BENDIX SD-13-4869 User's Manual

BENDIX SD-13-4869 User's Manual
SD-13-4869
®
Bendix® EC-60™ ABS / ATC / ESP Controllers (Advanced)
See SD-13-4863 for Standard and Premium Controllers
See SD-13-21021 for the Bendix® eTrac™ Automated Air Suspension Transfer System
The driver is always responsible for the control
and safe operation of the vehicle at all times. The
Bendix® ESP® stability system does not replace the
need for a skilled, alert professional driver, reacting
appropriately and in a timely manner, and using safe
driving practices.
All Four Connectors Are Used.
(If only two or three connectors are in
use - see SD-13-4863)
FIGURE 1 - EC-60™ advanced CONTROLLER
INTRODUCTION
The Bendix® EC-60™ advanced controller is a member
of a family of electronic Antilock Braking System
(ABS) devices designed to help improve the braking
characteristics of air braked vehicles - including heavy- and
medium-duty buses, trucks, and tractors. ABS controllers
are also known as Electronic Control Units (ECUs).
Bendix® ABS uses wheel speed sensors, ABS pressure
modulator valves, and an ECU to control either four or six
wheels of a vehicle. The Bendix EC-60 controller monitors
individual wheel turning motion during braking and adjusts
or modulates the brake pressure at the wheel end. When
excessive wheel slip, or wheel lock-up is detected, the
Bendix EC-60 controller will activate the pressure modulator
valves to automatically reduce the brake pressure at one
or more of the wheel ends. By these actions, the ABS
system helps to maintain the vehicle's lateral stability and
steerability during heavy brake applications and during
braking on slippery surfaces.
In addition to the ABS function, advanced models of the
EC‑60™ controller provide ABS-based stability features
referred to as ESP® Electronic Stability Program. The
Bendix ESP system is an ABS-based stability system that
enhances vehicle stability by both reducing engine throttle
and by applying vehicle braking based on actual vehicle
dynamics. Accordingly, the ESP system is available only on
specific approved vehicle platforms after vehicle application
and development efforts and validation testing. Only
certain limited variations of an approved vehicle platform
are permitted without further validation of the ESP system
application.
ESP stability system consists of Yaw Control (YC) and Roll
Stability Program (RSP) features.
ESP® is a registered trademark of DaimlerChrysler and is used by BCVS under license from DaimlerChrysler.
TABLE OF CONTENTS
PAGE
General System Information
Introduction . . . . . . . . . . . . . . . . . . . . . . 1
Components . . . . . . . . . . . . . . . . . . . . . 3-4
Hardware Configurations . . . . . . . . . . . . . . . 4
Bendix EC-60 Controller Inputs & Outputs . . . . 5-7
Indicator Lamps and Power-Up Sequence . . . . . 8-9
ABS Operation . . . . . . . . . . . . . . . . . . . . . 9
ATC Operation . . . . . . . . . . . . . . . . . . . 11-12
Advanced ABS With Stability . . . . . . . . . . . 12-13
Important Safety Information About
The ESP Stability System . . . . . . . . . . . . . 13-14
Dynamometer Test Mode . . . . . . . . . . . . . . 14
System Impact During Active Trouble Codes . . . 15
System Reconfiguration . . . . . . . . . . . . . . . 16
Troubleshooting . . . . . . . . . . . . . . . . . . 17-48
Sensor Calibration . . . . . . . . . . . . . . . . . 17-19
Blink Codes and Diagnostic Trouble Codes . . . 21-23
Wiring Schematic . . . . . . . . . . . . . . . . . . .48
Glossary . . . . . . . . . . . . . . . . . . . . . . . . 49
J1587 SID and FMI Codes . . . . . . . . . . . . 51-55
UDS Codes . . . . . . . . . . . . . . . . . . . . . 56-60
Additional features include Automatic Traction Control
(ATC). Bendix ATC can improve vehicle traction during
acceleration, and lateral stability while accelerating through
curves. ATC utilizes Engine Torque Limiting (ETL)
where the ECU communicates with the engine’s controller
and/or Differential Braking (DB) where individual wheel
brake applications are used to improve vehicle traction.
Advanced Bendix EC-60 controllers have a drag torque
control feature which reduces driven-axle wheel slip (due
to driveline inertia) by communicating with the engine’s
controller and increasing the engine torque.
For vehicles with the Hill Start Feature optional feature,
this system interfaces between the transmission and
braking system to help the driver prevent the vehicle from
rolling downhill when moving up a steep incline from a
stationary position.
1
CAUTION
Even with ESP-equipped vehicles, the driver remains
responsible for ensuring vehicle stability during operation.
The ESP system can only function within the limits of
physics. ESP functionality mitigates potential vehicle
stability incidents, but cannot prevent them in all cases.
Other factors such as driving too fast for road, traffic or
weather conditions, oversteering, an excessively high
vehicle Center of Gravity (CG), or poor road conditions can
cause vehicle instability that is beyond the capability of any
stability system to mitigate. In addition, the effectiveness
of ESP can be greatly reduced on vehicles towing multiple
trailer combinations.
2
CAUTION
The ESP stability system may only be used on vehicles
tested and approved by Bendix engineering. ESP
installations require on-vehicle testing and Bendix® EC‑60™
parameter tuning. See "Advanced ABS with Stability
Control" on page 12 for further details.
Accordingly, the Bendix EC-60 controller is provided with
a corresponding parameter data set that is validated for
a specific vehicle platform. Therefore, specific steps are
necessary should a replacement ECU be required. See
“Obtaining a New Bendix EC-60 Advanced Controller” on
page 18 for further details.
ESP-equipped vehicles should not be driven on highbanked roads – such as those found on high-speed test or
race tracks. Test personnel must have ESP functionality
disabled prior to operating an ESP vehicle on such tracks.
YAW CONTROL (YC)
Delivery
(Port 2)
Advanced ECU can include Yaw Control (YC) functionality,
which has the ability to apply brakes to individual wheel
ends, as well as applying the trailer brakes, to counteract
trailer “push” that, during certain maneuvers, could lead to
a loss-of-control or a jackknife incident. See "Yaw Stability"
on page 9 for further details.
Supply
(Port 1)
ROLL STABILITY PROGRAM (RSP)
The Bendix Roll Stability Program (RSP), is an all-axle
ABS solution that helps reduce vehicle speed by reducing
the engine's throttle and applying all vehicle brakes as
needed, reducing the vehicle's tendency to roll over. RSP
focuses on reducing the vehicle’s speed below the critical
roll threshold during direction-changing maneuvers such as
driving on curved highway exit ramps or obstacle avoidance
maneuvers on dry, high friction surfaces. See "Advanced
ABS with Stability Control" on page 12 for further details.
WARNING
During an RSP system intervention, the vehicle
automatically decelerates. RSP can slow the vehicle
with or without the operator applying the brake pedal,
and even when the operator is applying the throttle.
COMPONENTS
The Bendix EC-60 controller’s ABS function utilizes the
following components:
•Bendix® WS-24™ wheel speed sensors (4 or 6,
depending on configuration). Each sensor is
installed with a Bendix Sensor Clamping Sleeve
•Bendix® M-32™ or M-32QR™ Pressure Modulator
Valves (4, 5, or 6 depending on configuration)
• Dash-mounted tractor ABS Indicator Lamp
• Service brake relay valve
• Dash-mounted trailer ABS Indicator Lamp
• Optional blink code activation switch
• Optional ABS off-road switch
90° Speed
Sensors
Sensor
Clamping
Sleeve
M-32QR™
Modulator
Electrical
Connector
M-32™
Modulator
Exhaust (Port 3)
FIGURE 3 - M-32™ and M-32QR™ MODULATORs
The Bendix EC-60 controller ESP/RSP function utilizes the
following additional components:
• Steer Axle Traction Control Valve (may be integral
to the service brake relay valve or a stand-alone
device)
• Dash-mounted ESP status/indicator lamp (also
serves as the ATC status/indicator lamp)
• Bendix SAS-60™ Steering Angle Sensor (mounted
to the steering column - See Figure 4)
CAUTION: When replacing a steering wheel,
take care not to damage the Steering Angle Sensor
or interfere with its operation, and the Steering Angle
Sensor must be recalibrated (see Troubleshooting
section)
•Bendix® YAS-60™ or YAS-70X™ Yaw Rate/Lateral
Acceleration Sensors (typically mounted to a crossmember near the back of the vehicle cab)
• Brake Demand Sensors (installed in the primary
and secondary delivery circuits)
• Load Sensor (typically installed in the suspension
air bag)
• An additional Modulator Valve (Bendix® M-32™ or
M-32QR™ Pressure Modulator Valve) that controls
pressure apply to trailer brakes during system
intervention
Straight Speed
Sensors
Straight
Connector
FIGURE 2 - Bendix® WS-24™ WHEEL SPEED SENSORS
90°
Connector
FIGURE 4 - steering angle SENSORS
3
The Bendix® EC-60™ controller ATC function utilizes the
following additional components:
• Drive axle traction control valve (may be integral
to the service brake relay valve or a stand-alone
device)
• Dash-mounted ATC status/indicator lamp
• J1939 serial communication to engine control
module
• Stop lamp switch input (may be provided using the
ECU hardware input or J1939)
•
Optional ATC mud/snow switch (sometimes referred
to as an ATC off-road switch)
The EC-60 controller Hill Start Feature utilizes the following
additional components:
•Bendix® AT-3™ Traction control valve
• Dash-mounted HSA Status/indicator lamp
• Dash-mounted enable/disable Switch
•Bendix® RV-3™ Pressure reducing valve
•Bendix® DC-4® Double check valve
Brake Demand/
Load Sensor
Bendix® RV-3™
Pressure
Reducing Valve
Bendix® AT-3™
Traction Control
Valve
Bendix® DC-4®
Double Check
Valve
FIGURE 6 - Additional valves necessary for the
Hill start feature
Bendix® eTrac™ Automated Air
Suspension Transfer System
The Bendix ® eTrac™ automated air pressure transfer
system is used on 6 x 2 semi-tractors that feature Bendix®
premium and advanced Antilock Brake Systems (ABS).
This system complements the Bendix® Smart Automatic
Traction Control (ATC™) feature of our ABS system to
provide improved traction at low speeds (e.g. pulling away
on an inclined ramp, or in slippery conditions such as mud
or snow-covered surfaces, etc.) When active, the Bendix
eTrac system vents — or “dumps” — the air pressure of
the tag axle suspension air bags, and increases the air
pressure in the drive axle suspension air bags to a predetermined maximum. This action helps the drive axle to
gain more traction.
See SD-13-21021 for more information.
ECU MOUNTING
Yaw/Lateral
Accelerator Sensors
(Two examples
shown.)
The Bendix® EC-60™ advanced cab-mounted controller is
not protected against moisture, and must be mounted in
an environmentally protected area.
All wire harness connectors must be properly seated. The
use of secondary locks is strongly recommended.
FIGURE 5 - Yaw and brake demand/Load sensors
Cab ECUs utilize connectors from the AMP MCP 2.8
product family.
HARDWARE CONFIGURATIONs
Advanced Bendix® EC-60™ controllers support applications
up to six sensor/six modulator (6S/6M) installations with
ATC and drag torque control. They can support HSA
functions. All 12 volt models support PLC. 24 volt models
do not support PLC. See Chart 1 for more details.
ABS
OffRoad
ATC
Blink ESP/
ATC
Mud/Snow Codes RSP
Optional
HSA
Bendix®
eTrac™
system*
Optional Optional
Input
PLC PMVs
Voltage
12/24
4/5/6
Retarder
Sensors
Relay
Serial
Communication
J1587 J1939
4/6
* For information about the Bendix® eTrac™ automated air suspension transfer system, see SD-13-21021
CHART 1 - Bendix® EC-60™ advanced controller features
4
Advanced Bendix EC-60 Controllers
USE Power Line Carrier (PLC)
Bendix EC-60 CONTROLLER INPUTS
All new towing vehicles built since March 1, 2001 have had
an in-cab trailer ABS Indicator Lamp installed.
The ECU operates at a nominal supply voltage of 12 or
24 volts, depending on the ECU. The battery input is
connected through a 30 amp fuse directly to the battery.
Trailers built since March 1, 2001 transmit the status of
the trailer ABS over the power line (the blue wire of the
J560 connector) to the tractor using a Power Line Carrier
(PLC) signal. See Figures 7 and 8. Typically the signal is
broadcast by the trailer ABS ECU.
Battery and Ignition Inputs
The ignition input is applied by the ignition switch circuit
through a 5 amp fuse.
Ground Input
The Bendix EC‑60 controller supports one ground input.
See page 48 for a system schematic.
ABS Indicator Lamp Ground Input
Advanced Bendix EC‑60 cab ECUs require a second
ground input (X1‑12) for the ABS indicator lamp. The X1
wire harness connector contains an ABS indicator lamp
interlock (X1‑15), which shorts the ABS indicator lamp
circuit (X1‑18) to ground if the connector is removed from
the ECU.
Bendix® WS-24™ Wheel Speed Sensors
FIGURE 7 - POWER LINE WITHOUT PLC SIGNAL
FIGURE 8 - POWER LINE WITH PLC SIGNAL
The application of PLC technology for the heavy vehicle
industry in North America is known as “PLC4Trucks.”
The Advanced Bendix EC-60 controller supports PLC
communications in accordance with SAE J2497.
PLC SIGNAL
Wheel speed data is provided to the Bendix EC-60
controller from the WS-24™ wheel speed sensor (see Figure
2). Vehicles have an exciter ring (or “tone ring”) as part of
the wheel assembly, and as the wheel turns, the teeth of
the exciter ring pass the wheel speed sensor, generating
an AC signal. The Bendix EC-60 controller receives the
AC signal, which varies in voltage and frequency as the
wheel speed changes.
Vehicle axle configurations determine the number of
WS‑24™ wheel speed sensors that must be used. A vehicle
with a single rear axle requires four wheel speed sensors.
Vehicles with two rear axles can utilize six wheel speed
sensors for optimal performance.
Diagnostic Blink Code Switch
A momentary switch that grounds the ABS Indicator Lamp
output is used to place the ECU into the diagnostic blink
code mode and is typically located on the vehicle’s dash
panel.
An oscilloscope can be used to measure or identify the
presence of a PLC signal on the power line. The PLC
signal is an amplitude and frequency modulated signal.
Depending on the filtering and load on the power line, the
PLC signal amplitude can range from 5.0mVp-p to 7.0
Vp-p. Suggested oscilloscope settings are AC coupling,
1 volt/div, 100 µsec/div. The signal should be measured
at the ignition power input of the Bendix EC‑60 controller.
Note: An ABS trailer equipped with PLC, or a PLC
diagnostic tool, must be connected to the vehicle in order
to generate a PLC signal on the power line.
5
Optional ABS Off-Road Switch and Indicator
Lamp Operation
Advanced Bendix EC-60 controllers use an optional dashmounted switch for the operator to place the ECU into the
ABS off-road mode. See "Optional ABS Off-Road Mode"
on page 10 for further details. In some cases, ECUs may
also be put into the ABS off-road mode by one of the other
vehicle control modules, using a J1939 message to the
Bendix EC-60 controller.
(If you need to know if this Bendix EC-60 controller uses
a J1939 message to operate the lamp, e-mail [email protected]
bendix.com, specifying the ECU part number, or call
1‑800‑AIR‑BRAKE and speak to the Bendix TechTeam.)
WARNING: The ABS off-road mode should not be
used on normal, paved road surfaces because vehicle
stability and steerability may be adversely affected. When
the ECU is placed in the ABS off-road mode, the ABS
Indicator Lamp will flash constantly (at a rate of once per
2.5 seconds) to notify the vehicle operator that the off-road
mode is active.
Optional ATC Mud/Snow (Off-Road) Switch and
Indicator Lamp Operation (see also page 8.)
Advanced controllers use a dash-mounted switch for the
operator to place the ECU into the ATC Mud/Snow mode.
Optional Hill Start Feature Switch and Indicator
Lamp Operation (see also page 8.)
Advanced controllers use a dash-mounted switch for the
operator to place the ECU into the Hill Start Assist (HSA)
mode. HSA interfaces between the transmission and
braking system to help the driver prevent the vehicle from
rolling downhill when moving up a steep incline from a
stationary position.
WARNING: With HSA option you lose the ABS offroad function and the retarder relay output.
When the ECU is placed in the HSA off-road mode, the
HSA Indicator Lamp will flash constantly (at a rate of once
per 2.5 seconds) to notify the vehicle operator that the HSA
mode is active. The ECU receives J1939 messages from
the transmission to engage the HSA components. When
engaged, the HSA system applies 44 psi to the rear brakes
for three (3) seconds then releases. This function is totally
controlled by the automatic transmission.
