adopting 1:1.
6.2
Current Operational Status
This can be verified by turning the system off and then on and checking the correct
operation of warning signal(s) as described in section 3.4.3. “Warning Signal
Sequence”.
During the verification phase, the electrically controlled modulators will cycle.
6.3
Diagnostics
A diagnostic port is provided, as described in section 3.2.4.
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 24 of 26
The system can be checked using the BPW Trailer Manager software when a PC
interface is connected to this port.
6.4
Verification of ISO11992 Operation
The ISO11992 connection, and absence of simple unauthorised modification, may be
confirmed by comparing the ISO11992 and pneumatic brake demands in the main
Trailer Manager window (see 6.3).
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 25 of 26
BPW ECO Tronic EBS Information Document - Appendices List
Appendix 1
Braking system schematics
Appendix 1a
CAN Repeater installation schematic
Appendix 2
Electric only failure comparison
Appendix 3
Load plate data and Electronic Load Sensing
characteristics
Appendix 4
Headboard information label, EB+ ISO7638 connection
Appendix 5
ISO11992-2 supported messages and parameters
Appendix 6
Not used
Appendix 7
Part numbers
Appendix 8
Fault handling summary
Appendix 9
Valve cross-section - 2M
Appendix 10
Wiring diagram
Appendix 11
Warning signal operation (ISO 7638 Pin 5)
Appendix 12
Towing vehicle ISO 7638 wiring
Appendix 13
Modulator valve operation
Appendix 14
Function blocks
Appendix 15
ISO 11992-2 Compatibility test reports
Appendix 16
Not used
Appendix 17
EMC Test certificate
Appendix 18
Not used
Appendix 19
Not used
Appendix 20
Not used
Appendix 21
Input and sensed variables
Appendix 22
Controlled output variables
Appendix 23
System context diagram
Appendix 24
Not used
Appendix 25
Combined service and park brake system schematic with
REV 351 033 xxx
Appendix 26
Combined service and park brake system schematic with
Trailer Control Module + 02.4320.01.xx
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
GF051
Haldex Brake Products
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
Technical Specification
GS0442
Design Authority: Redditch
Sheet 26 of 26
Revision History:
Issue:
3
Ref:
C6068
Date:
17/05/11
2
C5757
06/10/09
1
PR1985
19/11/08
Issue Level: 02
Issue Date: 25-09-09
Issued By: D. Carrington
Revision
EMC and editorial updates
Mandatory EVSC approval
Dolly Axle Regulation
GF051
BPW ECO Tronic Brake System Installation Schematics
2S/2M Integrated Semi or Centre Axle Trailer Installation
Side by Side Installation
ISO1185 (Option)
(ISO12098 Alternative)
ISO7638
2
CONTROL LINE
1
3
SUPPLY LINE
KEY:
1 - Emergency Relay Valve
2 - Pressure Sensor (Option)
3 - EBS Modulators & Electronic Control Unit
Appendix 1
1
BPW ECO Tronic Brake System Installation Schematics
4S/2M Integrated Semi or Centre Axle Trailer Installation
Side by Side Installation
ISO1185 (Option)
(ISO12098 Alternative)
ISO7638
2
CONTROL LINE
1
3
SUPPLY LINE
KEY:
1 - Emergency Relay Valve
2 - Pressure Sensor (Option)
3 - EBS Modulators & Electronic Control Unit
Appendix 1
2
BPW ECO Tronic Brake System Installation Schematics
4S/2M Integrated Semi or Centre Axle Trailer
Axle by Axle Installation
ISO1185 (Option)
(ISO12098 Alternative)
ISO7638
2
CONTROL LINE
3
1
SUPPLY LINE
KEY:
1 - Emergency Relay Valve
2 - Pressure Sensor (Option)
3 - EBS Modulators & Electronic Control Unit
Appendix 1
3
BPW ECO Tronic Brake System Installation Schematics
4S/3M Integrated Semi or Centre Axle Trailer Installation
Side by Side Installation
ISO7638
2
3
1
4
CONTROL LINE
SUPPLY LINE
KEY:
1 - Emergency Relay Valve
2 - Pressure Sensor (Option)
3 - EBS Modulator & Electronic Control Unit (Master)
4 - EBS Modulator & Electronic Control Unit (Slave)
Appendix 1
4
BPW ECO Tronic Brake System Installation Schematics
4S/3M Integrated Semi or Centre Axle Trailer Installation
Side by Side Installation
ISO7638
2
3
1
4
CONTROL LINE
SUPPLY LINE
KEY:
1 - Emergency Relay Valve
2 - Pressure Sensor (Option)
3 - EBS Modulator & Electronic Control Unit (Master)
4 - EBS Modulator & Electronic Control Unit (Slave)
Appendix 1
5
BPW ECO Tronic Brake System Installation Schematics
4S/3M Semi or Centre Axle Trailer Installation
Side by Side Installation
ISO7638
5
CONTROL LINE
1
4
2
6
3
SUPPLY LINE
To air reservoir for
Air Suspension
KEY:
1 - Trailer Control Module +
2 - Pressure Sensor (Option)
3 - EBS Modulators & Electronic Control Unit (Master)
4 - EBS Modulator & Electronic Control Unit (Slave)
5 - Double Check Valve
6 - Quick Release Valve
Appendix 1
6
BPW ECO Tronic Brake System Installation Schematics
2S/2M Integrated Semi or Centre Axle Trailer Installation
Side by Side Installation
(Select Low Valve and Relay)
ISO1185 (Option)
(ISO12098 Alternative)
ISO7638
2
4
CONTROL LINE
1
5
3
SUPPLY LINE
KEY:
1 - Emergency Relay Valve
2 - Pressure Sensor (Option)
3 - EBS Modulators & Electronic Control Unit
4 - Select Low Valve
5 - Relay Valve
Appendix 1
7
BPW ECO Tronic Brake System Installation Schematics
4S/3M Integrated Full Trailer Installation
Side by Side Installation
4
ISO7638
2
3
CONTROL LINE
SUPPLY LINE
1
KEY:
1 - Emergency Relay Valve
2 - Pressure Sensor (Option)
3 - EBS Modulators & Electronic Control Unit (Master)
4 - EBS Modulator & Electronic Control Unit (Slave)
Appendix 1
8
BPW ECO Tronic Brake System Installation Schematics
2S/2M Semi or Centre Axle Trailer Installation
with Select Low Valve and Relay Valve
ISO1185 (Option)
(ISO12098 Alternative)
ISO7638
11
22
CONTROL LINE
4
3
21
5
1
7
23
2
6
23
SUPPLY LINE
To air reservoir for
Air Suspension
KEY:
1 - Trailer Control Module +
2 - Integrated Quick Release Valve (Option)
3 - Integrated Double Check Valve (Option)
4 - Pressure Sensor (Option)
5 - EBS Modulators & Electronic Control Unit
6 - Select Low Valve
7 - Relay Valve
Appendix 1
9
EB+ CAN Repeater Installation Schematic
EXAMPLE ONLY
[Gen 2 4S/2M Semi or Centre Axle Trailer Installation with
Trailer Control Module +]
ISO1185 (Option)
(ISO12098 Alternative)
ISO7638
1
11
23
22
CONTROL LINE
2
21
4
3
SUPPLY LINE
To air reservoir for
Air Suspension
KEY:
1 – EB+ CAN Repeater
2 – EB+ Pressure Sensor (Option)
3 – Trailer Control Module +
4 – Gen 2 Integrated Unit
Appendix 12a
1a
Appendix
23
Electric Only Truck Failure Comparison
Faulty Electric
Control
System Fault
(normally leading to
“Push-through”)
Supply line braking
request >
Termination of
ISO11992
Supply line braking
request >
Termination of
ISO11992
Auto Braking using
brake apply with
ABS.
Auto Braking using
brake apply with
ABS.
Yellow lamp on
Red lamp on if
available
Electric and
Pneumatic
[Current EBS
Truck]
Truck Interface
Dual Electric only
(No Pneumatic)
[Note: Not currently
permitted]
Appendix 2
Any other
combination
Low Voltage
Low Pressure
Automatic braking
Supply line braking
request >
Termination of
ISO11992
(recoverable)
Braking maintained
following driver
demand
Auto Braking using
emergency function
Yellow lamp on
Red lamp on if
available
Yellow lamp on
Red lamp on if
available
Yellow + Red lamps Red lamp on
on
Use Pneumatic
signal
Go to Push-through
Go to Push-through
Braking maintained
following driver
demand
Yellow lamp on
Yellow lamp on
Yellow + Red lamps Yellow + Red lamps Red lamp on
on
on
Termination of ISO11992
Auto braking using brake apply with ABS if required and available
Yellow lamp on
Auto Braking using
emergency function
Load Plate Data
Example data
9000
UNLADEN
SUSP.