Stop Lamp Switch (SLS)
The Advanced Bendix EC-60 controller monitors the
vehicle stop lamp status. Certain vehicle functions, such
as ATC and All-Wheel Drive (AWD), use the status of the
stop lamp to determine when the driver makes a brake
application. This can be provided to the ECU via J1939
communications, or hardware input.
6
Brake Demand Sensors
The brake demand sensors provide the controller with an
indication of driver-applied brake pressure. One is installed
in the primary air brake circuit, and another is installed in
the secondary air brake circuit.
Load Sensor
The load sensor provides the controller with an indication
of the vehicle load. It is typically installed in one of the
suspension air bags.
Bendix® SAS-60™ Steering Angle Sensor
The Steering Angle Sensor (SAS) is used to provide driver
steering input to the controller. It reports the steering
wheel position to the controller utilizing a dedicated serial
communications link that is shared with the Yaw Rate
sensor. The controller supplies the power and ground
inputs to the Bendix SAS‑60 sensor.
The Bendix SAS-60 sensor is available with two different
styles of wire harness connectors. (See Figure 4.)
Bendix® YAS-60™ or YAS-70X™ Yaw Rate/Lateral
Acceleration Sensors
Bendix yaw rate/lateral acceleration sensors are used
to provide the controller an indication of vehicle lateral
acceleration and rotation around the vertical axis. This
information is provided to the controller utilizing a dedicated
serial communications link that is shared with the Bendix
SAS-60 sensor. The controller supplies the power and
ground inputs to the yaw rate sensor.
Bendix® EC-60™ CONTROLLER OUTPUTS
Bendix® M-32™ and M-32QR™ Pressure
Modulator Valves (PMV)
The Bendix M-32 and M-32QR pressure modulator valves
(PMV) are operated by the Bendix EC-60 controller to
modify driver applied air pressure to the service brakes
during ABS, ATC, RSP or YC activation (See page 3).
The PMV is an electropneumatic control valve and is the
last valve that air passes through on its way to the brake
chamber. The modulator hold and release solenoids are
activated to "modulate" or "control" the brake pressure
during an antilock braking event. The hold solenoid is
normally open and the release solenoid is normally closed,
such that the PMV nominally allows air to flow through.
This design allows for air delivery to brake chambers in
the event of electrical trouble.
The Advanced Bendix EC-60 controller also utilizes an
additional PMV for control of the trailer service brakes
during stability interventions.
Traction Control Valve (TCV)
Retarder Relay Disable Output
Advanced Bendix EC-60 controllers use two TCVs, one on
the steer axle and one on the drive axle. The TCV may be
a separate valve or integrated into the rear axle relay valve.
The retarder relay disable output may be used to control a
retarder disable relay. When configured to use this output,
the ECU will energize the retarder disable relay and inhibit
the use of the retarder as needed.
The controller will activate the drive axle TCV during
differential braking ATC events.
During stability interventions, the ECU will activate both
the steer axle and drive axle TCVs as required.
If the ECU is configured for Hill Start Assist (HSA), the
retarder relay output pin is used to control the HSA status
lamp. The vehicle loses the retarder relay function.
Stop Lamp Output
SAE J1939 Serial Communications
The controller provides an output to control a relay
that illuminates the vehicle stop lamps during stability
interventions. This information is also available using the
J1939 serial communications link.
A Controller Area Network (CAN) data link (SAE J1939) is
provided for communication. This link is used for various
functions, such as:
• To disable retarding devices during ABS operation.
ABS Indicator Lamp Control with Optional
Diagnostic Blink Code Switch
• To request that the torque converter disable lock-up
during ABS operation
The Advanced Bendix EC-60 controller has internal circuitry
to control the ABS Indicator Lamp on the dash panel.
The ABS Lamp Illuminates:
1. During power up (e.g. when the vehicle is started) for
approximately 3 seconds and turns off after the self test
is completed, providing no Diagnostic Trouble Codes
(DTCs) are present on the ECU.
2. When full ABS operation is not available due to
presence of a DTC on the ECU.
3. If the ECU is unplugged or has no power.
4. When the ECU is placed into the ABS off-road mode
(the lamp flashes steadily at a rate of once per 2.5 sec.).
5. To display blink codes for diagnostic purposes after the
external diagnostic switch is activated.
The Bendix EC-60 controller may communicate with other
vehicle control modules to operate the ABS Indicator Lamp
using serial communications. (If you need to know if this
Bendix® EC-60™ controller uses serial communications to
operate the lamp, e-mail [email protected], specifying the
ECU part number, or call 1‑800‑AIR‑BRAKE and speak to
the Bendix Tech Team.)
Indicator Lamp Control Using Serial
Communications Links
As mentioned above, depending on the vehicle
manufacturer, the dash indicator lamps (ABS, ATC,
ESP and trailer ABS) may be controlled using serial
communications links. In these cases, the EC‑60 ™
controller will send a serial communications message over
the J1939 or J1587 links indicating the required status of
the lamp(s). Another vehicle control module receives the
message and controls the indicator lamp(s).
Dynamometer Mode Indicator Lamp Operation
When the Bendix ® EC-60 ™ controller is put into the
Dynamometer mode for testing purposes, the ATC Indicator
Lamp will be illuminated.
• To share information such as wheel speed and ECU
status with other vehicle control modules.
Advanced Bendix EC-60 controllers utilize the J1939 data
link for:
• ATC and drag torque control functions.
• Vehicle stability functions.
Trailer ABS Indicator Lamp Control
The Advanced Bendix EC-60 controller will activate a
trailer ABS Indicator Lamp (located on the dash panel) that
indicates the status of the trailer ABS unit on one, or more
trailers, or dollies that are equipped with PLC functionality.
Typically, the Bendix EC-60 controller directly controls the
trailer ABS Indicator Lamp based on the information it
receives from the trailer ABS, via PLC.
Alternatively, some vehicles require the Bendix EC-60
controller to activate the trailer ABS Indicator Lamp by
communicating with other vehicle controllers using serial
communications.
(If you need to know if this Bendix EC-60 controller uses a
serial communications message to operate the lamp, e-mail
[email protected], specifying the ECU part number, or call
1-800-AIR-BRAKE and speak to the Bendix TechTeam.)
SAE J1708/J1587 Serial Communications
An SAE J1708 data link, implemented according to SAE
J1587 recommended practice, is available for diagnostic
purposes, as well as ECU status messages.
Interaxle Differential Lock Control
(AWD Transfer Case)
Advanced ECUs can control the interaxle differential lock
(AWD transfer case). This is recommended on AWD
vehicles, but the ECU must be specially configured to
provide this feature. E-mail [email protected] for more
details.
7
INDICATOR LAMPS AND POWER-UP
SEQUENCE
NOTICE: The vehicle operator should verify proper
operation of all installed indicator lamps (ABS, ATC/ESP,
and trailer ABS) when applying ignition power and during
vehicle operation. See Chart 2.
Dash Lamps
ABS
Lamps that do not illuminate as expected when ignition
power is applied, or remain illuminated, indicate the need
for maintenance.
TRLR
HSA
Special Mode Operation
At Vehicle
Start Up
ATC
Mode
ABS
Lamp
ATC/ESP
Lamp
Trailer
ABS
Lamp
HSA
Lamp
Ignition on - start up
(trailer with PLC)
On for 3
seconds*
On for 2.5
seconds*
On for 3
seconds**
On for 3
seconds
3 seconds after ignition
(with no Diagnostic
Trouble Codes)
Lamp Off*
Lamp Off*
Lamp Off*
Lamp Off*
ABS
OffRoad
Mode
Normal
Lamp flashes
slowly (every
2.5 seconds)
During an ATC
Event
Vehicles with the Hill Start Feature
(“Hill Start Assist”)
Deep
Mud/
Snow/
Mode
Lamp OFF
Flashes
quickly
Lamp OFF
HSA Manually Disabled
Flashes
slowly
Off
Flashes
slowly (every
2.5 seconds)
During an ATC/
ESP Event
Off
Flashes
quickly
During an Automatic Traction Control (ATC) Event
Flashes
quickly
During Dynamometer Mode
Lamp ON
(ATC
Disabled)
During an ESP Event
Flashes
quickly
ABS System
Status Indicators
at Start-Up
Power
Application
0.5 1.5 2.0 2.5 3.0 (sec.)
ON
*If any of the described lamp behaviors do
not occur — or if the lamp remains on during
operation — have the vehicle serviced by a
qualified mechanic as soon as possible to
restore full system functionality.
• Uses dash switch
• Not for firm road surfaces
• Allows more wheel lock-up (less ABS intervention)
• Mode only applies under 25 mph (Over 25 mph, the system reverts
to full ABS — including ATC/ESP — and lamp goes off.)
During HSA Event
Normal
Comments
Lamp remains ON if HSA DTC is present
• Uses dash switch
• Increases allowable wheel slip during ATC interventions
• Not for firm road surfaces
• Reduces wheel slip during acceleration at low speeds
• Disables ATC monitoring functions
• When not in Dynamometer Mode, an illuminated lamp indicates an
ATC trouble code is present
• System intervenes to reduce the risk of rollovers, loss-of-control, etc.
ATC/ESP System
Status Indicator
at Start-Up
Powered Vehicle ABS
Indicator Lamp OFF
Trailer ABS ON
Indicator Lamp
(PLC Detected)** OFF
Trailer ABS Indicator ON
Lamp**
(PLC Not Detected) OFF
ATC/ESP
enabled
Power
Application
0.5 1.5 2.0 2.5 3.0 (sec.)
ON
OFF
No ESP
or ATC
ON
OFF
*Some vehicle manufacturers may illuminate the trailer ABS indicator lamp at power-up regardless of whether a
PLC signal is detected from the trailer or not. Consult the vehicle manufacturer’s documentation for more details.
CHART 2 - Bendix® EC-60™ Indicator lamp Behavior
8
ABS Indicator Lamp Operation (Bulb Check)
The ECU will illuminate the ABS Indicator Lamp for
approximately three seconds when ignition power is
applied, after which the lamp will extinguish if no diagnostic
trouble codes are detected.
The ECU will illuminate the ABS Indicator Lamp whenever
full ABS operation is not available due to a diagnostic
trouble code. In most cases, partial ABS is still available.
ATC/ESP Status/Indicator Lamp Operation
The ECU will illuminate the ATC/ESP lamp for approximately
2.5 seconds when ignition power is applied, after which the
lamp will extinguish, if no diagnostic trouble codes are
detected. The ECU will continuously illuminate the ATC/
ESP Indicator Lamp whenever ESP or ATC is disabled due
to a diagnostic trouble code.
During an ESP or ATC intervention, the lamp will flash
rapidly (2.5 times per second). When the ECU is placed
in the ATC Mud/Snow (off-road) mode, the lamp will flash
slowly at a rate of once every 2.5 seconds.
Trailer ABS Indicator Lamp Operation
The ECU will control the Trailer ABS Indicator Lamp
when a PLC signal (SAE J2497) from a trailer ABS ECU
is detected.
Hill Start Assist (HSA) Indicator Lamp Operation
Vehicles with HSA enabled, will illuminate the HSA Indicator
Lamp when ignition power is applied, after which the lamp
will extinguish if there are no issues with the HSA system.
ECU Configuration Test
Within two seconds of the application of ignition power, the
ECU will perform a test to detect system configuration with
regards to the number of wheel speed sensors and PMVs.
This can be audibly detected by a rapid cycling of the PMVs.
(Note: The ECU will not perform the configuration test when
wheel speed sensors show that the vehicle is in motion.)
Pressure Modulator Valve and Traction Control
Valve Chuff Test
Right Steer
Right Drive
Right
Additional
Left Drive
Left
Additional
Driver
Left Steer
pneumatic PMV test that can assist maintenance personnel
in verifying proper PMV wiring and installation.
When ignition power is applied, each modulator solenoid
is briefly energized. If the air system is fully charged and
the service brake pedal is depressed during ignition, the
modulator creates a single, sharp audible “chuff” of air
pressure. The modulators are energized in a certain
pattern, as follows: right front, left front, right rear, left rear.
This test is performed only when the vehicle is stationary
(if the vehicle moves the chuff test will not be performed).
The Bendix EC-60 controller will perform a PMV chuff test
on all installed modulators in the following order:
• Steer Axle Right PMV
• Steer Axle Left PMV
• Drive Axle Right PMV
• Drive Axle Left PMV
• Additional Axle Right PMV
• Additional Axle Left PMV
•
Drive Axle TCV
The pattern will then repeat itself.
If equipped with a Bendix EC-60 advanced controller,
following the completion of the second round of PMV &
TCV chuff tests, the controller (if configured to do so) will
perform a test to cross-check the trailer PMV operation with
the vehicle stop lamps. If the trailer PMV circuit is mis-wired
(including the steer axle TCV), the PMV will exhaust a large
amount of air, or none at all.
NOTICE: If there are any active Diagnostic Trouble Codes,
the stop lamp cross-check portion of the chuff test will
not be carried out until all DTCs are fully diagnosed and
corresponding repairs are successfully conducted. The
ESP/ATC dash indicator will also be illuminated when there
are active ABS, ATC or ESP DTCs.
The ECU will not perform the PMV Chuff Test when wheel
speed sensors show that the vehicle is in motion.
ABS OPERATION
Bendix® ABS uses wheel speed sensors, ABS pressure
modulator valves, and an ECU to control either four or six
wheels of a vehicle. The Bendix EC-60 controller monitors
individual wheel turning motion during braking and adjusts
or modulates the brake pressure at the wheel end. When
excessive wheel slip, or wheel lock-up is detected, the
Bendix EC-60 controller will activate the pressure modulator
valves to automatically reduce the brake pressure at one
or more of the wheel ends. By these actions, the ABS
system helps to maintain the vehicle's lateral stability and
steerability during heavy brake applications and during
braking on slippery surfaces.
FIGURE 9 - VEHICLE ORIENTATION (typical)
After the performance of the configuration test, the Bendix®
EC-60™ controller will perform a Bendix-patented PMV
and TCV Chuff Test. The Chuff Test is an electrical and
9
Steer Axle Control
Optional ABS Off-Road Mode
Although both wheels of the steer axle have their own wheel
speed sensor and pressure modulator valve, the Bendix
EC-60 controller blends the applied braking force between
the two steering axle brakes. This Bendix patented brake
application control, called Modified Individual Regulation
(MIR), is designed to help reduce steering wheel pull
during an ABS event on road surfaces with poor traction
(or areas of poor traction, e.g. asphalt road surfaces with
patches of ice).
On some road conditions, particularly when the driving
surface is soft, the stopping distance with conventional
ABS may be longer than without ABS. This can occur
when a locked wheel on soft ground or loose gravel plows
up the road surface in front of the tire, changing the rolling
friction value. Although vehicle stopping distance with a
locked wheel (in the absence of ABS) may be shorter than
corresponding stopping distance with conventional ABS
control, vehicle steerability and stability would be reduced.
Single Drive Axle Control (4x2 Vehicle)
Advanced Bendix EC-60 controllers have an optional dash
switch that initiates a modified ABS control mode (know
as "off-road ABS") that more effectively accommodates
these soft road conditions to shorten stopping distance
while maintaining optimal vehicle steerability and stability.
For vehicles with a single rear drive axle (4x2), the brakes
are operated independently by the Bendix EC-60 controller,
based on the individual wheel behavior.
Dual Drive Axle Control (4S/4M Configuration)
For vehicles with dual drive axles (6x4) using a 4S/4M
configuration, one ABS modulator controls both right-side
rear wheels and the other modulator controls both left-side
rear wheels. Both wheels on each side receive equal
brake pressure during an ABS stop. The rear wheel speed
sensors must be installed on the axle with the lightest load.
Dual Rear Axle Control (6S/6M Configuration)
Note: Off-road mode is not available if the vehicle is
equipped with Hill Start Assist (HSA).
WARNING: The ABS off-road mode should not
be used on normal, paved road surfaces because
vehicle stability and steerability may be reduced. The
ABS Indicator Lamp will flash slowly to indicate to the
driver that the ABS off-road mode is engaged.
For vehicles with dual rear axles (6x4, 6x2) using a 6S/6M
configuration, the rear wheels are controlled independently.
Therefore, brake application pressure at each wheel is
adjusted according to the individual wheel behavior on
the road surface.
CAUTION: When ABS off-road mode is engaged,
stability functions are disabled at speeds below
approximately 25 mph. The ATC/ESP dash lamp will
illuminate to indicate to the driver that the stability
system is disabled.
6x2 Vehicles with 6S/5M Configuration
The vehicle manufacturer should provide the optional ABS
off-road function only for vehicles that operate on unpaved
surfaces or that are used in off-road applications, and is
responsible for ensuring that vehicles equipped with the
ABS off-road function meet all FMVSS-121 requirements
and have adequate operator indicators and instructions.
6x2 vehicles can utilize a 6S/5M configuration, with the
additional axle (a non-driven rear axle) having two sensors,
but only one Pressure Modulator Valve. In this case, the
PMV controls both wheels on the additional axle. The
additional axle wheels would receive equal brake pressure,
based on the wheel that is currently experiencing the most
wheel slip.
Normal Braking
During normal braking, brake pressure is delivered through
the ABS PMV and into the brake chamber. If the ECU
does not detect excessive wheel slip, it will not activate
ABS control, and normal vehicle service braking is applied.
Retarder Brake System Control
On surfaces with low traction, application of the retarder can
lead to high levels of wheel slip at the drive axle wheels,
which can adversely affect vehicle stability.
To prevent this, the Bendix® EC-60™ controller switches
off the retarder as soon as a lock-up is detected at one (or
more) of the drive axle wheels.
When the ECU is placed in the ABS off-road mode (on
vehicles equipped with this optional feature), it will switch
off the retarder only when ABS is active on a steer axle
wheel and a drive axle wheel.
10
The vehicle operator activates the off-road function with a
switch on the dash panel. A flashing ABS Indicator Lamp
indicates to the driver that the ABS off-road function is
engaged. To exit the ABS off-road mode, depress and
release the switch. A new ignition cycle will also cause
the ECU to exit the ABS off-road mode.
All-Wheel Drive (AWD) Vehicles
AWD vehicles with an engaged interaxle differential (steer
axle to rear axle)/AWD transfer case may have negative
effects on ABS performance. Optimum ABS performance
is achieved when the lockable differentials are disengaged,
allowing individual wheel control.
Advanced Bendix EC-60 controllers can be programmed
specifically for this configuration to control the differential
lock/unlock solenoid in the AWD transfer case. When
programmed to do so, the ECU will disengage the locked
interaxle/AWD transfer case during an ABS event and
reengage it once the ABS event has ended.
ATC OPERATION
ATC Functional Overview
Just as ABS improves vehicle stability during braking,
ATC improves vehicle stability and traction during vehicle
acceleration. The Bendix EC-60 controller ATC function
uses the same wheel speed information and modulator
control as the ABS function. The Bendix EC-60 controller
detects excessive drive wheel speed, compares the speed
to the front, non-driven wheels, and reacts to help bring the
wheel spin under control. The controller can be configured
to use engine torque limiting and/or differential braking to
control wheel spin. For optimal ATC performance, both
methods are recommended.
ATC/ESP Lamp Output/ATC Mud/Snow Switch
Input
Advanced ECUs control the ATC/ESP dash lamp as
follows.
The ATC/ESP dash lamp illuminates:
1. During power up (e.g. when the vehicle is started) for
approximately 2.5 seconds and turns off after the self
test is completed, providing no diagnostic trouble codes
are present.
2. When ESP or ATC is disabled for any reason.
3. During an ESP or ATC event (the lamp will flash rapidly
at a rate of 2.5 times per second).
4. When the ECU is placed in the ATC off-road mode
(the lamp will flash steadily at a rate of once per 2.5
seconds). This notifies the vehicle operator that the
ATC Mud/Snow mode is active.
3. When the dynamometer test mode is active. The
dynamometer test mode is entered using the diagnostic
blink code switch or by using a diagnostic tool (such as
Bendix® ACom® Diagnostics).
4. In response to a serial communications request from
a diagnostic tool.
5. If ATC Differential Braking function is activated for a long
time period to avoid overheating of the brakes. It would
take approximately 3 continuous minutes of activation
for the timeout to occur. Once timed out, approixmately
2 minutes of "cool off" time would be required before
ATC Differential Braking can be used again.
6. When certain diagnostic trouble code conditions are
detected.
Engine Torque Limiting with Smart ATC™
Traction Control
The Bendix EC-60 controller uses Engine Torque Limiting
to control drive axle wheel slip. This is communicated to
the engine control module (using J1939), and is available
at all vehicle speeds.
Bendix® Smart ATC™ Traction Control
The Bendix EC-60 controller has an additional feature
known as Smart ATC™ traction control. Smart ATC™
traction control monitors the accelerator pedal position
(using J1939) to help provide optimum traction and vehicle
stability. By determining the driver’s throttle input and
adapting the target slip of the drive wheels to the driving
situation, the Smart ATC™ traction control allows higher
wheel slip when the accelerator pedal is applied above a
preset level.
5. When the ECU is placed in the ABS off-road mode.
When in this mode, ESP will be disabled below 25 mph
and its inactive status will be indicated by a steadily
illuminated ATC/ESP lamp.
The wheel slip allowed by Smart ATC™ is decreased when
driving through a curve for improved stability.
Differential Braking
ATC Engine Control and Smart ATC™ traction control will
be disabled under the following conditions:
Differential braking within ATC is automatically activated
when drive wheel(s) on one side of the vehicle are spinning
excessively, which typically occurs on road surfaces
with patches of ice. The traction system will then lightly
apply the brake to the drive wheel(s) that are spinning
excessively. The vehicle differential will then drive the
wheels on the other side of the vehicle.
Differential braking (as part of ATC functionality) is available
at vehicle speeds up to 25 MPH.
Disabling ATC Differential Braking
ATC differential braking is disabled under the following
conditions:
Disabling ATC Engine Control and Smart ATC™
Traction Control
1. In response to a serial communications request from
an off-board tool.
2. At power-up until the ECU detects a service brake
application.
3. If the ECU receives a J1939 message indicating that
the vehicle is parked.
4. If the dynamometer test mode is active. This may be
accomplished via an off-board tool or the diagnostic
blink code switch.
5. When certain diagnostic trouble code conditions are
detected.
1. During power up (e.g. when the vehicle is started), until
the ECU detects a service brake application.
2. If the ECU receives a J1939 message indicating that
the vehicle is parked.
11
Optional ATC Mud/Snow (Off-Road) Mode
Drag Torque Control Functional Overview
In some road conditions, the vehicle operator may desire
additional drive wheel slip when ATC is active. The
Advanced Bendix EC-60 controller has an optional control
mode to permit this desired performance.
Advanced Bendix® EC-60™ controllers have a feature
referred to as drag torque control which reduces wheel slip
on a driven axle due to driveline inertia. This condition is
addressed by increasing the engine torque to overcome
the inertia.
The vehicle operator can activate the Mud/Snow function
with a switch on the dash panel. Alternately, a J1939
message may be used to place the vehicle in this mode.
The ATC/ESP Indicator Lamp will flash steadily at a rate
of once every 2.5 seconds to confirm that the ATC mud/
snow mode is engaged.
Drag torque control increases vehicle stability on lowtraction road surfaces during down-shifting or retarder
braking.
To exit the ATC Mud/Snow mode, depress and release the
ATC Mud/Snow switch.
ADVANCED ABS WITH STABILITY
CONTROL
Overview
ESP stability system reduces the risk of rollovers,
jackknifing and other loss-of-control events. ESP features
include Roll Stability Program (RSP) and Yaw Control.
During operation, the ECU of the Bendix Advanced ABS
system constantly compares performance models to the
vehicle’s actual movement, using the wheel speed sensors
of the ABS system, as well as lateral, yaw, and steering
angle sensors. If the vehicle shows a tendency to leave
an appropriate travel path, or if critical threshold values are
approached, the system will intervene to assist the driver.
A Real World Example
Of How The RSP
System Operates:
Excessive speed for road
conditions creates forces
that exceed the threshold
at which a vehicle is likely
to rollover on a higherfriction surface.
A Real World Example Of How Yaw Control
Operates:
Excessive speed exceeds the threshold, creating a
situation where a vehicle is likely to spin and jackknife.
The system automatically reduces
engine torque and applies the
service brakes (based on the
projected rollover risk) to reduce
the vehicle speed, thereby
reducing the tendency to roll over.
FIGURE 11 - RSP example
12
The Bendix® Yaw Control system reduces engine throttle
and selectively applies brakes to reduce the tendency
to jackknife.
FIGURE 12 - Yaw control example
Roll Stability Program
Bendix RSP, an element of the overall ESP system,
addresses rollover conditions. In the case of a potential
roll event, the ECU will override the throttle and quickly
apply brake pressure at all wheel ends to slow the vehicle
combination. The level of braking application during an
RSP event will be proportional to roll risk. See Figure 11.
Yaw Stability
Yaw stability counteracts the tendency of a vehicle to spin
about its vertical axis. During operation, if the friction
between the road surface and the tires is not sufficient
to oppose lateral (side) forces, one or more of the tires
can slide, causing the truck/tractor to spin. These events
are referred to as either an "under-steer" situation (where
there is a lack of vehicle response to steering input due to
tire slide on the steer axle) or an "over-steer" (where the
tractor's rear end slides out due to tire slide on the rear axle)
situation. Generally, shorter wheelbase vehicles (tractors,
for instance) have less natural yaw stability, while longer
wheelbase vehicles (straight trucks, for instance) have
greater natural yaw stability. Factors that influence yaw
stability are: wheelbase, suspension, steering geometry,
weight distribution front to rear, and vehicle track width.
Yaw Control
Yaw Control responds to a wide range of low- to highfriction surface scenarios including rollover, jackknife
and loss-of-control. It is the recommended system for all
power vehicles and especially critical for tractors pulling
trailers. In the case of vehicle slide (over-steer or understeer situations), the system will reduce the throttle and
then brake one or more of the “four corners” of the vehicle
(in addition to potentially applying the trailer brakes), thus
applying a counter-force to better align the vehicle with an
appropriate path of travel.
For example, in an over-steer situation, the system applies
the “outside” front brake; while in an under-steer condition,
the “inside” rear brake is applied. (See Figure 12)
Important Safety Information
About The Bendix® ESP® Stability
System
ESP May Reduce The Vehicle Speed
Automatically
ESP can make the vehicle decelerate automatically. ESP
can slow the vehicle with or without the operator applying
the brake, and even when the throttle is being applied.
CAUTION
To minimize unexpected deceleration and reduce the risk
of a collision the operator must:
• Always operate the vehicle safely, drive defensively,
anticipate obstacles and pay attention to road, weather
and traffic conditions. ABS, ATC and ESP stability
systems are no substitute for prudent, careful driving.
Towing Doubles Or Triples May Reduce The
Effectiveness Of Stability Systems
ESP is designed and optimized for trucks and for tractors
that tow single trailers. If a tractor equipped with ESP
is used to power multiple trailer combinations (known
as “doubles” or “triples”) the effectiveness of the ESP
system may be greatly reduced. Extremely careful
driving is always required when towing doubles or triples.
Excessive speed and aggressive maneuvers, such as
sharp turns, sudden steering inputs or abrupt lane changes
should be avoided.
Limitations Of Stability Systems
The ESP stability system’s effectiveness may be greatly
reduced if:
• The load shifts due to improper retention, accident
damage or the inherently mobile nature of some loads
(for example, hanging meat, live animals or partially
laden tankers),
• The vehicle has an unusually high or off-set center of
gravity (CG),
• One side of the vehicle drops off the pavement at an
angle that is too large to be counteracted by a reduction
in speed,
• The vehicle is used to haul double or triple trailer
combinations,
• If very rapidly winding steering inputs are inputted at
high speeds,
• There are mechanical problems with suspension
leveling of the tractor or trailer resulting in uneven loads,
• The vehicle is maneuvering on a high banked road
creating either additional side forces due to the weight
(mass) of the vehicle or a deviation between expected
& actual yaw rates,
• Gusty winds are strong enough to cause significant
side forces on the vehicle and any towed vehicles.
To Maximize The Effectiveness Of ESP:
• Loads must be properly secured at all times.
• Drivers need to exercise extreme caution at all times,
and avoid sharp turns, sudden steering inputs or abrupt
lane changes at high speeds, particularly if:
› the vehicle hauls loads that could shift,
› the vehicle or load has a high or off-set center of
gravity (CG) when loaded, or
› the vehicle tows doubles or triples.
• Avoid aggressive driving maneuvers, such as sharp
turns or abrupt lane changes at high speeds, which
might trigger the stability system.
13
Truck Chassis Modifications
If the vehicle’s chassis components are altered (for example,
a wheel base extension or reduction, tag axle addition
or removal, a major body change such as conversion of
a tractor into a truck, or an axle, suspension, or steering
system component modification) the Bendix® ESP® system
must be disabled. Have a qualified mechanic replace the
Advanced EC-60 ECU with a Premium EC-60 ECU and
secure the X4 connector which will no longer be used. The
ATC/ESP indicator lamp would continue to function as an
ATC indicator lamp, and should be designated as ATC only.
WARNING: If a modified vehicle does not have
the ESP system disabled, serious vehicle braking
and performance issues could result, including
unnecessary ESP system interventions. This can
lead to a loss-of-control of the vehicle. In addition,
remove all cab signage (e.g. visor labels, etc.) used
to show that Bendix ESP was installed and make any
necessary notations in the vehicle manual(s), so that
drivers do not misunderstand which ABS options are
installed on the vehicle.
Sensor Location Modifications
The location and orientation of the Steering Angle Sensor
and Yaw Rate Sensor must not be altered. When servicing,
an identical component must be used in the same
orientation (using OEM brackets & torque requirements).
During installation follow the OEM leveling guidelines.
Steering Angle Sensor Re-Calibration
Whenever maintenance or repair work is performed to the
steering mechanism, linkage, steering gear, adjustment of
the wheel track, or if the steering angle sensor is replaced,
a recalibration of the Steering Angle Sensor must be
performed.
WARNING! If the Steering Angle Sensor is not
recalibrated, the yaw control system may not function
properly, which can result in incidents leading to loss
of vehicle control. See page 19 of this document for
more details on this procedure.
Dynamometer Test Mode
CAUTION: ATC and ESP must be disabled prior
to conducting any dynamometer testing. When the
Dynamometer Test Mode is engaged, ATC brake control
and engine control along with drag torque control and ESP
are turned off. This test mode is used to avoid torque
reduction or torque increase and brake control activation
when the vehicle is operated on a dynamometer for testing
purposes.
The Dynamometer Test Mode may be activated by pressing
and releasing the diagnostic blink code switch five times or
by using a hand-held or PC-based diagnostic tool.
During Dynamometer Test Mode the ATC lamp remains ON.
Advanced Bendix® EC-60™ Contollers will remain engaged
in the Dynamometer Test Mode even if power to the ECU
is removed and re-applied. To exit the test mode, press
and release the blink code switch three times, or use a
hand-held or PC-based diagnostic tool.
Automatic Tire Size Calibration
The ECU requires a precise rolling circumference ratio
between steer axle and drive axle tires in order for ABS,
ATC, and ESP to perform in an optimal manner. For this
reason, a continuously monitoring process takes place
in which the precise ratio is calculated. This calculated
value is stored in the ECU memory provided the following
conditions are met:
1. Rolling-circumference ratio is within the permissible
range.
2. Vehicle speed is greater than approximately 12 MPH.
3. No acceleration or deceleration is taking place.
4. There are no active speed sensor diagnostic trouble
codes.
The ECU is provided with a ratio value of 1.00 as a default
setting. If the automatic tire size alignment calculates a
different value, this is used to overwrite the original figure
in the memory. This process adapts the ABS and ATC
function to the vehicle.
Acceptable Tire Sizes
The speed calculation for an exciter ring with 100 teeth is
based on a default tire size of 510 revolutions per mile.
This figure is based on the actual rolling circumference of
the tires, which varies with tire size, tire wear, tire pressure,
vehicle loading, etc.
The ABS response sensitivity is reduced when the actual
rolling circumference is excessive on all wheels. For a 100
tooth exciter ring, the minimum number of tire revolutions
per mile is 426, and the maximum is 567. The ECU will
set diagnostic trouble codes if the number of revolutions
is out of this range.
14
In addition, the size of the steer axle tires compared to
the drive axle tires also has to be within the ABS system
design. To avoid diagnostic trouble codes, the ratio of the
effective rolling circumference of the steer axle, divided by
the effective rolling circumference of the drive axle, must
be between 0.85 to 1.15.
CAUTION: The ESP system effectiveness relies
on the accuracy of vehicle speed. If a major change
on the tire sizes occurs such that the odometer setting
needs to be changed, the Advanced ABS controller's
setting of tire sizes must be reprogrammed to new
values at the same time by a certified mechanic.
System Impact During Active
Trouble Codes
ABS PARTIAL SHUTDOWN
Depending on which component the trouble code is
detected, the ABS, ATC, and ESP functions may be fully
or partially disabled. Even with the ABS indicator lamp
illuminated, the Bendix EC-60 controller may still provide
ABS function on wheels that are not affected. The ABS
system controller should be serviced as soon as possible.
Steer Axle ABS Modulator Diagnostic Trouble
Code
ATC Modulator Diagnostic Trouble Code
ATC and ESP are disabled. ABS remains active.
J1939 Communication Diagnostic Trouble Code
ATC and ESP are disabled. ABS remains active.
ECU Diagnostic Trouble Code
ABS, ATC, and ESP are disabled. The system reverts to
normal braking.