P0
PRESS. (bar)
(bar)
5.0
0.2
PD
(bar)
P1
(bar)
P2
(bar)
P3
(bar)
0.8
1.5
2.5
6.5
0.5
1.2
2.2
6.5
AXLE
LOAD
(kg)
SUSP.
PRESS.
(bar)
‘
LADEN
AXLE
LOAD
(kg)
P3
(bar)
6.5
0.7
3000
3.0
Electronic Load Apportionment Parameters
P out (bar)
8
P3
7
min.-max.
6
5
4
P3´
3
P2
min.-max.
2
P1
min.-max.
PD
1
min.-max.
0
p in (bar)
0
1
2
min.-max.
3
4
5
6
7
8
Po
min.-max.
Page 1 of 4
Appendix 3
Electronic Load Apportionment Input Parameters
Important Notes (refer to the graph)
Points P3, P3´, P0 and PD are compulsory load plate data inputs.
Points P1 and P2 are optional laden knee points. The corresponding unladen points
are automatically calculated in the same proportion as P3 and P3´.
Points P3 and P3´ are both linked by straight lines to a common point at (8.0, 8.0).
This means that at control line inputs above P3x, braking force enhancement is in
effect in lower load conditions. At a control line input of 8.0 bar, the same brake force
is available irrespective of load.
Input Parameter Ranges
Point
P0
PD
P1
P2
P3
P3´
Description
Compulsory
Threshold
pressure
Compulsory
Pivot point
Optional
laden point
Optional
laden point
Compulsory
laden point
Compulsory
unladen point
Min
0.0
Default
0.2
Max
PDx
(0.0,0.0)
(0.7,0.5)
(P1x,P1y)
(PDx,PDy)
Not Used
(P2x,P2y)
(P1x,P1y)
Not Used
(P3x,P3y)
(P2x,P2y)
(6.5,6.5)
(8.0,8.0)
(P3x,PDy)
(6.5,3.0)
(P3x,P3y)
Page 2 of 4
Appendix 3
Generated by BPW Trailer Manager V5.13
Part No. 03.386.xx.xx.x
Page 3 of 4
Appendix 3
Generated by BPW Trailer Manager V5.13
Part No. 03.386.xx.xx.x
Page 4 of 4
Appendix 3
Headboard information ISO 7638 connection
Appendix 4
Supported ISO 11992-2 Messages
(2003 including amendment 1:2007)
ISO 11992 – 2
Messages EBS 11 (towing – towed) 10ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EB+
EBS 11
R
1
1-2
ABS active/passive
EBS 11
R
1
3-4
Vehicle retarder control active/passive
EBS 11
R
5-6
ASR brake control active/passive
EBS 11
R
1
1
7-8
ASR engine control active/passive
EBS 11
R
2
1-2
Brake light switch
EBS 11
R
2
3-4
Vehicle type
EBS 11
R
2
5-6
VDC Active
EBS 11
R
2
7-8
Not defined
EBS 11
R
3-4
EBS 11
R
5
Park brake demand value
EBS 11
R
6
Retarder demand value
EBS 11
R
7
Relative brake demand for left or front
EBS 11
R
8
Relative brake demand for right or rear
Service brake demand value
ISO 11992 – 2
Message EBS 12 (towing – towed) 100ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EBS 12
R
1
1-2
Vehicle retarder control active/passive
EBS 12
R
1
3-4
ROP system enabled/disabled
EBS 12
R
1
5-6
YC system enabled/disabled
EBS 12
R
1
7-8
Not defined
EBS 12
R
2
1-2
Enable/disable Trailer ROP system
EBS 12
R
2
3-4
Enable/disable Trailer YC system
EBS 12
R
2
5-6
Not defined
EBS 12
R
2
7-8
Two electrical circuits brake demand
EBS 12
R
3
1-2
Two electrical circuits brake demand value
EBS 12
R
3
3-4
ABS off road switch on/off
EBS 12
R
3
5-6
Pneumatic control line
EBS 12
R
3
7-8
Not defined
1/7
EB+
Appendix 5
ISO 11992 – 2
Message EBS 12 (towing – towed) 100ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EBS 12
R
4
EBS 12
R
5-6
Road curvature
EBS 12
R
7-8
Wheel based vehicle speed
EB+
Towing Vehicle Recognition
ISO 11992 – 2
Message RGE 11 (towing – towed) 100ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EB+
RGE 11
R
1
1-2
Ride height request
RGE 11
R
1
3-4
Level change request, front axle
RGE 11
R
1
5-6
Level change request, rear axle
RGE 11
R
1
7-8
Traction help request
RGE 11
R
2
1-2
Lift axle 1 position request
RGE 11
R
2
3-4
Lift axle 2 position request
RGE 11
R
2
5-6
Steering axle locking request
RGE 11
R
2
7-8
Ramp level request
RGE 11
R
3
1-2
Level control request
RGE 11
R
3
3-4
Ramp level storage request
RGE 11
R
3
5-6
Stop level change request
RGE 11
R
3
7-8
Not defined
RGE 11
R
4-5
RGE 11
R
6
Parking and trailer air pressure
RGE 11
R
7
Auxiliary equipment supply pressure
RGE 11
R
8
Not defined
Driven axle load
2/7
Appendix 5
ISO 11992 – 2
Message TD11 (towing – towed) 1000ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
TD 11
R
1
Seconds
TD 11
R
2
Minutes
TD 11
R
3
Hours
TD 11
R
4
Month
TD 11
R
5
Day
TD 11
R
6
Year
TD 11
R
7
Local Minute Offset
TD 11
R
8
Local Hour Offset
EB+
ISO 11992 – 2
Message EBS 21 (towed - towing) 10ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EB+
EBS 21
T
1
1-2
Vehicle ABS active/passive
EBS 21
T
1
3-4
Vehicle retarder control active/passive
EBS 21
T
1
5-6
Vehicle service brake active/passive
EBS 21
T
1
7-8
Automatic towed vehicle brake active/passive
EBS 21
T
2
1-2
VDC active
EBS 21
T
2
3-4
Support of side or axle wise brake force
distribution
EBS 21
T
2
5-8
Not defined
EBS 21
T
3-4
EBS 21
T
5
EBS 21
T
6-7
EBS 21
T
8
Wheel-based vehicle speed
Actual percentage of the retarder torque
Wheel speed difference main axle
Lateral Acceleration
3/7
Appendix 5
ISO 11992 – 2
Message EBS 22 (towed - towing) 100ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EBS 22
T
1
1-2
Vehicle ABS active/passive
EBS 22
T
1
3-4
Vehicle retarder control active/passive
EBS 22
T
1
5-6
Vehicle service brake active/passive
EBS 22
T
1
7-8
Automatic towed vehicle brake
EBS 22
T
2
1-2
Vehicle electrical supply sufficient/insufficient
EBS 22
T
2
3-4
Red warning signal request
EBS 22
T
2
5-6
Amber warning signal request
EBS 22
T
2
7-8
Electrical supply of non-braking system
EBS 22
T
3
1-2
Spring brake installed
EBS 22
T
3
3-4
Electric load proportional function
EBS 22
T
3
5-6
Vehicle type
EBS 22
T
3
7-8
Spring brake engaged
EBS 22
T
4
1-2
Loading ramp approach assistance
EBS 22
T
4
3-4
Supply line braking request
EBS 22
T
4
5-6
Stop Lamp Request
EBS 22
T
4
7-8
Braking via control line supported
EBS 22
T
5-6
Axle load sum
EBS 22
T
7-8
Reference retarder torque
4/7
EB+
Appendix 5
ISO 11992 – 2
Message EBS 23 (towed - towing) 100ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EB+
EBS 23
T
1
1-2
Tyre pressure sufficient/insufficient
EBS 23
T
1
3-4
Brake lining sufficient/insufficient
EBS 23
T
1
5-6
Brake temperature status
EBS 23
T
1
7-8
Vehicle pneumatic supply
sufficient/insufficient
EBS 23
T
2
Tyre / wheel identification (pressure)
EBS 23
T
3
Tyre / wheel identification (lining)
EBS 23
T
4
Tyre / wheel identification (temperature)
EBS 23
T
5
Tyre pressure
EBS 23
T
6
Brake lining
EBS 23
T
7
Brake temperature
EBS 23
T
8
Pneumatic supply pressure
ISO 11992 – 2
Message EBS 24 (towed - towing) 1000ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EB+
EBS 24
T
1
Geometric Data Index
EBS 24
T
2
Geometric Data Indexed Content
EBS 24
T
3-8
Not Defined
ISO 11992 – 2
Message EBS 25 (towed - towing) 50ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EBS 25
T
1
Brake cylinder pressure first axle left wheel
EBS 25
T
2
Brake cylinder pressure first axle right wheel