Voltage Diagnostic Trouble Code
While voltage is out of range, ABS, ATC, and ESP are
disabled. The system reverts to normal braking. When
the correct voltage level is restored, full ABS and ATC
function is available. The operating voltage range is 9.0
to 17.0 VDC for 12 volt systems, and 20 to 33.5 volts for
24 volt systems.
Steering Angle Sensor Diagnostic Trouble Code
ESP is disabled. ABS and ATC remain active.
Yaw Rate/Lateral Acceleration Sensor
Diagnostic Trouble Code
ESP is disabled. ABS and ATC remain active.
ABS on the affected wheel is disabled. ABS and ATC on
all other wheels remains active. ESP is disabled.
Brake Demand Pressure Sensor Diagnostic
Trouble Code
Drive Axle/Additional Axle ABS Modulator
Diagnostic Trouble Code
Load Sensor Diagnostic Trouble Code
ESP is disabled. ABS and ATC remain active.
ATC is disabled. ABS on the affected wheel is disabled.
ABS on all other wheels remains active. ESP is disabled.
ESP is disabled. ABS and ATC remain active.
Steer Axle Wheel Speed Sensor Diagnostic
Trouble Code
ESP is disabled. ABS and ATC remain active.
The wheel with the diagnostic trouble code is still controlled
by using input from the remaining wheel speed sensor on
the steer axle. ABS remains active on the rear wheels.
ATC and ESP are disabled.
Steer Axle TCV Diagnostic Trouble Code
Trailer PMV Diagnostic Trouble Code
ESP is disabled. ABS and ATC remain active.
Drive Axle/Additional Axle Wheel Speed Sensor
Diagnostic Trouble Code
ATC and ESP are disabled. In a four sensor system, ABS
on the affected wheel is disabled, but ABS on all other
wheels remains active.
In a six sensor system, ABS remains active by using input
from the remaining rear wheel speed sensor on the same
side.
15
SYSTEM reCONFIGURATION
Reconfiguration Using the Blink Code Switch
The Bendix® EC-60™ controller is designed to allow the
technician to change the default system settings (chosen
by the vehicle OEM) to provide additional or customized
features.
With ignition power removed from the Bendix EC-60
controller, depress the blink code switch. After the ignition
power is activated, depress and release the switch seven
times to initiate a reconfiguration event.
Depending on the model, the customizable features include
ABS control settings, engine module communication etc.
Many of these settings can be reconfigured using a handheld or PC-based software, such as the Bendix® ACom®
Diagnostics program.
Diagnostic Tool
ECU RECONFIGURATION
Reconfiguring a Bendix EC-60 controller may be carried
out by using the Blink Code Switch or by using a hand-held
or PC-based diagnostic tool.
Note: During the reconfiguration process, and independently
from any reconfiguration being carried out by the technician,
the ECU will automatically check the J1939 serial link and
communicate with other vehicle modules. In particular, if
the serial link shows that the vehicle has a retarder device
present, the ECU will configure itself to communicate with
the retarder device for improved ABS performance. For
example, if the ECU detects the presence of a retarder
disable relay during a reconfiguration, it will configure
itself to control the relay to disable the retarding device
as needed.
16
A reconfiguration event may be initiated using a hand-held
or PC-based diagnostic tool to communicate with the ECU
over the SAE J1587 diagnostic link.
6S/5M Configuration
Advanced Bendix® EC-60™ controllers will configure for
6S/5M operation when a reconfiguration event is initiated
and the ECU detects that an additional axle PMV is wired
as follows:
PMV Connector
Hold
Release
Common
ECU Connector
Right Additional Axle Hold
Left Additional Axle Release
Right Additional Axle Common
Troubleshooting: General
REMOVING THE Bendix® EC-60™
controller ASSEMBLY
CAUTION
3. Note the Bendix EC-60 controller assembly mounting
position on the vehicle.
The VIN of the vehicle is stored in the ECU internal
memory, and is cross-checked by the ECU using
information obtained from other vehicle controllers.
If the VIN stored in the ECU does not match the VIN
obtained from the other vehicle controller, the ECU will
generate an ECU Internal VIN Mismatch DTC.
4. Disconnect the electrical connectors from the Bendix
EC-60 controller.
Accordingly, do not switch Advanced controllers from
one vehicle to another.
1. Turn vehicle ignition off.
2. Remove as much contamination as possible prior to
disconnecting electrical connections.
5. Remove and retain the mounting bolts that secure the
Bendix EC-60 controller.
17
OBTAINING A NEW Bendix EC-60
ADVANCED CONTROLLER
REMOVAL OF THE STEERING ANGLE
SENSOR
Should the Advanced Bendix EC-60 controller require
replacement, certain steps must be followed:
Service Checks:
1. Record the vehicle model, VIN, year and date of
manufacture from the vehicle.
2. Record the part number of the Bendix EC-60 Advanced
Controller.
3. Provide this information to your local OEM vehicle
service department to obtain a new ECU. The OEM
service department will install the same parameter set
in the new controller that was loaded into the original
ECU at the vehicle OEM assembly facility.
INSTALLING A NEW Bendix® EC-60™
CONTROLLER
1. Check all wiring and connectors. Some installations
also include an intermediate connector from the
steering angle sensor to the main vehicle wire harness.
Make sure all connections are free from visible damage.
2. Examine the sensor. Make sure the sensor, its
mounting screws, and the interface between the hub
and the steering column are not damaged.
Diagnostics:
The steering angle sensor is only operational in conjunction
with an Advanced ABS ECU. No independent diagnostics
can be performed on the sensor.
Removal:
1. Remove steering column sheathing.
CAUTION When replacing the Bendix EC-60
2. Depending upon manufacturer, the steering angle
sensor could be located either near the steering wheel,
necessitating the removal of the steering wheel, or
near the joint to the vehicle steering mechanism,
necessitating the disconnection of this linkage.
For further information, contact either the vehicle
manufacturer, Bendix or your local authorized Bendix
dealer.
3. Unplug sensor cable assembly from body of sensor.
Squeeze the mounting tabs and pull gently on the
connector until it disengages.
controller, verify with the OEM service department that the
unit you are installing has the correct parameter set. Failure
to do so could result in a loss of features or degraded ESP
performance.
1. Position and secure the Bendix® EC-60™ controller in
the original mounting orientation using the mounting
bolts retained during removal. Use no more torque
than is necessary to firmly secure the ECU into position.
Over-tightening the mounting hardware can cause
damage to the EC‑60™ controller.
2. Reconnect the electrical connectors to the EC‑60™
controller.
3. Apply power and monitor the Bendix EC-60 controller
power‑up sequence to verify proper system operation.
See Troubleshooting: Wiring section beginning on page
45 for more information on wire harnesses.
WARNING: Bendix ESP stability system is validated
with specific Bendix® brand components. Always use
Bendix® brand replacement parts to prevent compromising
system performance. Bendix is not able to validate the
safe and reliable use of substitute or alternate components
that may be available from other manufacturers. Further,
suppliers of a non-Bendix® brand ABS component may
implement design changes in their component (without the
knowledge or approval of Bendix) which could negatively
affect antilock system reliability and braking performance
issues.
4. Unscrew all three of the mounting screws that hold the
body of the sensor to the steering column body.
5. Slide the sensor over the column to remove. Take note
if the sensor label is facing upward or downward.
Installation:
1. Obtain a new sensor. The sensor is not repairable in
the field.
2. Slide the sensor over the column. The center hub of the
sensor must be aligned with the corresponding notch
in the column. Different column manufacturers may
implement this hub alignment in different ways. The
sensor label should be facing in the same direction as
the removed sensor.
3. Assemble to column non-moving plate with three selflocking screws.
4. Tighten screws to steering column manufacturer's
recommended torque specification.
5. Reconnect the connector. Ensure that there will be no
force applied to the sensor because the connector is
pulling on the sensor body.
6. If the wire harness leading to the sensor is being
replaced, ensure that it is adequately tie wrapped
so that the full motion of the steering column can be
achieved without pulling apart the connectors.
7. Reinstall the column sheathing. The sensor is not
protected against dirt or water intrusion, so care
must be taken not to introduce these elements during
installation.
18
Steering Angle Sensor Calibration
The steering angle sensor calibration can only be achieved
when the sensor is powered by the Advanced ABS ECU.
No stand-alone sensor calibration can be carried out. The
calibration procedure is performed using Bendix® ACom®
Diagnostic V4.0 or higher. See “Troubleshooting Diagnostic
Trouble Codes: Steering Angle Sensor (SAS‑60)” for the
calibration procedure using this tool. The sensor must be
recalibrated using ACom Diagnostics after any of these
situations:
• Replacement of the steering angle sensor
• Any opening of the connector hub from the steering angle
sensor to the column
• Any maintenance or repair work on the steering linkage,
steering gear or other related mechanism
• Adjustment of the wheel alignment or wheel track
• After an accident that may have led to damage of the
steering angle sensor or assembly
WARNING: If the steering angle sensor is not
properly recalibrated as needed, the yaw control
system may not function properly, which can result
in a loss of vehicle control.
REMOVAL OF THE YAW RATE/LATERAL
ACCELERATION SENSOR
WARNING: Different generations of yaw rate/
lateral acceleration sensors are not compatible. Only
replace these sensors with exactly the same device.
Service Checks:
1. Check all wiring and connectors. Make sure all
connections are free from visible damage.
2. Examine the sensor. Make sure the sensor, its mounting
bolts, and the mounting bracket are not damaged.
3. Check the vent hole in underbody of sensor housing.
The vent hole should remain free from paint and debris
at all times.
Diagnostics:
The yaw rate sensor is only operational in conjunction with
an Advanced ABS ECU. No independent diagnostics can
be performed on the sensor.
Removal:
1. Unplug sensor cable assembly from body of sensor.
The connector must be twisted and pulled gently to
release.
2. In some mounting configurations, the sensor can be
removed independently from its mounting bracket.
Otherwise, remove entire assembly, then remove
sensor from bracket.
3. Take note of the direction in which the connector is
pointed.
Installation:
1. Obtain a new sensor. The sensor is not repairable in
the field.
WARNING: The location of the Yaw Rate Sensor
on the vehicle, the means of fastening the unit to the
vehicle, and the sensor's orientation, must not be
altered. When servicing, an identical component
must be used in the same orientation (using
OEM brackets & torque requirements). During
installation, follow the OEM leveling guidelines.
If any of these requirements are not followed, the
advanced ABS control system may not function
properly, which can result in incidents leading to
loss of vehicle control.
2. Assembly yaw rate sensor housing to mounting bracket.
The bracket must be the same design as used on the
original vehicle configuration.
3. For Bendix® YAS-60™ Yaw Rate Sensors, the correct
fasteners are three M8 size bolts, and the fixing torque
should be 20Nm (±2 Nm). For Bendix® YAS-70X™
Yaw Rate Sensors, the correct fasteners are two M10
size bolts (1.5 mm pitch angle), or OEM-supplied
hardware, and the fixing torque should be 46Nm (±9
Nm). Note that the Bendix YAS-70X sensor has two
alternate designs, one with an aligning post — see the
kit instruction sheet for more information. In all cases,
the connector should be facing in the same direction
as the removed sensor. The unit must not be installed
upside-down where there is a pressure-balancing hole.
4. The sensor should be as level as possible and parallel
to the road surface when installed on the vehicle.
5. Reconnect the connector. Ensure that there will be no
force applied to the sensor because the connector is
pulling on the sensor body.
CAUTION: When removing or installing the
sensor, care must be used to prevent damage. Do not
strike or pry the sensor. Do not use an impact tool to
install the mounting hardware.
Sensor Location Modifications
The location and orientation of the Yaw Rate Sensor must
not be altered. When servicing, an identical component
must be used in the same orientation (using OEM brackets
& torque requirements). During installation follow the OEM
leveling guidelines.
Yaw Rate Sensor Calibration:
The yaw rate sensor calibration can only be achieved via
the Advanced ABS ECU. The sensor must be recalibrated
after any of these situations:
• Replacement of the sensor
• After an accident that may have led to damage of the
yaw rate sensor
The calibration procedure is preformed using Bendix®
ACom® Diagnostics V4.0 or higher.
See “Troubleshooting Diagnostic Trouble Codes: Yaw Rate
Sensor” for the calibration procedure.
19
BRAKE DEMAND SENSOR CALIBRATION
Calibration must be performed under the following conditions:
• After servicing any pressure sensor related DTCs
• Replacement of any sensor
The calibration procedure is performed using Bendix ACom
Diagnostics V4.0 or newer versions.
See “Troubleshooting Diagnostic Trouble Codes: Brake
Demand Sensor/Load Sensor” for the calibration procedure.
PRESSURE SENSOR INSTALLATION
REQUIREMENTS
Service Checks:
1. Check all wiring and connectors. Make sure all
connections are free from visible damage.
2. Examine the sensor. Make sure the sensor and its
interface to the pressure location are not damaged.
Diagnostics:
The pressure sensor can be independently diagnosed
when supplied with a five volt voltage supply to the B
location and ground to the A location. Signal output on
the C location should read approximately 0.5V if there is
no pressure applied. The signal output should increase
proportionately as pressure is applied, up to a maximum
of 4.5V at 150 psi.
Removal:
1. Unplug sensor cable assembly from body of sensor.
Pull gently on the mounting tab and connector until it
disengages.
2. Remove sensor from its pressure mounting using
approved air brake push in fitting tools.
20
Installation:
1. Obtain a new sensor. The sensor is not repairable in
the field.
2. Insert sensor into pressure fitting using approved tools.
3. Reconnect the connector. Ensure that there will be no
force applied to the sensor because the connector is
pulling on the sensor body.
4. If the wire harness leading to the sensor is being
replaced, ensure that it is adequately tie wrapped.
Pressure Sensor Calibration:
There is no need for pressure sensor calibration as long
as the part replaced is identical to the part removed and
a component approved for use with the Bendix Advanced
ABS system. However, replacement of brake demand
sensors or clearing of demand pressure sensor related
DTCs require the following:
1. Use of ACom V4 or newer to clear the active p-sensor
fault.
2. Carrying out the demand p-sensor initialization
procedure which involves applying service brakes of
90 psi or greater for 3 sec (while stationary).
Once this procedure is carried out successfully, if there are
no other active DTCs, ATC/ESP indicator will no longer
illuminate.
Troubleshooting: Blink Codes and Diagnostic Modes
ECU DIAGNOSTICS
The Bendix EC-60 controller contains self-testing
diagnostic circuitry that continuously checks for the normal
operation of internal components and circuitry, as well as
external ABS components and wiring.
®
™
Active Diagnostic Trouble Codes
When an erroneous system condition is detected, the
EC‑60™ controller:
1. Illuminates the appropriate indicator lamp(s) and
disengages part or all of the ABS, ATC and ESP
functions. (See ABS Partial Shutdown, on page 15.)
2. Places the appropriate trouble code information in the
ECU memory.
3. Communicates the appropriate trouble code information
over the serial communications diagnostic link as
required. Hand-held or PC-based diagnostic tools
attach to the vehicle diagnostic connector, typically
located on or under the dash (see Figure 13).
In addition, by operating the blink code switch as described
below, one of several diagnostic modes can be entered.
See Diagnostic Modes below.
Blink Code Switch Activation
When activating the blink code switch:
1. Wait at least two seconds after “ignition on.” (Except when
entering Reconfiguration Mode - see Reconfiguration
section on page 16.)
2. For the ECU to recognize that the switch is activated
“on,” the technician must press for at least 0.1 seconds,
but less than 5 seconds. (If the switch is held for more
than 5 seconds, the ECU will register a malfunctioning
switch.)
3. Pauses between pressing the switch when a sequence
is required, (e.g. when changing mode) must not be
longer than 2 seconds.
4. After a pause of 3.5 seconds, the ECU will begin
responding with output information blinks. See Figure
14 for an example.
Blink Code Timing
Located on
Dash Panel
Or
Located Under
Dash Panel
FIGURE 13 - typical VEHICLE DIAGNOSTIC
CONNECTOR LOCATIONs (J1708/J1587, J1939)
Blink codes
Blink codes allow a technician to troubleshoot ABS
problems without using a hand-held or PC-based diagnostic
tool. Instead, information about the ABS system is
communicated by the ECU using the ABS indicator lamp
to display sequences of blinks.
Note: The ECU will not enter the diagnostic blink code
mode if the wheel speed sensors show that the vehicle is in
motion. If the ECU is in the diagnostic blink code mode and
then detects vehicle motion, it will exit the blink code mode.
The ECU responds with a sequence of blink codes. The
overall blink code response from the ECU is called a
“message.” Each message includes, depending on the
mode selected by the technician, a sequence of one or
more groups of blinks. Simply record the number of blinks
for each sequence and then use the troubleshooting index
on page 26 for active or inactive trouble codes and you
will be directed to the page that provides troubleshooting
information.