EBS 25
T
3
Brake cylinder pressure second axle left wheel
EBS 25
T
4
Brake cylinder pressure second axle right whl
EBS 25
T
5
Brake cylinder pressure third axle left wheel
EBS 25
T
6
Brake cylinder pressure third axle right wheel
EBS 25
T
7
1-2
ROP enabled
EBS 25
T
7
3-4
YAW control enabled
EBS 25
T
7
5-8
Not Defined
5/7
EB+
Appendix 5
ISO 11992 – 2
Message EBS 25 (towed - towing) 50ms
MESSAGE
T/R
BYTE
EBS 25
T
8
BIT
DEFINITION
EB+
Not Defined
ISO 11992 – 2
Message EBS 26 (towed - towing) 10ms (NOT TRANSMITTED)
MESSAGE
T/R
BYTE
BIT
DEFINITION
EB+
EBS 26
T
1-2
Wheel speed first axle, left wheel
EBS 26
T
3-4
Wheel speed first axle, right wheel
EBS 26
T
5-8
Not defined
ISO 11992 – 2
Message RGE 21 (towed - towing) 100ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
RGE 21
T
1
1-2
Levelling control system, ride height level
RGE 21
T
1
3-4
Level control
RGE 21
T
1
5-6
Traction help
RGE 21
T
1
7-8
Ramp level position
RGE 21
T
2
1-2
Lift axle 1 position
RGE 21
T
2
3-4
Lift axle 2 position
RGE 21
T
2
5-6
Steering axle locking
RGE 21
T
2
7-8
Not defined
RGE 21
T
3
1-2
Not defined
RGE 21
T
3
3-4
Ramp level storage
RGE 21
T
3
5-6
Level change, front axle
RGE 21
T
3
7-8
Level change, rear axle
RGE 21
T
4
1-2
Stop level change acknowledge
RGE 21
T
4
3-4
Normal level
RGE 21
T
4
5-6
Ramp level
RGE 21
T
4
7-8
Not defined
RGE 21
T
5-6
Nominal body level, front axle
RGE 21
T
7-8
Nominal body level, rear axle
6/7
EB+
Appendix 5
ISO 11992 – 2
Message RGE 22 (towed - towing) 100ms (NOT TRANSMITTED)
MESSAGE
T/R
BYTE
BIT
DEFINITION
RGE 22
T
1-2
Relative body level, front axle
RGE 22
T
3-4
Relative body level, rear axle
RGE 22
T
5
RGE 22
T
6-7
Axle Load
RGE 22
T
8
Not defined
EB+
Tyre/Wheel identification
ISO 11992 – 2
Message RGE 23 (towed - towing) 1000ms
MESSAGE
T/R
BYTE
BIT
DEFINITION
EB+
RGE 23
T
1
RGE 23
T
2-3
Tyre temperature
RGE 23
T
4-5
Air leakage detection
RGE 23
T
6
1-3
Tyre pressure threshold detection
RGE 23
T
6
4-5
Tyre module power supply
RGE 23
T
6
6-8
Not defined
RGE 23
T
7-8
Tyre/wheel identification
Not defined
7/7
Appendix 5
BPW ECO Tronic Part Numbers
ECU/Valve Assemblies
Haldex
Part Number
BPW
Part Number
02.2210.05.xx
Description
Notes
2S/2M
02.2210.06.xx
4S/2M
820 029 xxx
02.2210.07.xx
4S/2M
820 027 xxx
02.2210.04.xx
4S/3M Master
810 011 xxx
02.2210.01.xx
4S/3M Slave
Available with and
without
‘Super Aux’
‘Premium Aux’
variant of
820 025 xxx
Only available
without
‘Super Aux’
No auxiliaries
820 025 xxx
ISO 11992 CAN Repeater ECU
Haldex
Part Number
BPW
Part Number
Description
Notes
812 020 001
n/a
ECU with optional
pressure sensor
input
Haldex EB+
component
1/2
Appendix 7
Associated Part Numbers
Haldex
Part Number
BPW
Part Number
814 00x 0xx
02.1833.03.xx
814 00x 3xx
02.1833.06.xx
814 002 xxx
02.1833.07.xx
814 004 xxx
02.1833.07.xx
814 005 xxx
02.1833.07.xx
814 006 xxx
02.1833.07.xx
814 007 xxx
02.1833.07.xx
814 016 xxx
814 00x 2xx
02.1833.07.xx
02.1833.04.xx
02.1833.01.xx
814 00x 1xx
02.1833.02.xx
814 00x 4xx
02.1833.05.xx
814 00x 5xx
02.1833.06.3x
815 012 001
02.3317.3x.xx
815 022 xxx
02.3317.4x.xx
351 033 xxx
02.4320.02.xx
352 067 xxx
02.4320.01.xx
G 833 999 999
333 009 xxx
434 500 003 0
815 030 xxx
02.4320.05.xx
02.4320.05.xx
n/a
02.3317.5x.xx
Description
Notes
3M Link Cable
Assembly
Auxiliary Cable
Super aux basic
cable Assembly
Power B to ISO
15170 (4 pole)
Super aux Y piece
assembly
Diag to ISO 15170
(4 pole)
Power B to ISO
15170 (2 pole 24N)
Super aux 3 way
Stoplight Cable
ISO7638
(Semi-trailer)
ISO7638
(Full trailer)
Sensor Cable
Pressure Sensor
Cable
Accelerometer
Assembly
External pressure
sensor
REV
Trailer Control
Module
Haldex SLV
Haldex SLV
Wabco SLV
Height Sensor
Key to table contents
REV = Relay Emergency Valve
SLV = Select Low Valve
Trailer Control Module = Combined Park/Shunt valve with Emergency Function
For part numbers applicable to wheel speed sensors see section 2.1.3.1.1
Using “x” wildcards enables versions to be produced that do not affect the function or
performance of the product or system as a whole as tested and approved and are used
to reduce documentation changes to trailer manufacturers’ approvals.
2/2
Appendix 7
BPW ECO Tronic 2M Fault Handling and Action
FAULT
Stoplight power only
Brake apply solenoid
o/c or s/c
Modulator solenoid
o/c or s/c
Brake apply or
modulator solenoid
drive s/c
External pressure
sensor (2) electrical
fault with ISO11992
External pressure
sensor (2) electrical
fault without
ISO11992
External pressure
sensor (2) / pneumatic
demand mismatch,
without ISO11992
Internal demand
sensor fault with
ISO11992
Internal demand
sensor fault without
ISO11992
Delivery sensor fault
Load sensor fault
Air spring failure
Reservoir sensor fault
Reservoir pressure
< 4.5 bar
Reservoir pressure
> 9.75 bar
Voltage < 19V on
ISO pin 1
ACTION
RECOVERABLE
WARNING
Yes
No (1)
No
Yellow
No
Yellow
No
Yellow
N/a
Yellow
No
Yellow
No
Yellow
None – ISO11992
used in preference
N/a
Yellow
Disable EBS
Disable ABS
No
Yellow
No
Yellow
No
Yellow
Yes
Yellow
No
Yellow
N/a
Yellow and Red
Yes
Yellow
ABS if voltage
recovers
EBS on next brake
application
Yellow and Red
Disable EBS
Retain ABS
Disable EBS
Retain ABS
Disable EBS
Disable ABS on
affected channel
Disable EBS
Disable ABS
None – ISO11992
used in preference
Retain EBS but use
internal sensor
Retain ABS
Disable EBS
Retain ABS
Disable EBS
Selectively disable
ABS
Assume laden
Retain EBS and ABS
Assume laden
Retain EBS and ABS
Disable reservoir
pressure sensing
Retain EBS and ABS
None
Disable EBS
Retain ABS
Disable EBS
Disable ABS
1/5
Appendix 8
BPW ECO Tronic 2M Fault Handling and Action
FAULT
Wheel speed sensor
fault, electrical or
dynamic
ISO11992 failure
ISO11992 demand of
> 1bar for 1 sec and
expected pneumatic
demand is not present
ACTION
Retain EBS
Selectively disable
ABS
Ignore ISO11992
Retain EBS and ABS
None - Continue to
use ISO11992
demand
Pressure control
failure (faulty sensor,
modulator or
pneumatics)
ABS control failure
(faulty modulator,
pneumatics or brakes)
Disable EBS
Retain ABS
EV / REV Emergency
Application, with
external pressure
sensor and:
ISO11992 Intact
Vehicle Moving
Reservoir > 4.5 bar
EV / REV Emergency
Application, all other
cases with external
pressure sensor
EV / REV Emergency
Apply, all other cases
without external
pressure sensor
Internal ECU failure
Override automatic
braking and use
ISO11992 demand
Retain EBS
Selectively disable
ABS
Allow automatic
braking
Disable EBS
Retain ABS
Allow automatic
braking
Retain EBS and ABS
Disable EBS Disable
ABS
RECOVERABLE
WARNING
No
Yellow
Yes
Yellow
N/a
Yellow
No
Yellow
No
Yellow
Yes
Red
Yes
Red
Yes
None
No
Yellow*
N/a Not applicable – The system continues to function and no recovery required.
* In the case of internal ECU failures only the yellow warning signal is given. According to
failure circumstances the towing vehicle may provide additionally the red warning signal.
(1) Assumed cab lamp not connected, if trailer lamp option fitted, trailer lamp will be on when
brakes applied.
(2) If fitted.
2/5
Appendix 8
BPW ECO Tronic 3M Fault Handling and Action
FAULT
Master valve brake
apply solenoid o/c or s/c
Slave valve brake
apply solenoid o/c or s/c
Master valve modulator
solenoid o/c or s/c
Slave valve modulator
solenoid o/c or s/c
Master valve
brake apply or modulator
solenoid drive s/c
Slave valve
brake apply or modulator
solenoid drive s/c
External pressure switch
(1)
electrical fault with
ISO11992
External pressure switch
(1)
electrical fault without
ISO11992
External pressure switch
(1)
ON after control line
exhausted, without
ISO11992
Demand sensor fault with
ISO11992
Demand sensor fault
without ISO11992
Master valve delivery
sensor fault
Slave valve delivery
sensor fault
Master valve suspension
sensor fault
Slave valve
suspension sensor fault
Reservoir pressure
< 4.5 bar
Reservoir pressure
> 9.75 bar
ACTION
RECOVER
WARNING
No
Yellow
No
Yellow
Disable EBS
Retain ABS
No
Yellow
Disable EBS
Disable ABS
No
Yellow
Red(2)
Disable EBS
Disable ABS
Disable EBS
Disable ABS
No
Yellow
Red(2)
Disable EBS
Disable ABS
Disable EBS
Disable ABS
No
Yellow
Red(2)
None – ISO11992
used in preference
None – ISO11992
used in preference
N/a
Yellow
Disable EBS
Retain ABS
Disable EBS
Retain ABS
No
Yellow
Disable EBS
Retain ABS
Disable EBS
Retain ABS
Yes
Yellow
N/a
Yellow
No
Yellow
Red(2)
No
Yellow
No
Yellow
Red(2)
No
Yellow
No
Yellow
MASTER
Disable EBS
Retain ABS
Retain EBS
Retain ABS
Disable EBS
Disable ABS on
affected channel
Retain EBS
Retain ABS
SLAVE
Disable EBS
Retain ABS
Disable EBS
Retain ABS
None – ISO11992 None – ISO11992
used in preference used in preference
Disable EBS
Disable EBS
Disable ABS
Disable ABS
Disable EBS
Disable EBS
Selectively
Retain ABS
Disable ABS
Retain EBS
Disable EBS
Retain ABS
Disable ABS
Disable Load
Disable Load
Sensing (go laden) Sensing (go laden)
Retain EBS
Retain EBS
Retain ABS
Retain ABS
Disable Load
None – Continue Sensing (go laden)
to load apportion
Retain EBS
Retain ABS
None
None
N/a
Yellow
Red
Disable EBS
Retain ABS
Disable EBS
Retain ABS
Yes
Yellow
3/5
Appendix 8
BPW ECO Tronic 3M Fault Handling and Action
FAULT
Reservoir sensor fault
Voltage <19V on
ISO pin 1
Wheel speed sensor fault,
electrical or dynamic
ISO11992 failure
ISO11992 demand of > 1
bar for 1 sec and not
expected pneumatic
Pressure control failure
(faulty sensor, modulator
or pneumatics)
ABS control failure
(faulty modulator,
pneumatics or brakes)
EV / REV Emergency
Application, with external
pressure switch and:
ISO11992 Intact
Vehicle Moving
Reservoir > 4.5 bar
EV / REV Emergency
Application, all other
cases with external
pressure switch
EV / REV Emergency
Apply, all other cases
without external pressure
switch
Internal ECU failure
N/a
*
(1)
(2)
ACTION
MASTER
SLAVE
Disable Reservoir Disable Reservoir
Pressure Sensing. Pressure Sensing.
Disable Load
Disable Load
Sensing (go laden) Sensing (go laden)
Retain EBS
Retain EBS
Retain ABS
Retain ABS
Disable EBS
Disable ABS
Disable EBS
Disable ABS
Retain EBS
Selectively
Disable ABS
Ignore ISO11992
Retain EBS
Retain ABS
None – Continue
to use ISO11992
demand
Selectively
Disable EBS
Selectively Retain
ABS
Retain EBS
Selectively
Disable ABS
Retain EBS
Selectively
Disable ABS
Ignore ISO11992
Retain EBS
Retain ABS
None – Continue
to use ISO11992
demand
Selectively
Disable EBS
Selectively Retain
ABS
Retain EBS
Selectively
Disable ABS
Override
automatic braking
and use ISO11992
demand
Override
automatic braking
and use ISO11992
demand
Allow automatic
braking
Disable EBS
Retain ABS
Allow automatic
braking
Retain EBS and
ABS
Disable EBS
Disable ABS
Allow automatic
braking
Disable EBS
Retain ABS
Allow automatic
braking
Retain EBS and
ABS
Disable EBS
Disable ABS
RECOVER
WARNING
No
Yellow
ABS if voltage
recovers, EBS
on next brake
application
Yellow
Red
No
Yellow
Yes
Yellow
N/a
Yellow
No
Yellow
No
Yellow
Yes
Red
Yes
Red
Yes
None
No
Yellow*
Not applicable - The system continues to function and no recovery required.
In the case of internal ECU failures only the yellow warning signal is given. According to failure
circumstances the towing vehicle may provide additionally the red warning signal.
If fitted.
Full trailer 3M systems only.
4/5
Appendix 8
EB+ Stability Fault Handling and Action
FAULT
Stoplight power only
Brake apply or
modulator solenoid
fault
External pressure
switch or sensor (2)
fault
Internal demand
sensor fault with
ISO11992
Internal demand
sensor fault without
ISO11992
Delivery sensor fault
Load sensor fault
Air Spring failure
Reservoir sensor fault
Reservoir pressure
< 4.5 bar
Voltage < 19V on
ISO pin 1
Wheel speed sensor
fault, electrical or
dynamic
ISO11992 failure
Pressure control
failure (faulty sensor,
modulator or
pneumatics)
Internal ECU failure
ACTION
Disable Stability
Disable Stability
RECOVERABLE
WARNING
Yes
No (1)
No
Yellow
N/a
Yellow
N/a
Yellow
No
Yellow
No
Yellow
No
Yellow
Yes
Yellow
N/a
Yellow
N/a
Yellow and Red
Yes
Yellow and Red
No
Yellow
Yes
Yellow
No
Yellow
No
Yellow*
Retain Stability
None – ISO11992
used in preference
Disable Stability
Disable Stability
Assume laden
Retain Stability
Assume laden
Retain Stability
Retain Stability
None
Disable Stability
Disable Stability if
not a minimum of
one good sensor per
side and two per axle
group
Ignore ISO11992
Retain Stability
Disable Stability
Disable Stability
N/a Not applicable – The system continues to function and no recovery required.
* In the case of internal ECU failures only the yellow warning signal is given. According to
failure circumstances the towing vehicle may provide additionally the red warning signal.
(1) Assumed cab lamp not connected, if trailer lamp option fitted, trailer lamp will be on when
brakes applied.
(2) If fitted.
5/5
Appendix 8
Cross-section BPW ECO Tronic Valve Assembly
Appendix 9
Page 1 of 3
Appendix 10
18/05/11
18/05/11
MP
JPH
18/05/11
Page 2 of 3
Appendix 10
Page 3 of 3
Appendix 10
BPW ECO Tronic Warning Signal - Default Operation
Option ‘A’
IGNITION SWITCHED POWER
ON
OFF
VEHICLE SPEED ≥10km/h
VEHICLE STATIONARY
LAMP
ON
NO FAULT PRESENT
2s
2s#
OFF
LAMP
EBS / ABS STATIC FAULT
ON
OFF
LAMP
EBS / ABS DYNAMIC FAULT IN MEMORY
ON
OFF
LAMP
NON EBS / ABS WARNING *
ON
OFF
LAMP
DYNAMIC FAULT
Any speed after 10km/h check
ON
OFF
LAMP
EBS / ABS STOPLIGHT FALL-BACK CHECK
ON
OFF
STOPLIGHT POWER
ON
OFF
* = E.g. AUX Fault, Service Warning. Flashes may optionally be only 2 or continuous until
vehicle reaches 10 kph.