NOTE:
1. Sequences of blinks illuminate the ABS indicator lamp
for half a second, with half-second pauses between
them.
2. Pauses between blink code digits are 1.5 seconds.
3. Pauses between blink code messages are 2.5 seconds.
4. The lamp remains on for 5 seconds at the end of
messages.
FIGURE 14 - example of blink code message
21
Once the ABS indicator lamp begins displaying a sequence
of codes, it continues until all blink code messages have
been displayed and then returns to the normal operating
mode. During this time, the ECU will ignore any additional
blink code switch activation.
All trouble codes, with the exception of voltage and
J1939 trouble codes, will remain in an active state for the
remainder of the power cycle.
Voltage trouble codes will clear automatically when the
voltage returns within the required limits. All ABS functions
will be re-engaged.
J1939 trouble codes will clear automatically when
communications are re-established.
DIAGNOSTIC MODES
In order to communicate with the ECU, the controller has
several modes that the technician can select, allowing
information to be retrieved, or other ECU functions to be
accessed.
Diagnostic Modes
To enter the various diagnostic modes:
No. of
Times to
Press the
Blink Code
Switch
System Mode Entered
1
Active diagnostic trouble code retrieval
2
Inactive diagnostic trouble code retrieval
3
Clear active diagnostic trouble codes
4
System configuration check
5
Dynamometer Test Mode
7*
Reconfigure ECU
* To enter the Reconfiguration Mode, the switch must be held
in before the application of ignition power. Once the power is
supplied, the switch is released and then pressed seven times.
CHART 2 - diagnostic modes
Active Diagnostic Trouble Code Mode
For troubleshooting, typically the Active and Inactive
Diagnostic Trouble Retrieval Modes are used. The
technician presses the blink code switch once and the ABS
indicator lamp flashes a first group of two codes, and if
there are more trouble codes recorded, this is followed by
a second set of codes, etc. (See page 26 for a directory of
these codes.) All active trouble codes may also be retrieved
using a hand-held or PC-based diagnostic tool, such as
the Bendix® ACom® Diagnostics software.
To clear active diagnostic trouble codes (as problems
are fixed), simply clear (or “self-heal”) by removing and
re‑applying ignition power. The only exception is for wheel
speed sensor trouble codes, which clear when power is
removed, re-applied, and the ECU detects valid wheel
speed from all wheel speed sensors. Alternately, codes
may be cleared by pressing the diagnostic blink code switch
3 times (to enter the Clear Active Diagnostic Trouble Code
Mode) or by using a hand-held or PC-based diagnostic
tool. Hand-held or PC-based diagnostic tools are able to
clear wheel speed sensor trouble codes without the vehicle
being driven.
Inactive Diagnostic Trouble Code Mode
The ECU stores past trouble codes and comments (such
as configuration changes) in its memory. This record is
commonly referred to as “event history.” When an active
trouble code is cleared, the ECU stores it in the event
history memory as an inactive trouble code.
Using blink codes, the technician may review all inactive
trouble codes stored on the ECU. The ABS indicator
lamp will display inactive diagnostic blink codes when the
diagnostic blink code switch is depressed and released two
times. See page 26 for the index showing trouble codes
and the troubleshooting guide page to read for help.
Inactive trouble codes, and event history, may be retrieved
and cleared by using a hand-held or PC-based diagnostic
tool, such as the Bendix® ACom® Diagnostics software.
Clearing Active Diagnostic Trouble Codes
The ECU will clear active trouble codes when the diagnostic
blink code switch is depressed and released three times.
System Configuration Check Mode
The ABS indicator lamp will display system configuration
information when the diagnostic blink code switch is
depressed and released four times. The lamp will blink
out configuration information codes using the following
patterns. (See Chart 3).
In this mode the ECU tells the technician, by means of a
series of seven blink codes, the type of ABS system that the
ECU has been set up to expect. For example, if the fourth
blink code is a two, the technician knows that a 6S/4M
sensor/modulator configuration has been set.
Dynamometer Test Mode
The Dynamometer Test Mode is used to disable ESP &
ATC when needed (e.g. when performing any vehicle
maintenance where the wheels are lifted off the ground
and moving, including dyno testing). For Advanced ABS
controllers this mode will remain engaged even if
power to the ECU is removed and re-applied.
To exit the Dynamometer Test Mode, press and release
the blink code switch three times, or use a hand-held or
PC-based diagnostic tool.
22
1st Number System Power
1
2nd
Number
12 Volts
Wheel Speed Sensors
4
4 Sensors
6
6 Sensors
3rd Number Pressure Modulator Valves
4
4 Modulators
5
5 Modulators
6
6 Modulators
4th Number ABS Configuration
1
4S/4M or 6S/6M
2
6S/4M
3
6S/5M
Reconfigure ECU Mode
Controller reconfiguration is carried out by using the
Reconfigure ECU Mode. (See page 16.)
Note: To enter the Reconfiguration Mode, the blink code
switch must be held in before the application of ignition
power. Once the power is supplied, the switch is released
and then pressed seven times.
Troubleshooting and diagnostic trouble code clearing (as
well as reconfiguration) may also be carried out using
hand-held or PC-based diagnostic tools such as the
Bendix® Remote Diagnostic Unit (RDU™), Bendix® ACom®
Diagnostics software, or the ProLink tool.
5th Number Traction Control Configuration
2
No ATC
3
ATC Engine Control Only
4
ATC Brake Control Only
5
Full ATC (Engine Control & Brake Control)
6th Number Retarder Configuration
1
No Retarder
2
J1939 Retarder
3
Retarder Relay
4
J1939 Retarder, Retarder Relay
7th Number Stability Configuration
1
No Stability Program
2
Electronic Stability Program (ESP), which
includes RSP
3
Roll Stability Program (RSP) Only
CHART 3 - system configuration check
23
Troubleshooting: Using Hand-Held or
PC-Based Diagnostic Tools
Bendix® RDU™ (Remote Diagnostic Unit)
The Bendix® RDU™ tool provides the technician with
a visual indication of Antilock Braking System (ABS)
component Diagnostic Trouble Code (DTC) information.
The RDU™ tool is specifically designed for use with Bendix®
ABS systems and Bendix makes no claims for its operation
and/or usability with other brands of ABS systems.
LED lights
illuminate
Diagnostic
Trouble
Codes
(10 locations
in total)
Figure 15 - The Bendix® Remote Diagnostic Unit
Features of the Bendix® RDU™ Tool
The RDU™ tool attaches to the 9 pin diagnostic connector
in the cab of the vehicle. An adapter cable (Bendix part
number 801872) is available to connect the RDU to vehicles
with a 6-pin diagnostic connector.
The RDU™ tool allows the technician to:
• Troubleshoot ABS system component problems using
Diagnostic Trouble Code reporting via LEDs.
• Reset Diagnostic Trouble Codes on Bendix® ABS ECUs
by holding a magnet over the reset in the center of the
RDU™ tool for less than 6 seconds.
• Enter the Self-Configuration Mode used by Bendix®
ABS ECUs by holding a magnet over the reset area for
greater than 6 seconds but less than 30 seconds.
How the Bendix® RDU™ Operates
See Figure 13 for typical vehicle connector locations.
When the RDU ™ tool is plugged into the diagnostic
connector, all the LEDs will illuminate, and the green LED
will flash 4 times to indicate communications have been
established.
If the ABS ECU has no active Diagnostic Trouble Codes,
only the green LED will remain illuminated.
If the ABS ECU has at least one active Diagnostic
Trouble Code the RDU™ tool displays the first diagnostic
trouble code by illuminating the red LEDs, indicating the
malfunctioning ABS component and its location on the
vehicle. (See Figure 15.) If there are multiple diagnostic
trouble codes on the ABS system, the RDU™ tool will
display one diagnostic trouble code first, then once that
Diagnostic Trouble Code has been repaired and cleared,
the next code will be displayed.
24
Typical Combination Diagnostic Trouble Codes are:
• Right steer sensor
• Left steer sensor
• Right drive sensor
• Left drive sensor
• Right additional sensor
• Left additional sensor
• Right steer modulator
• Left steer modulator
• Right drive modulator
• Left drive modulator
• Right additional
modulator
• Left additional modulator
• Rear Axle Traction
modulator
• ECU
• Engine serial
communication
• MOD red LED illuminated, shows the "Common"
connection of one or more modulators is shorted to
battery or ground
• VLT (Flashing indicates either over- or under-voltage
condition)
To pinpoint the root cause and to ensure the system
diagnostic trouble code is properly corrected the first time,
additional troubleshooting may be necessary. Note: The
RDU is not capable of diagnosing ESP-specific diagnostic
trouble codes including additional sensors: steering angle
sensors, yaw sensors, pressure sensors, or modulator
valves (trailer pressure modulating valves or front axle
traction control valves.)
LED Diagnostic Trouble Codes
LFT -
RHT -
DRV -
ADD -
STR -
VLT -
ECU -
Left
Right
Drive Axle
Additional
Steer Axle
Power
ABS Controller
SEN - Wheel Speed
Sensor
MOD - Pressure Modulator
Valve
TRC - Traction Control
Example: If the
Diagnostic Trouble Code
is "Right Steer Axle
Sensor", the RDU™ unit
will display one green and
three red LEDs
FIGURE 16 - DIAGNOSTIC trouble COdes
LEDs
Green
VLT
Red
SEN
STR
RHT
Bendix® RDU™ Reset Function
The magnetic reset switch is located in the center top of
the RDU™ tool. Activation requires a magnet with 30 gauss
minimum.
The reset operations are:
1. If the magnet is held over the switch for less than 6
seconds the "clear current diagnostic trouble codes"
command is sent.
2. If the magnet is held over the switch for more than 6
seconds, but less than 30 seconds, the Bendix® ABS
"self-configuration command" is sent.
Additionally, it is recommended at the end of any inspection
that the user switches off and restores the power to the
ABS ECU, then check the ABS Indicator Lamp operation
and RDU™ tool to see if they indicate any remaining
Diagnostic Trouble Codes.
Bendix® RDU™ Communication Problems
If the ABS ECU does not respond to the RDU™ tool’s
request for diagnostic trouble codes, the RDU™ tool will
illuminate each red LED in a clockwise pattern. This pattern
indicates the loss of communication and will continue until
the ABS ECU responds and communication has been
established.
Pro-Link
Heavy Duty
Multi Protocol
Cartridge
PC Card MPSI
Part Number
805013
FIGURE 17 - nExIQ (MPSI) pro-link tool
Possible sources of communication problems are:
1. A problem with the J1587 link at the in-cab off-board
diagnostic connector (9 or 6 Pin).
2. The ECU does not support PID194.
3. No power is being supplied to the ECU and/or the
diagnostic connector.
4. The J1587 bus is overloaded with information and the
RDU can not arbitrate access.
5. A malfunctioning RDU™ tool.
Nexiq Bendix Application Card
Nexiq provides a Bendix application card for use with the
ProLink tool. It can also be used to diagnose the EC-30™,
EC-17™, Gen 4™, Gen 5™, and MC-30™ ABS Controllers.
For more information on the Bendix application card visit
www.bendix.com, Nexiq at www.nexiq.com, or your local
authorized Bendix parts outlet.
Bendix® ACom® Diagnostics Software
Bendix ® ACom ® Diagnostics is a PC-based software
program and is designed to meet RP-1210 industry
standards developed by the Truck Maintenance Council
(TMC). This software provides the technician with access
to all the available ECU diagnostic information and
configuration capability, including:
FIGURE 18 - Bendix® ACom® Diagnostics
ACom® Diagnostics V4.0 software is required to calibrate
the Steering Angle Sensor, the Yaw Rate/Lateral
Acceleration Sensor, the Brake Demand Sensors and the
Load Sensor.
When using ACom® Diagnostics V4.0 (or higher) software
to diagnose the Bendix EC-60 ABS ECU, the computer’s
serial or parallel port needs to be connected to the vehicle’s
diagnostic connector.
For more information on ACom® Diagnostics software or
RP1210 compliant tools, go to www.bendix.com or visit
your local authorized Bendix parts outlet.
See pages 51-60 for Appendices showing J1587 SID, FMI,
and UDS codes and their Bendix blink code equivalents.
www.bendix.com
For the latest information, and for free downloads of the
Bendix® ACom® Diagnostics software, and its User Guide,
visit the Bendix website at www.bendix.com.
•
ECU information
Bendix Technical Assistance Team
For direct telephone technical support, call the Bendix
technical assistance team at:
•
Diagnostic trouble codes and repair information
•
Configuration (ABS, ATC, and more)
1-800-AIR-BRAKE (1‑800‑247‑2725),
•
Wheel speed information
•
Perform component tests
•
Save and print information
Monday through Friday, 8:00 A.M. to 6:00 P.M. EST, and
follow the instructions in the recorded message.
Or, you may e-mail the Bendix technical assistance team
at: [email protected]
25
Active or Inactive Diagnostic Trouble Codes:
INDEX
How to interpret the first digit of messages received
when Active or Inactive Diagnostic Trouble Code Mode
is entered.
1st
Blink
Code
Number
Go Here for Troubleshooting Tests
1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No DTCs (1,1)
2. . . . . . . . . . . . . . Wheel Speed Sensors - pages 27-28
3. . . . . . . . . . . . . . Wheel Speed Sensors - pages 27-28
4. . . . . . . . . . . . . . Wheel Speed Sensors - pages 27-28
5. . . . . . . . . . . . . . Wheel Speed Sensors - pages 27-28
6. . . . . . . . . . . . . . . . . . . . . . . . Power Supply - page 29
7. . . . . . . . . . . Pressure Modulator Valves - pages 30-31
8. . . . . . . . . . . Pressure Modulator Valves - pages 30-31
9. . . . . . . . . . . Pressure Modulator Valves - pages 30-31
10. . . . . . . . . . Pressure Modulator Valves - pages 30-31
11. . . . . . . . . . . . . . . . . . . . . . . . . . J1939 - pages 32-33
12. . . . . . . . . . . . . . . . . . . . Miscellaneous - pages 34-35
13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECU - page 36
14. . . . . . . . . . . . . Wheel Speed Sensors - pages 27-28
15. . . . . . . . . . . . . Wheel Speed Sensors - pages 27-28
16. . . . . . . . . . Pressure Modulator Valves - pages 30-31
17. . . . . . . . . . Pressure Modulator Valves - pages 30-31
18. . . . . . . . Drive Axle Traction Control Valve - page 37
19. . . . . . . . Steer Axle Traction Control Valve - page 37
20. . . . . Trailer Pressure Modulator Valve - pages 30-31
21. . . . . . . . . . . . . Steering Angle Sensor - pages 38-39
22. . . . . . . . . . . . . . . . . Yaw Rate Sensor - pages 40-41
23. . . . . . . . . . . . . Lateral Acceleration Sensor - page 42
24. . . . . . . . . . . Brake Demand/Load Sensors - page 43
Example: For a message sequence of:
3, 2 12, 4
For the first sequence go to page 27 and
for the second sequence go to page 34.
See Page 51 for Appendix B: J1587 SID and FMI Codes and their Bendix Blink Code Equivalents
See Page 56 for Appendix C: UDS Codes and their Bendix Blink Code Equivalents
26
Troubleshooting Diagnostic Trouble Codes:
Wheel Speed Sensors
1st. Blink
Code
Location
2
Left Steer Axle Sensor
3
Right Steer Axle Sensor
4
Left Drive Axle Sensor
5
Right Drive Axle Sensor
14
Left Additional Axle Sensor
15
Right Additional Axle Sensor
2nd.
Blink
Code
Diagnostic Trouble
Code Description
1
Excessive Air Gap Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum
2
Output Low at
Drive-off
Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum
of 0.25 VAC sensor output at ~ 0.5 RPS. Verify condition of sensor head.
Verify mounting of exciter ring and condition of teeth. Verify proper bearing
end-play. Verify condition and retention of clamping sleeve. Verify sensor
lead routing and clamping.
3
Open or Shorted
Verify 1500 – 2500 ohms across sensor leads. Verify no continuity between
sensor leads and ground or voltage. Verify no continuity between sensor
leads and other sensors. Check for corroded/damaged wiring or connectors
between the ECU and the wheel speed sensor.
4
Loss of Sensor
Signal
Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum
of 0.25 VAC sensor output at ~ 0.5 RPS. Verify condition of sensor head.
Verify mounting of exciter ring and condition of teeth. Verify proper bearing
end-play. Verify condition and retention of clamping sleeve. Verify sensor
lead routing and clamping. Check for corroded/damaged wiring or connectors
between the ECU and the wheel speed sensor.
5
Wheel End
Verify mounting of exciter ring and condition of teeth. Verify proper bearing
end-play. Verify condition and retention of clamping sleeve. Verify sensor
lead routing and clamping. Check mechanical function of brake. Check for
kinked or restricted air lines.
6
Erratic Sensor
Signal
Adjust sensor to contact exciter ring. Rotate wheel and verify a minimum
of 0.25 VAC sensor output at ~ 0.5 RPS. Verify condition of sensor head.
Verify mounting of exciter ring and condition of teeth. Verify proper bearing
end-play. Verify condition and retention of clamping sleeve. Verify sensor
lead routing and clamping. Check for corroded/damaged wiring or connectors
between the ECU and the wheel speed sensor.
7
Tire Size
Calibration
Verify correct tire size as desired. Verify proper tire inflation. Verify correct
number of exciter ring teeth.
10
Configuration
Error
ECU is configured for four sensors, but has detected the presence of
additional sensors. Verify sensor wiring and ECU configuration.
Repair Information
of 0.25 VAC sensor output at ~ 0.5 RPS. Verify condition of sensor head.
Verify mounting of exciter ring and condition of teeth. Verify proper bearing
end-play. Verify condition and retention of clamping sleeve. Verify sensor
lead routing and clamping.
27
Speed Sensor Repair Tests:
1. Take all measurements at ECU harness connector
pins in order to check wire harness and sensor.
Probe the connector carefully so that the terminals
are not damaged.
2. Wheel speed sensor measurements should read:
Location
Measurement
Sensor
1500 - 2500 Ohms
Sensor to voltage or ground
Open Circuit (no continuity)
Sensor output voltage
>0.25 of VAC sensor output at ~ 0.5 revs/sec.
3. Clear DTC after issue is corrected. The sensor DTC
will remain until the power is cycled to the ABS ECU
and vehicle is driven above 15 MPH or DTC was
cleared using either the diagnostic blink code switch
or diagnostic tool.
Cab-mount ECU: Looking into
wire harness connector
X 4
Connector
Pin
Wheel Speed Sensor
Location
X1
18 Way
10
Right Drive Axle (+)
11
Right Drive Axle (-)
5
Left Steer Axle (+)
X2
18 Way
X3
15 Way
(if ECU is
configured for
6 sensors)
28
8
Left Steer Axle (-)
11
Right Steer Axle (+)
14
Right Steer Axle (-)
15
Left Drive Axle (+)
18
Left Drive Axle (-)
11
Left Additional Axle (+)
14
Left Additional Axle (-)
12
Right Additional Axle (+)
15
Right Additional Axle (-)
Troubleshooting Diagnostic Trouble Codes: Power Supply
1st. Blink
Code
6
Location
Power Supply
2nd.
Blink
Code
Diagnostic Trouble
Code Description
1
Battery Voltage Too Low
Measure battery voltage under load. Check vehicle battery and associated
components. Check for damaged wiring. Check for damaged or corroded connectors
and connections.
2
Battery Voltage Too
High
Measure battery voltage under load. Ensure that battery voltage is correct for the
ECU. Check vehicle battery and associated components. Check for damaged
wiring. Check for damaged or corroded connectors and connections.
3
Battery Voltage Too
Low During ABS
Measure battery voltage under load. Check vehicle battery and associated
components. Check for damaged wiring. Check for damaged or corroded connectors
and connections.
4
Battery Voltage Open
Circuit
Measure battery voltage under load. Check condition of fuse. Check vehicle battery
and associated components. Check for damaged wiring. Check for damaged or
corroded connectors and connections.
5
Ignition Voltage Too
Low
Measure ignition voltage under load. Check vehicle battery and associated
components. Check for damaged wiring. Check for damaged or corroded connectors
and connections. Check condition of fuse.
6
Ignition Voltage Too
High
Measure ignition voltage. Ensure that ignition voltage is correct for the ECU. Check
vehicle battery and associated components. Check for damaged wiring. Check for
damaged or corroded connectors and connections.
7
Ignition Voltage Too
Low During ABS
Measure ignition voltage under load. Check vehicle battery and associated
components. Check for damaged wiring. Check for damaged or corroded connectors
and connections.
8
Input Voltage Has
Excessive Noise
(Temporary)
Check alternator output for excessive noise. Check for other devices causing
excessive noise.
9
Input Voltage Has
Excessive Noise
Check alternator output for excessive noise. Check for other devices causing
excessive noise.
Repair Information
Power Supply Tests:
1. Take all measurements at ECU harness connector.
2. Place a load (e.g. an 1157 stop lamp) across battery
or ignition and ground connection, measure ignition
and battery voltage with the load. Ignition to Ground
should measure between 9 to 17 VDC. Battery to
Ground should also measure between 9 to 17 VDC.
3. Check for damaged wiring, damaged or corroded
connectors and connections.
4. Check condition of vehicle battery and associated
components, ground connection good and tight.
5. Check alternator output for excessive noise.
Cab-mount ECU:
Looking into wire
harness connector
X 4
Connector
X1
18 Way
Pin Power Supply Test
1Ground
3
Ignition
16Battery
29
Troubleshooting Diagnostic Trouble Codes:
Pressure Modulator Valves
1st. Blink
Code
30
Location
7
Left Steer Axle
8
Right Steer Axle
9
Left Drive Axle
10
Right Drive Axle
16
Left Additional Axle
17
Right Additional Axle
20
Trailer PMV
2nd.
Blink
Code
Diagnostic
Trouble Code
Description
1
Release Solenoid Verify no continuity between PMV leads and ground. Verify 4.9 to 5.5 ohms from REL
Shorted to
to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/
Ground
damaged wiring or connectors between ECU and PMV.
2
Release Solenoid Verify no continuity between PMV leads and voltage. Verify 4.9 to 5.5 ohms from
Shorted to
REL to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for
Voltage
corroded/damaged wiring or connectors between ECU and PMV.
3
Release Solenoid Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from REL
Open Circuit
to HLD. Check for corroded/damaged wiring or connectors between ECU and PMV.
4
Hold Solenoid
Shorted to
Ground
Verify no continuity between PMV leads and ground. Verify 4.9 to 5.5 ohms from REL
to CMN & HLD to CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/
damaged wiring or connectors between ECU and PMV.
5
Hold Solenoid
Shorted to
Voltage
Verify no continuity between PMV leads and voltage. Verify 4.9 to 5.5 ohms from
REL to CMN & HLD CMN, and 9.8 to 11 ohms from REL to HLD. Check for corroded/
damaged wiring or connectors between ECU and PMV.
6
Hold Solenoid
Shorted to Open
Circuit
Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from
REL to HLD. Check for corroded/damaged wiring or connectors between the ECU
and PMV.
7
CMN Open
Circuit
Verify 4.9 to 5.5 ohms from REL to CMN & HLD to CMN, and 9.8 to 11 ohms from
REL to HLD. Check for corroded/damaged wiring or connectors between the ECU
and PMV. Potentially a miswired or internal mechanical problem.
8
Configuration
Error
A mis-match exists between the ECU configuration and the modulator installation
and wiring. Verify PMV wiring and installation. Verify ECU configuration. Special
Note regarding Trailer PMV: Pneumatic issues can result in this DTC being set.
Verify all lines are free from debris or other obstructions, kinks, etc.
Repair Information
Pressure Modulator Valve Repair Tests:
1. Take all measurements at ECU harness connector pins in
order to check wire harness and PMV. Probe the connector
carefully so that the terminals are not damaged.
2. Pressure modulator resistance should read:
Location
Measurement
Release to Common
4.9 to 5.5 Ohms
Hold to Common
4.9 to 5.5 Ohms
Release to Hold
9.8 to 11.0 Ohms
Release, Hold, Common to
Voltage or Ground
Open Circuit (no continuity)
CAUTION: When troubleshooting modulator trouble
codes, check inactive trouble codes and event history for overvoltage or excessive noise trouble codes. If one of these is
found, troubleshoot these trouble codes first before the PMV.
Cab-mount ECU: Looking into
wire harness connector
4
Connector
X2
18 Way
X3
15 Way
(if ECU is
configured for
6 modulators)
X4
12 Way
Pin
1
2
3
4
6
7
9
10
13
12
16
17
4
6
7
9
10
13
6
9
12
PMV Location
Left Steer Axle Hold
Left Steer Axle Release
Left Steer Axle Common
Right Steer Axle Hold
Right Steer Axle Common
Right Steer Axle Release
Right Drive Axle Common
Right Drive Axle Hold
Right Drive Axle Release
Left Drive Axle Common
Left Drive Axle Hold
Left Drive Axle Release
Left Additional Axle Hold
Left Additional Axle Common
Left Additional Axle Release
Right Additional Axle Common
Right Additional Axle Hold
Right Additional Axle Release
Trailer PMV Hold
Trailer PMV Release
Trailer PMV Common
31
Troubleshooting Diagnostic Trouble Codes:
J1939 Serial Communications
1st. Blink
Code
11
Location:
J1939
2nd.
Blink
Code
32
Diagnostic Trouble
Code Description
Repair Information
1
J1939 Serial Link
Loss of communications between the Bendix® EC-60™ controller and other devices
connected to the J1939 link. Check for damaged or reversed J1939 wiring. Check
for corroded or damaged connectors. Verify ECU Configuration. Check for other
devices inhibiting J1939 communications.
2
J1939 Retarder
Loss of communications between the Bendix EC-60 controller and other devices
connected to the J1939 link. Check for damaged or reversed J1939 wiring. Check
for corroded or damaged connectors. Verify presence of retarder on the J1939 link.
Verify ECU Configuration. Check for other devices inhibiting J1939 communications.
3
J1939 Engine
Communications
Loss of communications between the Bendix EC-60 controller and the engine ECU
over the J1939 link. Check for damaged or reversed J1939 wiring. Check for corroded
or damaged connectors. Verify presence of engine ECU on the J1939 link. Verify
ECU Configuration. Check for other devices inhibiting J1939 communications.
4
J1939 Invalid Data
(Engine Retarder)
Invalid data received from the engine or retarder. Check for damaged or reversed
J1939 wiring. Check for damaged or corroded connectors. Verify presence of engine
and/or retarder on J1939. Verify proper programming of engine and/or retarder.
Check for other devices inhibiting J1939 communications.
5
J1939 Supply
Pressure
Invalid pressure signals received from a vehicle controller. Verify proper operation of
brake demand sensors. Check wiring between brake demand sensors and the vehicle
controller. Verify proper programming of vehicle controller. Check for damaged or
reversed J1939 wiring. Check for damaged or corroded connectors. Check for other
devices inhibiting J1939 communications.
6
J1939 ESP Messages
Invalid Data
Invalid ESP messages on the J1939 link. Check for damaged or reversed J1939
wiring. Check for damaged or corroded connectors. Verify presence of engine and/
or retarder on J1939. Verify proper programming of engine and/or retarder. Check
for other devices inhibiting J1939 communications.
7
J1939 Transmission
Communication for
HSA
Loss of communications between the EC-60 ECU and the transmission ECU over
the J1939 link. Check for damaged or reversed J1939 wiring. Check for damaged
or corroded connectors. Verify presence of transmission ECU on J1939 link. Check
for other devices inhibiting J1939 communications.
8
J1939 Invalid Data
Invalid ESP messages on the J1939 link indicating the additional axle left is not valid.
Check for damaged or reversed J1939 wiring. Check for damaged or corroded
connectors. Check for other devices inhibiting J1939 communications.
10
J1939 Invalid Data
from Transmission
Invalid data from transmission message on the J1939 link. Check for damaged or
reversed J1939 wiring. Check for damaged or corroded connectors. Verify presence
of transmission on J1939. Verify proper programming of transmission. Check for
other devices inhibiting J1939 communications.
12
J1939 HSA Switch
Error
Invalid HSA messages on the J1939 link indicating an HSA switch error or unavailable.
Check for damaged or reversed J1939 wiring. Check for damaged or corroded
connectors. Verify presence of HSA switch on J1939. Check for other devices
inhibiting J1939 communications.
13
J1939 Invalid Data
Invalid ESP messages on the J1939 link indicating error for ESP AWD function. Check
for damaged or reversed J1939 wiring. Check for damaged or corroded connectors.
Check for other devices inhibiting J1939 communications.
J1939 Troubleshooting Tests:
Cab-mount ECU:
1. Take all measurements at ECU harness
connector
Looking into wire harness connector
2. Check for damaged or reversed J1939
wiring
3. Check for corroded or damaged wiring
connector problems such as (opens or
shorts to voltage or ground)
4. Check for other J1939 devices which
may be loading down (inhibiting) J1939
communication
X 4
Connector PinJ1939
X1
7
J1939 Low
18 Way
8
J1939 High
33
Troubleshooting Diagnostic Trouble Codes: Miscellaneous
1st. Blink
Code
12
2nd.
Blink
Code
34
Location:
Miscellaneous
Diagnostic Trouble
Code Description
Repair Information
1
Stop Lamp Switch Not
Detected
ECU has not detected the presence of the stop lamp switch since ignition power was
applied (note that stop lamp switch input may be applied to the Bendix® EC-60™ controller
using either hardwire input or J1939). Apply and release service brake. Check for brake
switch input into ECU (see system wiring schematic). With service brake released, check
for presence of the stop lamp bulb. With service brake applied, verify system voltage is
now present at the stop lamp switch input to the ECU. Check for damaged wiring between
ECU, stop lamp switch and bulb. Check for corroded or damaged connectors. Check
for damaged or reversed J1939 wiring. Check for corroded or damaged connectors on
J1939 link. Verify presence of engine ECU on the J1939 link. Verify ECU configuration.
2
Stop Lamp Switch
Defective
Apply and release service brake. Check for brake switch input into ECU (see system
wiring schematic). With service brake released, check for presence of the stop lamp bulb.
With service brake applied, verify system voltage is now present at the stop lamp switch
input to the ECU. Check for damaged wiring between ECU, stop lamp switch and bulb.
Check for corroded or damaged connectors. Check for damaged or reversed J1939
wiring. Check for corroded or damaged connectors on J1939 link. Verify presence of
engine ECU on the J1939 link. Verify ECU configuration.
3
ATC Disabled or
Dynamometer Test
Mode Active
ATC is disabled. ECU has been placed in the Dynamometer Test Mode by either the
diagnostic blink code switch or a hand-held or PC-based diagnostic tool. Clear DTCs to
exit Dynamometer Test Mode.
4
Retarder Relay or HSA
Lamp Open Circuit or
Shorted to Ground
Verify vehicle contains a retarder relay or Hill Start Assist (HSA) lamp. Verify ECU
configuration. Check wiring between ECU and retarder relay or HSA lamp. Verify no
continuity between retarder disable output or HSA lamp output of Bendix EC-60 controller
and ground. Verify condition and wiring of the retarder relay or HSA lamp.
5
Retarder Relay or HSA
Lamp Circuit Shorted to
Voltage
Check wiring between ECU and retarder relay or HSA lamp. Verify no continuity between
retarder disable output or HSA lamp output of Bendix EC-60 controller and voltage. Verify
condition and wiring of the retarder relay or HSA lamp.
6
ABS Indicator Lamp
Circuit DTC
Check operation of diagnostic blink code switch. Check wiring of diagnostic blink code
switch (verify ABS wire is not grounded where used) and ABS Indicator Lamp. Verify
ABS Indicator Lamp ground input. On some vehicles with multi-plex dashes, the ground
wire may not be present - see ECU 19 DTC.
7
PMV Common Shorted
to Ground
Verify no continuity between the Release, Hold and CMN of all PMVs, TCV, HSA, Diff Lock
Solenoid and ground. Check for corroded/damaged wiring or connectors between the
ECU and CMN of all PMVs, TCV, and Diff Lock Solenoid. See extended troubleshooting
for this code in Appendix A.
8
PMV Common Shorted
to Voltage
Verify no continuity between the Release, Hold and CMN of all PMVs, TCV, HSA, Diff
Lock Solenoid and voltage. Check for corroded/damaged wiring or connectors between
the ECU and CMN of all PMVs, TCV, and Diff Lock Solenoid.
9
ATC Disabled to Prevent ATC is temporarily disabled to prevent excessive heating of the foundation brakes.
Brake Fade
10
Tire Size Out of Range
(Front to Rear)
Verify correct tire size as desired. Verify proper tire inflation. Verify correct number of
exciter ring teeth. Verify that the ECU has the proper tire size settings.
11
Wheel Speed Sensors
Reversed on an Axle
Sensors are reversed (left to right) on one of the axles. Verify proper installation,
connection, and wiring of the sensors.
Troubleshooting Diagnostic Trouble Codes:
Miscellaneous Continued
1st. Blink
Code
12
2nd.
Blink
Code
Location:
Miscellaneous
Diagnostic Trouble
Code Description
Repair Information
12
Diff. Lock Solenoid
Shorted to Ground or
Open Circuit
Verify no continuity between the Diff Lock Solenoid and ground. Check for corroded/
damaged wiring or connectors between the ECU and Diff Lock Solenoid.