# = Default, 2s but may be set up to 5s using diagnostic link.
1/2
Appendix 11
BPW ECO Tronic Warning Signal - Default Operation
Option ‘B’
IGNITION SWITCHED POWER
ON
OFF
VEHICLE SPEED ≥10km/h
VEHICLE STATIONARY
NO FAULT PRESENT
ON
2s#
OFF
EBS / ABS STATIC FAULT
ON
OFF
EBS / ABS DYNAMIC FAULT IN MEMORY
ON
OFF
NON EBS / ABS WARNING *
ON
OFF
DYNAMIC FAULT
Any speed after 10km/h check
ON
OFF
EBS / ABS STOPLIGHT FALL-BACK CHECK
ON
OFF
STOPLIGHT
ON
OFF
* = E.g. AUX Fault, Service Warning. Flashes may optionally be only 2 or continuous until
vehicle reaches 10 kph.
# = Default, 2s but may be set up to 5s using diagnostic link.
2/2
Appendix 11
Towing Vehicle ISO 7638 Wiring
EBS/ABS - ISO 7638
25/30 A
1
2
16 A (*2A)
Fuse
Amber
(*Red)
Red
3
4
5
6** CAN - High
7** CAN - Low
Truck
EBS
* = ISO 7638 - 1996
** = Not fitted on ISO 7638 - 1985
Appendix 12
Reservoir Pressure
Powered
APPLY
SOLENOID
Foot Pedal Pressure
Brake Delivery Pressure
Appendix 13.1
Control Pressure
Spring Brake Pressure
DUMP SOLENOID
DUMP SOLENOID
Suspension Pressure
HOLD SOLENOID
PRESSURE
HOLD SOLENOID
PORT 21
PORT 4
PORT 23
TEST POINT
TIME
PORT 1
PORT 3
PORT 3
RESERVOIR SUPPLY ONLY (NO POWER)
Reservoir Pressure
Powered
APPLY
SOLENOID
Foot Pedal Pressure
Brake Delivery Pressure
Appendix 13.2
Control Pressure
Spring Brake Pressure
DUMP SOLENOID
DUMP SOLENOID
Suspension Pressure
HOLD SOLENOID
PRESSURE
HOLD SOLENOID
PORT 21
PORT 4
PORT 23
TEST POINT
TIME
PORT 1
PORT 3
PORT 3
BRAKE APPLY (PUSH THROUGH – NO POWER)
Reservoir Pressure
Powered
APPLY
SOLENOID
Foot Pedal Pressure
Brake Delivery Pressure
Appendix 13.3
Control Pressure
Spring Brake Pressure
DUMP SOLENOID
DUMP SOLENOID
Suspension Pressure
HOLD SOLENOID
PRESSURE
HOLD SOLENOID
PORT 21
PORT 4
PORT 23
TEST POINT
TIME
PORT 1
PORT 3
PORT 3
BALANCED (PUSH THROUGH – NO POWER)
Reservoir Pressure
Powered
APPLY
SOLENOID
Foot Pedal Pressure
Brake Delivery Pressure
Appendix 13.4
Control Pressure
Spring Brake Pressure
DUMP SOLENOID
DUMP SOLENOID
Suspension Pressure
HOLD SOLENOID
PRESSURE
HOLD SOLENOID
PORT 21
PORT 4
PORT 23
TEST POINT
TIME
PORT 1
PORT 3
PORT 3
BRAKE RELEASE (PUSH THROUGH – NO POWER)
Reservoir Pressure
Powered
APPLY
SOLENOID
Foot Pedal Pressure
Brake Delivery Pressure
Appendix 13.5
Control Pressure
Spring Brake Pressure
DUMP SOLENOID
DUMP SOLENOID
Suspension Pressure
HOLD SOLENOID
PRESSURE
HOLD SOLENOID
PORT 21
PORT 4
PORT 23
TEST POINT
TIME
PORT 1
PORT 3
PORT 3
BRAKE APPLY (EBS APPLY – ISO POWERED)
Reservoir Pressure
Powered
APPLY
SOLENOID
Foot Pedal Pressure
Brake Delivery Pressure
Appendix 13.6
Control Pressure
Spring Brake Pressure
DUMP SOLENOID
DUMP SOLENOID
Suspension Pressure
HOLD SOLENOID
PRESSURE
HOLD SOLENOID
PORT 21
PORT 4
PORT 23
TEST POINT
TIME
PORT 1
PORT 3
PORT 3
BRAKE HOLD (EBS HOLD – ISO POWERED)
Reservoir Pressure
Powered
APPLY
SOLENOID
Foot Pedal Pressure
Brake Delivery Pressure
Appendix 13.7
Control Pressure
Spring Brake Pressure
DUMP SOLENOID
DUMP SOLENOID
Suspension Pressure
HOLD SOLENOID
PRESSURE
HOLD SOLENOID
PORT 21
PORT 4
PORT 23
TEST POINT
TIME
PORT 1
PORT 3
PORT 3
BRAKE RELEASE (EBS DUMP – ISO POWERED)
BPW ECO Tronic Functional Blocks
Demand value
selection
Control
Pressure
V
P V
Load Sensing
ABS
Pressure
control
P
Roll Stability
Function
V
V P
V P
V P
a
Appendix 14
Reservoir
ISO 7638 / CAN
I Haldex Brake ..roducts Limited
Moons Moat Olive
Moons Moat North
Redditch
Worcestel$hire
B989HA
I IUG.
-=DT uen ~ (1S20 011 001 ), CAN bus Conformance
Circulation
Testing -ISO
11992-1 :2003(E)
11~E;A~~D
SUMMARY SHEET
I
ot;:)
,~
I JJ'I\)()iJl';!J
Jeff
BsQnsll
~R
Carl Mellings
By.
Ray Porter
Archive File
Project File No.66
6
j
BY.
"2 l./r-
/~
ay
/~
flirter ~
~~
Summary
An EB+ Gen2 (Part No.820 011 001) was subjected to the CAN conformance tests as
listed in 150 11992-1 :2003(E), paragraphs 7.2 to 7.10 inclusive. Due to the tests requiring
access to internal signals from the ECU, the tests were performed on the PCB assembly
(part No.003 9206 09) instead of the full ECU and valve assembly. All variants of EB+
GEN2 are identical in respect of the 15011992-1 interface circuits and controlling
software, therefore the assembly 003 9206 09 was chosen as representative of the type.
The assembly was found to meet all of the requirements of the tests.
This document is supplied in confidence It must not be used for any purpose, other than that for which It was supplied It must not be copied (in part or in
whole) without the express written permission of Haldex Brake Products LId
Copyright Haldex Brake Products LId, 2001
I'
I
Issue
Level
01
Issue
Date
19/04/04
GF225
Issued
Page 1 of 2
By:
P,Sloan
Appendix 15
Page 2 of 2
Appendix 15
Appendix 17
Page 1 of 45
Appendix 17
Page 2 of 45
Appendix 17
Page 3 of 45
Appendix 17
Page 4 of 45
Appendix 17
Page 5 of 45
Appendix 17
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Appendix 17
Page 7 of 45
Appendix 17
Page 8 of 45
Appendix 17
Page 9 of 45
Appendix 17
Page 10 of 45
Appendix 17
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Appendix 17
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Appendix 17
Page 13 of 45
Appendix 17
Page 14 of 45
Appendix 17
Page 15 of 45
Appendix 17
Page 16 of 45
Appendix 17
Page 17 of 45
Appendix 17
Page 18 of 45
Appendix 17
Page 19 of 45
Appendix 17
Page 20 of 45
VCA Headquarters
1 The Eastgate Office Centre
Eastgate Road
Bristol, BS5 6XX
United Kingdom
Switchboard: +44 (0) 117 951 5151
Main Fax: +44 (0) 117 952 4103
Email: [email protected]
Web:
www.vca.gov.uk
THE UNITED KINGDOM VEHICLE APPROVAL AUTHORITY
Rev 1/03
COMMUNICATION CONCERNING THE APPROVAL GRANTED OF A TYPE
OF ELECTRICAL/ELECTRONIC SUB-ASSEMBLY WITH REGARD TO
REGULATION NO: 10 AS AMENDED BY THE 02 SERIES OF
AMENDMENTS
Approval No: 10R-024838
Reason(s) for extension: Not applicable
1.
Make (trade name of manufacturer): Haldex Brake Products Ltd
2.
Type and general commercial description(s): CAN Repeater Electronic Control Unit
3.
Means of identification of type, if marked on the component:
documentation GS0439, appendix 3 for applicable part numbers
3.1
Location of that marking: On the ESA
4.
Category of vehicle: Not applicable
5.
Name and address of manufacturer:
See the manufacturer’s
Haldex Brake Products Ltd
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
United Kingdom
6.
In the case of components and separate technical units, location and method of affixing of the
ECE approval mark: A label attached to the unit casing
7.
Address(es) of assembly plant(s): As 5. above
A
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ECE REGULATION NO: 10.02 STU
8.
Additional information (where applicable): See appendix
9.
Technical service responsible for carrying out the tests: MIRA
10.
Date of test report: 24 September 2008
11.
Number of test report: 1020679-001
12.