13
Diff. Lock Solenoid
Shorted to Voltage
Verify no continuity between the Diff Lock Solenoid and voltage. Check for corroded/
damaged wiring or connectors between the ECU and Diff Lock Solenoid. Issue a "Clear
DTC" command to exit Dynamometer Test Mode.
14
Sensor CAN Supply
Voltage Error
Incorrect supply voltage for the SAS-60 and the Yaw Rate sensor. Verify proper voltage
at sensor connectors. Verify wiring between the ECU and the sensors. Verify proper
output voltage from ECU. Note: When checking for voltage at YAW/LAS & SAS, the
voltage will only be present momentarily at key ON.
15-21
Reserved
22
ESP Sensor Voltage
Out of Range
Incorrect supply voltage for the SAS-60 and the Yaw Rate sensor. Verify proper voltage at
sensor connectors. Verify wiring between the ECU and the sensors. Verify proper output
voltage from ECU. Note: When checking for voltage at YAW/LAS & SAS, the voltage will
only be present momentarily at key ON.
23
Short to Voltage
I/O 2 or I/O 3 Shorted to Voltage. (A good location to check first, is the ECU Stop Lamp
Relay wiring output X3-8.)
24
HSA Solenoid Shorted
to Voltage
Verify no continuity between the HSA Solenoid and voltage. Check for corroded/damaged
wiring or connectors between the ECU and HSA solenoid.
25
HSA Solenoid Open or
Shorted to Ground
HSA solenoid is shorted to ground or has a broken wire. Verify no continuity between the
HSA solenoid and ground. Check for corroded/damaged wiring or connectors between
the ECU and the HSA solenoid.
26
HSA Solenoid Shorted
to Voltage
Verify no continuity between the HSA Solenoid and voltage. Check for corroded/damaged
wiring or connectors between the ECU and HSA Solenoid.
27
Brake Lamp
Brake lamp input mismatch with brake lamp output
35
Troubleshooting Diagnostic Trouble Codes:
ECU
1st. Blink
Code
13
Location:
ECU
2nd
Blink
Code
36
Bendix® ACom®
Software
Description
1
ECU DTC '02'
2
ECU DTC '10'
3
ECU DTC '11'
4
ECU DTC '12'
5
ECU DTC '13'
6
ECU DTC '14'
7
ECU DTC '15'
8
Invalid ABS
Cofiguration
ECU DTC '16'
9
ECU DTC '17'
10
ECU DTC '18'
Repair Information
13-1 through 13-7: Check for damaged or corroded connectors. Check for damaged
wiring including power and ground wiring. Clear the trouble codes. If Diagnostic Trouble
Codes (DTCs) return, contact the Bendix Tech Team at 1-800-AIR-BRAKE (1-800-2472725) for further troubleshooting assistance.
Codes 13-8 and 13-18:
Check the ECU for damaged or corroded connectors. Check for damaged wiring
including power and ground wiring. Clear the trouble codes. If one of these DTCs
return, contact the Bendix Tech Team at 1-800-AIR-BRAKE (1-800-247-2725) for further
troubleshooting assistance.
When troubleshooting either of these DTCs, it is important to inspect the ATR
valves used for full stability and — if they have a DTC — repair them first.
Note: Never run an ECU self-configuration before completing the ATC repair
and clearing its DTC, or a misleading 13-8 or 13-18 DTC may result.
11
ECU DTC '1A'
12
ECU DTC '1B'
13
ECU DTC '80'
14
ECU DTC '04'
15
ECU DTC '06'
16
ECU DTC '0E'
17
ECU DTC '0D'
18
Invalid ESP
Configuration
ECU DTC '19'
19
ECU DTC '1C'
20
ECU DTC '27'
21
ECU DTC '1D'
22
ECU DTC '1E'
23
ECU DTC '28'
24
ECU DTC '37'
25
ECU Internal VIN The ECU internally-stored VIN does not match the VIN of the vehicle. Ensure that the ECU
Mismatch
is installed on the correct vehicle. Verify ECU programming. Verify engine programming.
13-9 through 13-17: Check for damaged or corroded connectors. Check for damaged
wiring including power and ground wiring. Clear the trouble codes. If Diagnostic Trouble
Codes (DTCs) return, contact the Bendix Tech Team at 1-800-AIR-BRAKE (1-800-2472725) for further troubleshooting assistance.
See 13-8 above... Additionally, a 13-19 DTC can be the result of a parameter file not
having been downloaded. To verify that vehicle-specific parameters have been loaded,
contact Bendix for more information at 1-800-AIR-BRAKE (1-800-247-2725).
13-19 through 13-24: Check for damaged or corroded connectors. Check for damaged
wiring including power and ground wiring. Clear the trouble codes. If DTCs return,
contact the Bendix Tech Team at 1-800-AIR-BRAKE (1-800-247-2725) for further
troubleshooting assistance.
Troubleshooting Diagnostic Trouble Codes:
Traction Control Valves
1st. Blink
Code
Location
18
Drive Axle Traction Control Valve
19
Steer Axle Traction Control Valve
NOTE: Also see ECU 13-8 and 13-18
DTC repair information on page 36, for
a potential connection between these
TCV DTCs and ECU DTCs.
2nd.
Blink
Code
Diagnostic Trouble
Code Description
1
TCV Solenoid Shorted
to Ground
Verify 7 to 19 ohms between TCV and TCV common. Verify no continuity
between TCV leads and ground. Check for corroded/damaged wiring
or connectors between ECU and TCV.
2
TCV Solenoid Shorted
to Voltage
Verify 7 to 19 ohms between TCV and TCV common. Verify no continuity
between TCV leads and voltage. Check for corroded/damaged wiring
or connectors between ECU and TCV.
3
TCV Solenoid Open
Circuit
Verify 7 to 19 ohms between TCV and TCV common. Check for
corroded/damaged wiring or connectors between ECU and TCV.
4
TCV Configuration Error
The ECU is not configured for ESP or ATC, but has detected the presence
of a TCV. Verify TCV wiring. Inspect for the presence of a TCV. Verify
ECU configuration.
Repair Information
ATR valve inspections should include: looking for kinked air hoses; inside the harness socket on the valve for
removed or corroded connector pins; and a test to verify that the ATC valve solenoids are functioning correctly.
Traction Control Valve Repair Tests:
1. Take all measurements at ECU harness connector pins in order to check wire harness
and traction control valve. Probe the connector carefully so that the terminals are not
damaged.
2. Tractor Control Valve resistance measurements should read:
LocationMeasurement
TCV to TCV Common
7 to 19 Ohms
Release, Hold, Common
Open Circuit (no continuity)
to Voltage or Ground
Cab-mount ECU:
Looking into wire harness connector
X 4
Connector Pin Traction Control Test
Connector Pin Traction Control Test
X1
4 Drive Axle Traction Control Valve Common X3
3 Steer Axle Traction Control Valve Common
18 Way
5 Drive Axle Traction Control Valve
15 Way
5 Steer Axle Traction Control Valve
37
Troubleshooting Diagnostic Trouble Codes:
Steering Angle Sensor (SAS-60™ sensor)
1st. Blink
Code
21
2nd.
Blink
Code
Diagnostic Trouble
Code Description
1
SAS Not Calibrated
SAS has not been calibrated. Perform SAS calibration procedure.
2
SAS Calibration in
Progress
SAS calibration procedure is underway.
3
SAS Static Signal
SAS signal incorrect. Verify proper installation of the SAS. Verify proper wiring
between the ECU and the SAS. Check SAS output.
4
SAS Signal Out of
Range
SAS signal incorrect. Verify proper installation of the SAS. Verify proper wiring
between the ECU and the SAS. Check SAS output. Perform SAS calibration
procedure.
5
SAS Signal Reversed
SAS signal is reversed. Verify proper installation of the SAS. Verify proper wiring
between the ECU and the SAS. Check SAS output.
6
SAS Invalid Signal
SAS signal is invalid. Verify proper installation of the SAS. Verify proper wiring
between the ECU and the SAS. Check SAS output. Verify that correct SAS is being
used.
7
SAS Gradient Error
SAS signal is invalid. Verify proper installation of the SAS. Verify proper wiring
between the ECU and the SAS. Check SAS output. Verify that correct SAS is being
used.
8
SAS CAN Timeout
Loss of CAN communications between the ECU and the SAS. Verify proper wiring
between the ECU and the SAS. Check SAS output.
9
SAS Long Term
Calibration Error
SAS calibration error. Verify proper installation of the SAS. Verify proper wiring
between the ECU and the SAS. Check SAS output. Verify that correct SAS is being
used. Verify proper ECU programming. Perform SAS calibration procedure.
SAS Plausibility Check
ECU has detected incorrect SAS signal as compared to the Yaw Rate sensor signal.
Verify proper installation of the SAS. Verify proper wiring between the ECU and the
SAS. Check SAS output. Verify that correct SAS is being used. Verify proper ECU
programming. Perform SAS calibration procedure.
10
38
Location:
Steering Angle Sensor
Repair Information
Troubleshooting Diagnostic Trouble Codes:
Steering Angle Sensor (SAS-60™ sensor) (continued)
SAS Connector
Looking into wire harness connector
(Note: When checking for voltage at YAW/LAS & SAS, the voltage will only be present momentarily at key ON.).
Steering Angle Sensor Tests
1. Measure resistance between input voltage and ground
at the sensor wiring harness connector.
Verify continuity between ECU and SAS‑60 and
YAS‑60.
Connector
SAS
Pin PMV Location
2 Voltage Input
1 Ground Input
ECU
X4
12 Way
11Power
10 Common
5. Follow the prompts to perform a calibration of the
Steering Angle Sensor.
6. To test the Steering Angle Sensor, ACom V4.0, or
higher, is required. Using Bendix ACom V4.0 or higher,
select the “Component Test” option, followed by the
“ESP Test” option. The following screen should be
displayed.
2. Verify wiring between the Steering Angle Sensor and
the ECU.
SAS Wire
Harness
Terminal
4
3
ECU Wire
Harness
Terminal
7
8
Measurement
Verify Continuity
Verify Continuity
3. Verify wiring between the Steering Angle Sensor and
power/ground.
SAS Wire Harness
Terminal
4 to Voltage & Ground
3 to Voltage & Ground
7. Follow the prompts to perform a test of the Steering
Angle Sensor.
Measurement
Verify open circuit (no continuity)
Verify open circuit (no continuity)
4. To perform a calibration procedure of the Steering Angle
Sensor, ACom® Diagnostics V4.0 or higher is required.
Using the program, select the “Configuration” option,
followed by the “Calibrate” option. The following screen
should be displayed.
39
Troubleshooting Diagnostic Trouble Codes:
Yaw Rate Sensor (YRS)
1st. Blink
Code
22
2nd.
Blink
Code
40
Location:
Yaw Rate Sensor
Diagnostic Trouble
Code Description
Repair Information
1
YRS Signal Out of
Range
YRS signal incorrect. Verify proper installation of the YRS. Verify proper wiring between
the ECU and the YRS. Check YRS output. Perform YRS calibration procedure.
2
YRS Sensor
Reversed Signal
YRS signal is reversed. Verify proper installation of the YRS. Verify proper wiring
between the ECU and the YRS. Check YRS output.
3
YRS Invalid Signal
YRS signal is invalid. Verify proper installation of the YRS. Verify proper wiring between
the ECU and the YRS. Check YRS output. Verify that correct YRS is being used.
4
YRS Gradient Error
YRS signal is invalid. Verify proper installation of the YRS. Verify proper wiring between
the ECU and the YRS. Check YRS output. Verify that correct YRS is being used.
5
YRS CAN Timeout
Loss of CAN communications between the ECU and the YRS. Verify proper wiring
between the ECU and the YRS. Check YRS output.
6
YRS Static BITE
Error
YRS signal fails static self-test. Verify proper installation of the YRS. Verify proper
wiring between the ECU and the YRS. Check YRS output. Verify that correct YRS
is being used. Verify proper ECU programming. Perform YRS calibration procedure.
7
YRS Dynamic BITE
Error
YRS signal fails self-test conducted while vehicle is in motion. Verify proper installation
of the YRS. Verify proper wiring between the ECU and the YRS. Check YRS output.
Verify that correct YRS is being used. Verify proper ECU programming. Perform YRS
calibration procedure.
8
YRS Fast Calibration
Error
YRS calibration error. Verify proper installation of the YRS. Verify proper wiring between
the ECU and the YRS. Check YRS output. Verify that correct YRS is being used. Verify
proper ECU programming. Perform YRS calibration procedure.
9
YRS Static
Calibration Error
YRS calibration error. Verify proper installation of the YRS. Verify proper wiring between
the ECU and the YRS. Check YRS output. Verify that correct YRS is being used. Verify
proper ECU programming. Perform YRS calibration procedure.
10
YRS Normal
Calibration Error
YRS calibration error. Verify proper installation of the YRS. Verify proper wiring between
the ECU and the YRS. Check YRS output. Verify that correct YRS is being used. Verify
proper ECU programming. Perform YRS calibration procedure.
11
YRS Sensitivity
Calibration Error
YRS calibration error. Verify proper installation of the YRS. Verify proper wiring between
the ECU and the YRS. Check YRS output. Verify that correct YRS is being used. Verify
proper ECU programming. Perform YRS calibration procedure.
12
YRS Plausibility
Check (Ref Yaw
Rate)
ECU has detected an incorrect YRS signal. Verify proper installation of the YRS. Verify
proper wiring between the ECU and the YRS. Check YRS output. Verify that correct YRS
is being used. Verify proper ECU programming. Perform YRS calibration procedure.
13
YRS Plausibility Error
(Inside Model Based
Limits)
ECU has detected an incorrect YRS signal. Verify proper installation of the YRS. Verify
proper wiring between the ECU and the YRS. Check YRS output. Verify that correct YRS
is being used. Verify proper ECU programming. Perform YRS calibration procedure.
14
YRS Plausibility
Error (Outside Model
Based Limits)
ECU has detected an incorrect YRS signal. Verify proper installation of the YRS. Verify
proper wiring between the ECU and the YRS. Check YRS output. Verify that correct YRS
is being used. Verify proper ECU programming. Perform YRS calibration procedure.
15
YRS - SAS Signal
Cross-check
Incomplete
ECU (if configured) must confirm that YRS and SAS signals match. The vehicle must
be exposed to an S-shaped driving maneuver for this DTC to automatically clear. If the
DTC does not clear even after the S-shaped driving maneuver, check and correct the
orientation of the YRS and repeat maneuver.
16
YRS - Vibration
Detected
Inspect YRS mounting and verify it is securely mounted. Note that YRS may not be
relocated from OEM-installed position on vehicle without written Bendix Engineering
approval.
Troubleshooting Diagnostic Trouble Codes:
Yaw Rate Sensor (YRS) (continued)
Yaw Connector
Looking into wire harness connector
(Note: When checking for voltage at YAW/LAS & SAS, the voltage will only be present momentarily at key ON.).
Yaw Rate Sensor Tests
1. Verify continuity between ECU and YAS‑60.
Connector
YAS
Pin PMV Location
1Power
2Ground
ECU
X4
12 Way
11Power
10 Common
5. Follow the prompts to perform a calibration of the Yaw
Rate Sensor.
6. To test the Yaw Rate Sensor, ACom V4.0, or higher, is
required. Using Bendix ACom V4.0 or higher, select the
“Component Test” option, followed by the “ESP Test”
option. The following screen should be displayed.
2. Verify wiring between the Yaw Rate Sensor and the
ECU.
YRS Wire
Harness
Terminal
4
3
ECU Wire
Harness
Terminal
7
8
Measurement
Verify Continuity
Verify Continuity
3. Verify wiring between the Yaw Rate Sensor and power/
ground.
YRS Wire Harness
Terminal
4 to Voltage & Ground
3 to Voltage & Ground
Measurement
Verify open circuit (no continuity)
Verify open circuit (no continuity)
7. Follow the prompts to perform a test of the Yaw Rate
Sensor.
4. To perform a calibration procedure of the Yaw Rate
Sensor, ACom® Diagnostics V4.0 or higher is required.
Using the program, select the “Configuration” option,
followed by the “Calibrate” option. The following screen
should be displayed.
41
Troubleshooting Diagnostic Trouble Codes:
Lateral Acceleration Sensor (LAS)
1st. Blink
Code
23
2nd.
Blink
Code
Location:
Lateral Acceleration
Sensor
Diagnostic Trouble
Code Description
Repair Information
1
LAS Signal Out of
Range
LAS signal incorrect. Verify proper installation of the YRS/LAS. Verify proper
wiring between the ECU and the YRS/LAS. Check YRS/LAS output. Perform
LAS calibration procedure.
2
LAS Calibration in
Progress
LAS calibration procedure is underway.
3
LAS Static
Calibration Error
LAS calibration error. Verify proper installation of the YRS/LAS. Verify proper
wiring between the ECU and the YRS/LAS. Check YRS/LAS output. Verify
that correct YRS/LAS is being used. Verify proper ECU programming. Perform
LAS calibration procedure.