Remarks (if any): See appendix
13.
Place: BRISTOL
14.
Date: 29 SEPTEMBER 2008
15.
Signature:
16.
The index to the information package lodged with the approval authority, which may be obtained
on request is attached.
A W STENNING
Head of Technical and Quality Group
2
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UK
EAJ193095
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ECE REGULATION NO: 10.02 STU
Appendix to Type Approval Communication Certificate No: 10R-024838
concerning the type approval of an electrical/electronic sub-assembly under Regulation No: 10
1.
Additional information
1.1.
Electrical system rated voltage: 24V dc negative ground
1.2
This ESA can be used on any vehicle type with the following restrictions: Negative ground
vehicles only
1.2.1
Installation conditions, if any: Fitting to be in accordance with Haldex installation instructions
1.3
This ESA can be used only on the following vehicle types: Not applicable
1.3.1
Installation conditions, if any: Not applicable
1.4
The specific test method(s) used and the frequency ranges covered to determine immunity were:
(Please specify precise method used from Annex 9): Stripline – 20 MHz to 1000 MHz
1.5
Approved/accredited laboratory (for the purpose of this Regulation) responsible for carrying out
the test: MIRA, Nuneaton
2.
Remarks: None
3
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VCA Headquarters
1 The Eastgate Office Centre
Eastgate Road
Bristol, BS5 6XX
United Kingdom
Switchboard: +44 (0) 117 951 5151
Main Fax: +44 (0) 117 952 4103
Email: [email protected]
Web:
www.vca.gov.uk
THE UNITED KINGDOM VEHICLE APPROVAL AUTHORITY
COMMUNICATION CONCERNING THE APPLICATION OF THE COUNCIL DIRECTIVE OF 20 JUNE
1972 ON THE APPROXIMATION OF THE LAWS OF THE MEMBER STATES RELATING TO A TYPE
OF COMPONENT WITH REGARD TO RADIO INTERFERENCE SUPPRESSION (72/245/EEC) AS
LAST AMENDED BY 2006/28/EC .
Type Approval No: e11*72/245*2006/28*4838*00
EC type-approval mark to be affixed on ESA: e11 034838
Reason for Extension: Not applicable
SECTION I
0.1
Make (trade name of manufacturer): Haldex Brake Products Ltd
0.2
Type: CAN Repeater Electronic Control Unit
0.3
Means of identification of type, if marked on the component:
documentation GS0439, appendix 3 for applicable part numbers
0.3.1
Location of that marking: On the ESA
0.5
Name and address of manufacturer:
See the manufacturer’s
Haldex Brake Products Ltd
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
United Kingdom
Name and address of authorised representative, if any: Not applicable
0.7
In the case of components and separate technical units, location and method of affixing of the
EC type-approval mark: A label attached to the unit casing
0.8
Address(es) of assembly plant(s): As 0.5 above
ity
1
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24 of Issue
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72/245/EEC as last amended
SECTION II
1.
Additional information (where applicable): See appendix
2.
Technical service responsible for carrying out the tests: MIRA
3.
Date of test report: 24 September 2008
4.
Number of test report: 1020679-001
5.
Remarks (if any): See appendix
6.
Place: BRISTOL
7.
Date: 29 SEPTEMBER 2008
8.
Signature:
9.
The index to the information package lodged with the approval authority, which may be
obtained on request, is attached.
Appendix29-Sep-08
17
2
pp
ity
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or
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25 of Issue
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March 2008
UK
EAJ193095
A. W. STENNING
Head of Technical and Quality Group
roval Aut
h
72/245/EEC as last amended
APPENDIX
to EC Type Approval Certificate No: e11*72/245*2006/28*4838*00
concerning the type approval of an electric/electronic sub-assembly with
regard to Directive 72/245/EEC as last amended by Directive 2006/28/EC
1.
Additional information
1.1
Electrical system rated voltage: 24V dc negative ground
1.2
This ESA can be used on any vehicle type with the following restrictions: Negative ground
vehicles only
Installation conditions, if any: Fitting to be in accordance with Haldex installation instructions
1.3
This ESA can only be used on the following vehicle types: Not applicable
1.3.1
Installation conditions, if any: Not applicable
1.4
The specific test method(s) used and the frequency ranges covered to determine immunity
were (please specify precise method used from Annex 1X): Stripline – 20 MHz to 800 MHz,
Free Field – 800 MHz to 2000 MHz
1.5
Laboratory accredited to ISO 17025 and recognised by the Approval Authority (for the
purpose of this Directive) responsible for carrying out the test: MIRA, Nuneaton
5.
Remarks: None
(1)
Delete as applicable
(2)
If the means of identification of type contains characters not relevant to describe the vehicle,
component or separate technical unit types covered by this information document/typeapproval certificate, such characters shall be represented in the documentation by the symbol
`?' (e.g. ABC??123??).
Appendix29-Sep-08
17
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VCA Headquarters
1 The Eastgate Office Centre
Eastgate Road
Bristol, BS5 6XX
United Kingdom
Switchboard: +44 (0) 117 951 5151
Main Fax: +44 (0) 117 952 4103
Email: [email protected]
Web: www.vca.gov.uk
THE UNITED KINGDOM VEHICLE APPROVAL AUTHORITY
COMMUNICATION CONCERNING THE APPROVAL GRANTED (2)/
APPROVAL EXTENDED (2)/ APPROVAL REFUSED (2)/ APPROVAL
WITHDRAWN (2)/ PRODUCTION DEFINITELY DISCONTINUED (2)
OF A TYPE OF ELECTRICAL/ ELECTRONIC SUB-ASSEMBLY (2) WITH
REGARD TO REGULATION NO. 10.03
Approval No: 10R-034038
Extension No: 03
1.
Make (trade name of manufacturer): Haldex Brake Products Ltd
2.
Type and general commercial description(s): Remote Pressure Transducer. See the
manufacturer’s documentation GS0399 Appendix 3 for applicable part numbers
3.
Means of identification of type, if marked on the vehicle/component/separate technical unit
Self adhesive label
Location of that marking: On the unit casing
4.
Category of vehicle: Not applicable
5.
Name and address of manufacturer:
Haldex Brake Products Ltd
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
United Kingdom
6.
In the case of components and separate technical units, location and method of affixing of the
ECE approval mark: A self-adhesive label attached to the unit casing
7.
Address(es) of assembly plant(s): See point 5 above
ity
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29Department
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April 2010 Issue 2
Appendix18-Apr-11
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EAM235513
:
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(2)
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ECE Regulation 10.03
8.
Additional information (where applicable): See Appendix
9.
Technical Service responsible for carrying out the tests: MIRA, Nuneaton
10.
Date of test report: As before and 12 April 2011
11.
No. of test report: As before and Technical Review EAM235513
12.
Remarks (if any): See Appendix
13.
Place: Bristol
14.
Date: 18 APRIL 2011
15.
Signature:
16.
The index to the information package lodged with the Approval Authority, which may be
obtained on request, is attached.
17.
Reasons for extension: To cover upgrade to amended level from R10.02 to R10.03
1/
2/
Distinguishing number of the country which issued/extended/refused/withdrew approval (see Regulation provisions on approval).
Strike out what does not apply.
ity
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April 2010 Issue 2
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UK
EAM235513
A. W. STENNING
Head of Technical and Quality Group
roval Aut
h
ECE Regulation 10.03
Appendix to type-approval communication form No. 10R-034038 Extension 03 concerning the typeapproval of an electrical/electronic sub-assembly under Regulation No. 10.03
1.
Additional information:.
1.1.
Electrical system rated voltage: 5 V. pos/neg ground (2)
1.2.
This ESA can be used on any vehicle type with the following restrictions: Negative ground
vehicles only
1.2.1. Installation conditions, if any: Fitting is to be in accordance with Haldex installation instructions
1.3.
This ESA can be used only on the following vehicle types: Not applicable
1.3.1. Installation conditions, if any: Not applicable
1.4.
The specific test method(s) used and the frequency ranges covered to determine immunity
were: (Please specify precise method used from Annex 9): 800 mm stripline 20 to 1000 MHz,
absorber lined chamber 1000 to 2000 MHz
1.5.
Laboratory accredited to ISO 17025 and recognized by the Approval Authority responsible for
carrying out the tests: MIRA, Nuneaton, UK
2.
Remarks: None
2/
Strike out what does not apply.
ity
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or
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EAM235513
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VCA Headquarters
1 The Eastgate Office Centre
Eastgate Road
Bristol, BS5 6XX
United Kingdom
Switchboard: +44 (0) 117 951 5151
Main Fax: +44 (0) 117 952 4103
Email: [email protected]
Web:
www.vca.gov.uk
THE UNITED KINGDOM VEHICLE APPROVAL AUTHORITY
COMMUNICATION CONCERNING THE TYPE-APPROVAL (1), EXTENSION OF TYPEAPPROVAL (1), REFUSAL OF TYPE-APPROVAL(1), WITHDRAWAL OF TYPEAPPROVAL (1), OF A TYPE OF COMPONENT/SEPARATE TECHNICAL UNIT(1) WITH
REGARD TO RADIO INTERFERENCE SUPPRESSION DIRECTIVE 72/245/EC, AS LAST
AMENDED BY DIRECTIVE 2009/19/EC.
Type Approval No: e11*72/245*2009/19*4038*03
Reason for Extension: To cover upgrade to amended level from 2006/28/EC to
2009/19/EC
EC type-approval mark to be affixed on ESA: e11 03 4038
SECTION I
0.1.
Make (trade name of manufacturer): Haldex Brake Products Ltd
0.2.
Type and general commercial description(s): Remote Pressure Transducer.
See the manufacturer’s documentation GS0399 Appendix 3 for applicable part
numbers
0.3.
Means of identification of type, if marked on the component (1) (2): Self
adhesive label
0.3.1. Location of that marking: On the unit casing
0.5.
Name and address of manufacturer:
Haldex Brake Products Ltd
Moons Moat Drive
Moons Moat North
Redditch
Worcestershire
B98 9HA
United Kingdom
Name and address of authorised representative, if any; Not applicable
A
1
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0.7.
In the case of components and separate technical units, location and method
of affixing of the EEC approval-mark: A self adhesive label attached to unit
casing
0.8.
Address(es) of assembly plant(s): See point 0.5
SECTION II
1.
Additional information (where applicable): See Appendix
2.
Technical service responsible for carrying out the tests: MIRA, Nuneaton
3.
Date of test report: As before and 12 April 2011
4.
Number of test report: As before and Technical Review EAM235513
5.
Remarks (if any): See Appendix
6.
Place: BRISTOL
7.
Date: 18 APRIL 2011
8.
Signature:
9.
The type approval file deposited at the Administrative Service having
delivered the type approval may be obtained on request
A. W. STENNING
Head of Technical and Quality Group
(1)
Delete where not applicable.
(2)
If the means of identification of type contains characters not relevant to
describe the vehicle, component or separate technical unit types covered by
this type-approval certificate such characters shall be represented in the
documentation by the symbol ‘?’(e.g. ABC??123??).
(3)
As defined in Annex IIA to Directive 70/156/EEC.
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APPENDIX to EC Type Approval Certificate No: e11*72/245*2009/19*4038*03
concerning the type approval of an electric/electronic subassembly with regard to
Directive 72/245/EEC as last amended by Directive 2009/19/EC
1.
Additional information:
1.1.
Electrical system rated voltage: 5 V dc regulated from the vehicle supply
1.2.
This ESA can be used on any vehicle type with the following restrictions:
Negative ground vehicles only
1.2.1. Installation conditions, if any: Fitting is to be in accordance with Haldex
installation instructions
1.3.
This ESA can only be used on the following vehicle types: Not applicable
1.3.1. Installation conditions, if any: Not applicable
1.4.
The specific test method(s) used and the frequency ranges covered to
determine immunity were: (please specify precise method used from Annex
IX): 800 mm stripline 20 to 1000 MHz, absorber lined chamber 1000 to 2000
MHz
1.5.
Laboratory accredited to ISO 17025 and recognised by the Approval Authority
(for the purpose of this Directive) responsible for carrying out the test. MIRA,
Nuneaton, UK
5.
Remarks: None
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Kraftfahrt-Bundesamt
DE-24932 Flensburg
E1
MITTEILUNG
ausgestellt von:
Kraftfahrt-Bundesamt
über die Genehmigung
eines Typs eines elektrischen/elektronischen Bauteiles nach der
Regelung Nr. 10
COMMUNICATION
issued by:
Kraftfahrt-Bundesamt
concerning approval granted
of a type of electrical/electronic sub-assembly with regard to
Regulation No. 10
Nummer der Genehmigung: 035852
Approval No.:
Erweiterung Nr.: -Extension No.:
1.
Fabrikmarke (Handelsname des Herstellers):
Make (trade name of manufacturer):
ASG Luftfahrttechnik und Sensorik GmbH
2.
Typ:
Type:
Drehwinkelsensor
Handelsbezeichnung(en):
General commercial description(s):
DWS_H
3.
Merkmale zur Typidentifizierung, sofern am Bauteil vorhanden:
Means of identification of type, if marked on the component:
248 471
3.1
Anbringungsstelle dieser Merkmale:
Location of that marking:
auf dem Gehäusedeckel
on the housing cover
Appendix 17
Page 38 of 45
Kraftfahrt-Bundesamt
DE-24932 Flensburg
2
Nummer der Genehmigung: 035852
Approval No.:
4.
Klasse der Fahrzeuge:
Category of vehicle:
entfällt
not applicable
5.
Name und Anschrift des Herstellers:
Name and address of manufacturer:
ASG Luftfahrttechnik und Sensorik GmbH
DE-69469 Weinheim
6.
Bei Bauteilen und selbständigen technischen Einheiten, Lage und Anbringungsart des
ECE-Genehmigungszeichens:
In the case of components and separate technical units, location and method of affixing
of the ECE approval-mark:
Laserbeschriftung auf dem Gehäusedeckel
laser marking on the housing cover
7.
Anschrift(en) der Fertigungsstätte(n):
Address(es) of assembly plant(s):
ASG Luftfahrttechnik und Sensorik GmbH
DE-69469 Weinheim
8.
Zusätzliche Angaben (erforderlichenfalls):
Additional information (where applicable):
siehe Anlage
see appendix
9.
Für die Durchführung der Prüfungen zuständiger technischer Dienst:
Technical service responsible for carrying out the tests:
MBtech EMC GmbH
DE-71332 Waiblingen
10.
Datum des Prüfprotokolls:
Date of test report:
17.11.2009
11.
Nummer des Prüfprotokolls:
Number of test report:
P091403
12.
Gegebenenfalls Bemerkungen:
Remarks (if any):
siehe Anlage
see appendix
Appendix 17
Page 39 of 45
Kraftfahrt-Bundesamt
DE-24932 Flensburg
3
Nummer der Genehmigung: 035852
Approval No.:
13.
Ort:
Place:
DE-24932 Flensburg
14.
Datum:
Date:
23.11.2009
15.
Unterschrift:
Signature:
Im Auftrag
Dirk Hansen
16.
17.
Das Inhaltsverzeichnis der bei den zuständigen Behörden hinterlegten Typgenehmigungsunterlagen, die auf Antrag erhältlich sind, liegt bei.
The index to the information package lodged with the approval authority, which may be
obtained on request is attached.
1.
Anlage zur ECE-Typgenehmigungs-Mitteilung
Appendix to the ECE type-approval communication
2.
Inhaltsverzeichnis zu den Beschreibungsunterlagen
Index to the information package
3.
Beschreibungsunterlagen
Information package
Grund oder Gründe für die Erweiterung der Genehmigung:
Reason(s) of extension of approval:
entfällt
not applicable
Appendix 17
Page 40 of 45
Kraftfahrt-Bundesamt
DE-24932 Flensburg
EG-TYPGENEHMIGUNGSBOGEN
EC TYPE-APPROVAL CERTIFICATE
Benachrichtigung über
- die Typgenehmigung
eines Bauteiltyps gemäß der Richtlinie 72/245/EWG, zuletzt geändert durch die
Richtlinie 2009/19/EG
Communication concerning the
- type-approval
of a type of component with regard to Directive 72/245/EEC, as last amended by
Directive 2009/19/EC
Typgenehmigungsnummer: e1*72/245*2009/19*5852*00
Type-approval No.:
Grund für die Erweiterung:
Reason for extension:
entfällt
not applicable
An der EUB anzubringendes EG-Typgenehmigungszeichen:
EC type-approval mark to be affixed on ESA:
e1
03 5852
ABSCHNITT I
SECTION I
0.1.
Fabrikmarke (Firmenname des Herstellers):
Make (trade name of manufacturer):
ASG Luftfahrttechnik und Sensorik GmbH
0.2.
Typ:
Type:
Drehwinkelsensor
Appendix 17
Page 41 of 45
Kraftfahrt-Bundesamt
DE-24932 Flensburg
2
Nummer der Genehmigung: e1*72/245*2009/19*5852*00
Approval No.:
0.3.
Merkmale zur Typidentifizierung, sofern am Bauteil vorhanden:
Means of identification of type, if marked on the component:
248 471
0.3.1.
Anbringungsstelle dieser Merkmale:
Location of that marking:
auf dem Gehäusedeckel
on the housing cover
0.5.
Name und Anschrift des Herstellers:
Name and address of manufacturer:
ASG Luftfahrttechnik und Sensorik GmbH
DE-69469 Weinheim
0.7.
Bei Bauteilen und selbständigen technischen Einheiten, Lage und Anbringungsart des
EG-Genehmigungszeichens:
In the case of components and separate technical units, location and method of affixing
of the EC approval-mark:
Laserbeschriftung auf dem Gehäusedeckel
laser marking on the housing cover
0.8.
Anschrift(en) der Fertigungsstätte(n):
Address(es) of assembly plant(s):
ASG Luftfahrttechnik und Sensorik GmbH
DE-69469 Weinheim
ABSCHNITT II
SECTION II
1.
Zusätzliche Angaben (erforderlichenfalls):
Additional information (where applicable):
siehe Anlage
see appendix
2.
Für die Durchführung der Prüfungen zuständiger technischer Dienst:
Technical service responsible for carrying out the tests:
MBtech EMC GmbH
DE-71332 Waiblingen
3.
Datum des Prüfprotokolls:
Date of test report:
22.09.2009
Appendix 17
Page 42 of 45
Kraftfahrt-Bundesamt
DE-24932 Flensburg
3
Nummer der Genehmigung: e1*72/245*2009/19*5852*00
Approval No.:
4.
Nummer des Prüfprotokolls:
Number of test report:
P090688
5.
Gegebenenfalls Bemerkungen:
Remarks (if any):
siehe Anlage
see appendix
6.
Ort:
Place:
DE-24932 Flensburg
7.
Datum:
Date:
08.10.2009
8.
Unterschrift:
Signature:
Im Auftrag
Dirk Hansen
Appendix 17
Page 43 of 45
Kraftfahrt-Bundesamt
DE-24932 Flensburg
4
Nummer der Genehmigung: e1*72/245*2009/19*5852*00
Approval No.:
9.
Die Typgenehmigungsunterlagen, hinterlegt bei der zuständigen Behörde, die die
Typgenehmigung erteilt hat, sind auf Anfrage erhältlich.
The type-approval file deposited at the Administrative Service having delivered the typeapproval, may be obtained.
Verzeichnis:
List of documents:
1.
Anlage zum EG-Typgenehmigungsbogen
Appendix to the EC type-approval certificate
2.
Inhaltsverzeichnis zu den Beschreibungsunterlagen
Index to the information package
3.
Beschreibungsunterlagen
Information package
Appendix 17
Page 44 of 45
rotation angle / °
signal output /V
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
-10
-20
-30
-40
-50
-60
-70
-80
-90
-100
-110
-120
-130
-140
-150
-160
-170
-180
0
0,5
1
1,5
2
2,5
3
signal output (V)
3,5
4
4,5
5
ideal transfer characteristic at Vs = 5,0V
Page 45 of 45
Appendix 17
Sensed Input Variables
Input Variable
1)
2)
3)
4)
5)
6)
Source
Monitored
Warning
Electric Control Line Pressure
Pneumatic Control Line Pressure (Internal)
Pneumatic Control Line Pressure (External) 1)
Air Suspension Pressure
Air Suspension Pressure (Slave) 2)
Delivery Pressure 2 3)
Delivery Pressure 21
Delivery Pressure 22
ISO11992 Data Link
Transducer
Transducer
Transducer
Transducer
Transducer
Transducer
Transducer
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Reservoir Pressure
Transducer
Yes
Yellow
Suspension Height 6)
Wheel Speed S1A
Wheel Speed S1B
Wheel Speed S2A
Wheel Speed S2B
Lateral Accelerometer (optional)
Lining Wear (optional)
General Purpose Inputs (optional) 4)
Super Aux Inputs (optional) 4)
Supply Voltage
Rotational Sensor
Speed Sensor
Speed Sensor
Speed Sensor
Speed Sensor
Transducer
Wire Loop
Analogue Voltage
Digital Voltage
B+ Solenoid 5)
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Non EBS / ABS
User selectable
None
Yellow
Option.
Applicable to 3M full trailer systems only.
Applicable to 3M systems only.
These can be used to trigger outputs on Aux 1, 2 or 3.
This point is internal to the controller, range is equivalent external voltage on ISO7638 pin 1 or 24N pin 4 inputs to the controller.
Mechanical suspensions only.
Working Range
0 to 12 bar gauge
0.7 to 9 bar absolute
(-0.3 to 8 bar gauge)
0.7 to 13 bar absolute
(-0.3 to 12 bar gauge)
±15o
15 Hz to 1500 Hz
(< 15 Hz continuity)
+/- 1.7g
Continuity / Open Circuit
0 – 5V
B- or open circuit / B+
7 – 39 Volts
Appendix 21
Controlled Output Variables
Output Variable
Delivery Pressure 2 1)
Delivery Pressure 21
Delivery Pressure 22
Red Warning Signal
Yellow Warning Signal –
Cab Mounted
Aux 1 3)
Aux 2 3)
Means of Control
Solenoid Action
Solenoid Action
Solenoid Action
ISO 11992 Data Link
Low Side Switch on
ISO 7638 (Pin 5)
High Side Switch
High Side Switch
Aux 3 3)
Tacho 4)
Diagnostic Tell-Tale 4)
1)
2)
3)
4)
Method
Direct
Direct
Direct
Indirect
Monitored
Yes
Yes
Yes
No
Warning
Yellow
Yellow
Yellow
None
0.7 to 9 bar absolute
(-0.3 to 8 bar gauge)
Direct / Indirect 2)
Yes
Diagnostic
On / Off
Direct
Direct
Yes
Yes
Non EBS / ABS
Non EBS / ABS
On / Off
On / Off
High Side Switch
Direct
Yes
Non EBS / ABS
On / Off
8V PWM signal
8V PWM signal
Direct
Direct
No
No
None
None
1.8 kph to 150 kph
On / Off
Applicable to 3M systems only.
According to towing vehicle circuit.
Optional. Examples are Suspension Reset-to-Ride (COLAS), Lift Axle (ILAS-E), Steer Axle Lock, Speed Lock.
Mutually exclusive.
Range of Control
On / Off
Appendix 22
Context Diagram
CAB Warning
Lamp
Truck EBS
Wheel Speed
Sensor x 4
Control Line
Yellow Warning
Brake Demand
On/Off
ISO11992 CAN
Wheel Speed
Pulses
Control Line
Pressure
Reservoir
Reservoir
Pressure
Rear Suspension Bellows
Rear Suspension
Pressure
EB+ System
(Master)
Brake Delivery
Pressure 21
Brake Delivery
21
Brake Delivery
Pressure 22
Control Line
Pressure
Front Suspension Pressure
Reservoir
Pressure
Slave Solenoid
Monitors
Brake Delivery
22
Slave Solenoid
Drives
Slave Brake Apply
Solenoid Drive
Brake Delivery
Pressure 2
Brake Delivery
2
Brake Delivery
Pressure 2
Appendix 23
EB+ System
(Slave)
1
Front Suspension Pressure
Front Suspension Bellows
BPW ECO Tronic with optional integrated Double Check Valve (DCV) and Quick Release Valve
(QRV) in Service and Parking Brake System with REV Part No. 02.4320.02.xx
Air Suspension
Pressure Sensor
(optional)
42
Spring Brake Chamber
23
Dump
Supply
4-2
4
Anti-compounding
Control Line
Supply Line
Apply
ISO 7638
Hold
Relay
Relay
1
Dump
Shunt
Appendix 25
Power Connections
Stop Light
24N or
ISO12098
Non Return
REV
2-1
2
Hold
4
11
Park
Relay
QRV
Non Return
Reservoir
1
2M EPRV
Supply Pressure
Wheel Sensor
Control Pressure
Transducer/solenoid
Reservoir Pressure
REV Output
Power
Diagnostics
EPRV Output
CAN ISO 11992
Air Suspension
Spring Brake
2-1 2-2
Wheel Speed Sensors
Info Centre
Spring Brake Chamber
BPW ECO Tronic with optional integrated Double Check Valve
(DCV) and Quick Release Valve (QRV) in Combined Service and
Parking Brake System. Trailer Control Module + includes
Emergency Valve with Combined Park Shunt and Park Hold function
Part No. 02.4320.01.xx
Leveling Valve
Air Suspension
Spring Brake Chamber
Pressure Sensor (Optional)
23
Trailer Control Module +
41
21
Control Line
Dump
4
4
21
Supply Line
ISO 7638
Anti-Compounding
1
22
Shunt
2
Optional
Stop Light
24N or
ISO12098
Apply Hold
12
Dump
11
Park
QRV
Power
Connections
3
Relay
Hold
Relay
23
Pressure Protection
1-2
Appendix 26
Reservoir
1
2M EPRV
Supply Pressure
Control Pressure
Reservoir Pressure
REV Output
EPRV Output
Spring Brake
Air Suspension
Wheel Sensor
2-1
23
2-2
Wheel Speed Sensors
Transducer/solenoid
Power
Diagnostic
Info Centre
Spring Brake Chamber
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