4
LAS Long Term
Calibration Error
LAS calibration error. Verify proper installation of the YRS/LAS. Verify proper
wiring between the ECU and the YRS/LAS. Check YRS/LAS output. Verify
that correct YRS/LAS is being used. Verify proper ECU programming. Perform
LAS calibration procedure.
5
LAS Plausibility
Error (Inside ECUspecific Limits)
ECU has detected an incorrect LAS signal. Verify proper installation of the
YRS/LAS. Verify proper wiring between the ECU and the YRS/LAS. Check
YRS/LAS output. Verify that correct YRS/LAS is being used. Verify proper
ECU programming. Perform LAS calibration procedure.
6
LAS Plausibility
Error (Outside ECU
–specific Limits)
ECU has detected an incorrect LAS signal. Verify proper installation of the
YRS/LAS. Verify proper wiring between the ECU and the YRS/LAS. Check
YRS/LAS output. Verify that correct YRS/LAS is being used. Verify proper
ECU programming. Perform LAS calibration procedure.
7
Erratic ESP Sensor
Signal
ECU has detected an erratic signal. Verify proper installation of the YRS/
LAS. Verify proper wiring between the ECU and the YRS/LAS. Check YRS/
LAS output. Verify that correct YRS/LAS is being used. Verify proper ECU
programming. Perform LAS calibration procedure.
(Note: When checking for voltage at YRS/LAS & SAS, the voltage will only be present momentarily at key ON.).
1. Follow the steps shown in the Yaw Rate Sensor
troubleshooting section for calibration and
troubleshooting of the Lateral Acceleration Sensors.
42
Troubleshooting Diagnostic Trouble Codes
Brake Demand/Load Sensors
1st. Blink
Code
24
Location:
Brake Demand/
Load Sensor
2nd.
Blink
Code
Diagnostic Trouble
Code Description
Repair Information
1
PS1 Open or Shorted
Check wiring between Brake Demand Sensor (primary brake circuit) and ECU.
Verify operation of pressure sensor.
2
PS2 Open or Shorted
Check wiring between Brake Demand Sensor (secondary brake circuit) and
ECU. Verify operation of pressure sensor.
3
PS3 Open or Shorted
Check wiring between Load Sensor and ECU. Verify operation of pressure
sensor.
4
PS1/2 Plausibility Error ECU has detected an invalid pressure sensor signal from one of the Brake
Demand Sensors.
5
PS Supply Voltage Incorrect supply voltage to the sensors. Verify proper voltage at sensor
Error
connectors. Verify wiring between the ECU and the sensors. Verify proper
output voltage from the ECU (Specifically, ensure that X4-4 PS_SPL is not
shorted to ground).
6
PS Not Calibrated
Perform static sensor calibration procedure. (NOTE: When replacing an ECU,
this DTC may occur.)
7
PS Error
Verify operation of pressure sensor.
3. Verify wiring between the Load Sensor and power/
ground.
Load Sensor
Harness Terminal
C to Voltage & Ground
Looking into wire
harness connector
Brake Demand/Load Sensor Tests
1. Verify continuity between the ECU and the pressure
sensor power and ground.
TestMeasurement
Power and Ground Input
X4 - 4 Power
B = Power Input
X4 - 1 Common
A = Ground Input
Measurement
Verify open circuit (no continuity)
4. To perform a calibration procedure of the Brake
Demand Sensor(s), ensure that the air system is fully
charged. Apply ignition power, and wait 30 seconds.
Perform a full application of the service brake and hold
for 5 seconds. Release the service brake.
5. To test the Brake Demand Sensor and/or the Load
Sensor, ACom V4.0 or higher is required. Using the
program, select the “Component Test” option, followed
by the “ESP Test” option. The following screen should
be displayed.
2. Verify wiring between the Load Sensor and the ECU.
Load Sensor ECU Wire
Wire Harness
Harness
Terminal
Terminal
C
X4 - 2 Brake Demand
Measurement
Verify Continuity
Sensor (primary brake circuit)
X4 - 5 Brake Demand
Verify Continuity
Sensor (secondary brake circuit)
X4 - 3 Load Sensor
Verify Continuity
6. Follow the prompts to test the Brake Demand Sensor(s)
and/or the Load Sensor.
43
Troubleshooting: Connectors
Bendix® EC-60™ Controller Wire Harness
Connector Part Numbers and Pin Assignments:
ADVANCED CAB
X1
connector
X2
connector
X3
connector
X4
connector
Advanced Cab Bendix EC-60 Controller
Advanced cab models utilize four AMP connectors for wire
harness connections.
X1 Connector Pin
Assignments
X2 Connector Pin
Assignments
X3 Connector Pin
Assignments
X4 Connector Pin
Assignments
Designation
Designation
Designation
Designation
1
Ground
PMV SA Left HLD
ABS ORS
Pressure Sensor CMN
2
Trailer ABS Indicator
PMV SA Left REL
Diff. Lock SOL*
Brake Demand Primary
CKT Signal
3
Ignition
PMV SA Left CMN
TCV CMN (SA)
Load Sensor Signal
4
TCV CMN (DA)
PMV SA Right HLD
PMV AA Left HLD
Pressure Sensor Supply
5
TCV (DA)
WSS SA Left (+)
TCV (SA)
Brake Demand Secondary
CKT Signal
6
ATC/ESP Indicator and ATC
ORS
PMV SA Right CMN
PMV AA Left CMN
PMV Trailer HLD
7
J1939 Low
PMV SA Right REL
PMV AA Left REL
Sensor CAN Low
8
J1939 High
WSS SA Left (-)
Stop Lamp Output
Sensor CAN High
Pin
9
SLS Input
PMV DA Right CMN
PMV AA Right CMN
PMV Trailer REL
10
WSS DA Right (+)
PMV DA Right HLD
PMV AA Right HLD
Sensor CAN Common
11
WSS DA Right (-)
WSS SA Right (+)
WSS AA Left (+)
Sensor CAN Supply
12
ABS Indicator Ground
PMV DA Left CMN
WSS AA Right (+)
PMV Trailer CMN
13
J1587 (B)
PMV DA Right REL
PMV AA Right REL
14
J1587 (A)
WSS SA Right (-)
WSS AA Left (-)
15
ABS Indicator Interlock
WSS DA Left (+)
WSS AA Right (-)
16
Battery
PMV DA Left HLD
17
Retarder
PMV DA Left REL
18
ABS Dash Indicator
WSS DA Left (-)
*AWD
44
vehicles only. (AWD Transfer Case)
Troubleshooting: Wiring
ABS/ATC WIRING
ECU Wiring Harness Connectors
The Advanced Bendix® EC-60™ controller is designed to
interface with AMP MCP 2.8 connectors as referenced in
Chart 4. Follow all AMP requirements for the repair of wire
harnesses.
CAUTION: All wires must be carefully routed to avoid
contact with rotating elements. Wiring must be properly
secured approximately every 6 to 12 inches using UV
stabilized, non-metallic hose clamps or bow-tie cable ties
to prevent pinching, binding or fraying.
All wire harness connectors must be properly seated. The
use of secondary locks is strongly advised.
It is recommended that wires be routed straight out of a
connector for a minimum of three inches before the wire
is allowed to bend.
CAUTION: All unused ECU connectors must be
Battery and ground wires should be kept to a minimum
length.
covered and receive proper environmental protection.
ABS Wiring Requirements
As a matter of good practice and to ensure maximum
system robustness, always use the maximum size wire
supported by the wire harness connectors for battery,
ignition, ground, PMV, TCV, Interaxle Differential Lock and
indicator lamp circuits.
All sensor and serial communications circuits (J1587 and
J1939) must use twisted pair wiring (one to two twists per
inch). See the appropriate SAE document for additional
details.
If convoluted tubing is used, its I.D. must match the size of
the wire bundle as closely as possible.
CAUTION: Wire harness lengths must be carefully
selected for the vehicle. Excess lengths of wire are not to
be wound to form coils, instead re-route, repair or replace
wire harness to avoid the possibility of electrical interference
and wire damage. Do not attempt to stretch harnesses
that are too short, since mechanical strain can result in
wire breakage.
SAS-60™ Sensors and YAS-60™, or YAS-70X™,
Sensor Wiring
If it is necessary to replace the wiring that connects the
SAS-60™ or the Yaw Rate sensor to the ECU, it is important
to use the same wiring as that used by the vehicle OEM.
45
ABS Component
In-Cab Controller
Harness
17-Way AMP
MCP 2.8 (X1)
In-Cab Controller
Harness
18-Way AMP
MCP 2.8 (X2)
In-Cab Controller
Harness
15-Way AMP
MCP 2.8 (X3)
Controller
Harness
12-Way AMP
MCP 2.8 (X4)
Connector
Wire Terminal
Wire Seal/
Plug
Terminal
Lock
Terminal Crimp Tool
N/A
1718091-1
927768-9
1 - 2.5 mm2
X1-12 & 18
967634
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
8-968974-1
968874
2.5 - 4 mm2
8-968973-1
968873
1.0 - 2.5 mm2
539723-2
8-968972-1
ABS Modulator
Harness
AMP Twist-Lock
(Bayonet)
1-967325-2
ATC Modulator
Harness
AMP Twist-Lock
(Bayonet)
1-967325-3
ABS Modulator
Harness
3-pin Packard
Metri-Pack
280 Series
12040977
929975-1
539635-1
12015323
12077411
12034145
12155975
WS-24™ Wheel Speed Sensor Connectors
Packard GT
150 series
Packard
Metripack 150.2
series
Deutsch DTM06
series
Packard
Metripack 280
series (female)
Yaw Rate Sensor Wire Harness Connectors (4 contact):
Straight Connector: Schlemmer 9800 351 (shown)
AMP Connector 2-967325-1
ITT Cannon Connector 121583-001
90 degree Connector: Schlemmer 9800 331
Brake Demand Sensor/Load Sensor
Wire Harness Connectors:
Metri-Pack (Packard) 1206 5287
Contact Pins:
Packard 1210 3881
Deutsch DT04
series
Standard round
two pin
Yaw Rate Sensor Wire Harness
Contact Pin Terminals:
Schlemmer 7814 125
AMP 0-962981-1
ITT Cannon 031-8717-120
SAS-60™ Sensor Connectors:
Robert Bosch 1 928 404 025,
Robert Bosch 1 928 498 001
One Meter Adapter to Connector:
Bendix 5015242 (shown)
Packard 12092162, pins 12064971
CHART 4 - EC-60™ controller COMPONENT CONNECTORS
46
Packard
Metripack 280
series (male)
Troubleshooting: Wiring (Continued)
Speed Sensor
Mounting Block
Mounting
Block
Max. Gap
(Sensor to Exciter)
.015 Inches
WS-24™ Speed
Sensor
100 Tooth (typical)
Speed Sensor
Exciter Ring
100 Tooth
Exciter
Ring
Brake Drum
WS-24™ Speed
Sensor
Hub Assembly
Air Disc Brake
90° Speed
Sensors
Sensor
Clamping
Sleeve
Straight Speed
Sensors
Note: Ensure that the sensor wiring is
routed to avoid chafing from moving
parts (including rotors and steering
components.)
FIGURE 19 - WS-24™ Wheel Speed Sensor Installation (S-Cam and air disc brake)
Wheel Speed Sensor Wiring
Route sensor wiring coming out of the wheel ends away
from moving brake components. Sensor wiring needs to
be secured to the axle to prevent excess cable length and
wiring damage. It is required that cable ties be installed
to the sensor wire within 3 inches (76.2 mm) of the sensor
head to provide strain relief.
Bendix does not recommend using standard tie-wraps to
secure wiring harnesses directly to rubber air lines. This
may cause premature wiring failure from the pressure
exerted on the wiring when air pressure is applied through
the air line. Non-metallic hose clamps or bow-tie tie-wraps
are preferred.
Following the axle, the sensor wires must be attached
along the length of the service brake hoses using cable ties
with ultraviolet protection and secured every 6 to 8 inches
(152 to 203 mm). Sufficient – but not excessive – cable
length must be provided to permit full suspension travel and
steering axle movement. Install wires so that they cannot
touch rotating elements such as wheels, brake discs or
drive shafts. Radiation protection may be necessary in
the area of brake discs.
The use of grommets or other suitable protection is required
whenever the cable must pass through metallic frame
members.
All sensor wiring must utilize twisted pair wire, with
approximately one to two twists per inch.
It is recommended that wires be routed straight out of a
connector for a minimum of three inches before the wire
is allowed to bend.
47
Troubleshooting:
Wiring Schematic
FIGURE 20 - STANDARD CAB WIRING SCHEMATIC
48
Glossary
ABS — Antilock Brake System.
ABS Event — Impending wheel lock situation that causes the
ABS controller to activate the modulator valve(s).
ABS Indicator Lamp — An amber lamp which indicates the
operating status of an antilock system. When the indicator lamp
is on, ABS is disabled and the vehicle reverts to normal brake
operation.
Air Gap — Distance between the Sensor and tone ring.
ASR — Automatic Slip Regulation. Another name for traction
control.
ATC — Automatic Traction Control. An additional ABS function
in which engine torque is controlled and brakes are applied
differentially to enhance vehicle traction.
ATC/ESP Lamp — A lamp that indicates when stability functions,
including traction control, roll stability program or yaw control are
operating.
Channel — A controlled wheel site.
CAN — Controller Area Network. J1939 is an SAE version of
the CAN link.
Clear Codes — System to erase historical diagnostic trouble
codes from the ECU, from either the Diagnostic Switch or from a
hand-held diagnostic tool (only repaired diagnostic trouble codes
may be cleared).
Configuration — The primary objective is to identify a “normal”
set of sensors and modulators for the Electronic Control Unit, so
that it will identify future missing sensors and modulators.
Diagnostic Connector — Diagnostic receptacle in vehicle cab
for connection of J1587 hand-held or PC based test equipment.
The tester can initiate test sequences, and can also read system
parameters.
Diagnostic Switch — A switch used to activate blinks codes.
Differential Braking — Application of brake force to a spinning
wheel so that torque can be applied to wheels which are not
slipping.
ECU — Electronic Control Unit.
ESP — Electronic Stability Program. Full stability function that
includes RSP & YC subfunctions.
Diagnostic Trouble Code — A condition that interferes with the
generation or transmission of response or control signals in the
vehicle's ABS system that could lead to the functionality of the
ABS system becoming inoperable in whole or in part.
FMVSS-121 — Federal Motor Vehicle Safety Standard which
regulates air brake systems.
HSA — Hill Start Assist. HSA interfaces between the transmission
and braking system to help the driver prevent the vehicle from
rolling downhill when moving up a steep incline from a stationary
position.
IR — Independent Regulation. A control method in which a wheel
is controlled at optimum slip, a point where retardation and stability
are maximized. The brake pressure that is best for the wheel in
question is directed individually into each brake chamber.
J1587 — The SAE heavy duty standard diagnostic data link.
J1708 — An SAE standard which defines the hardware and
software protocol for implementing 9600 baud heavy vehicle data
links. J1587 version of a J1708 data link.
J1939 — A high speed 250,000 baud data link used for
communications between the ABS ECU engine, transmission
and retarders.
LAS — Lateral Acceleration Sensor.
MIR — Modified Independent Regulation. A method of controlling
the opposite sides of a steer axle during ABS operation so that
torque steer and stopping distance are minimized.
PLC — Power Line Carrier. The serial communication protocol
used to communicate with the trailer over the blue full time power
wire.
PMV — Pressure Modulator Valve. An air valve which is used to
vent or block air to the brake chambers to limit or reduce brake
torque.
QR — Quick Release. Quick release valves allow faster release
of air from the brake chamber after a brake application. To
balance the system, quick release valves have hold off springs
that produce higher crack pressures (when the valves open).
Relay Valve — Increases the application speed of the service
brake. Installed near brakes with larger air chambers (type 24 or
30). The treadle valve activates the relay valve with an air signal.
The relay valve then connects its supply port to its delivery ports.
Equal length air hose must connect the delivery ports of the relay
valve to the brake chambers.
Retarder Relay — A relay which is used to disable a retarder
when ABS is triggered.
RSP — Roll Stability Program. An all-axle ABS solution that helps
reduce vehicle speed by applying all vehicle brakes as needed,
reducing the tendency to roll over.
SAS — Steering Angle Sensor.
Sensor Clamping Sleeve — A beryllium copper sleeve which
has fingers cut into it. It is pressed between an ABS sensor and
mounting hole to hold the sensor in place.
Stored Diagnostic Trouble Codes — A diagnostic trouble code
that occurred.
TCS — Traction Control System, another name for ATC or ASR.
Tone Ring — A ring that is usually pressed into a wheel hub that
has a series of teeth (usually 100) and provides actuation for the
speed sensor. Note maximum run out is .008.
YC — Yaw Control. Helps stabilize rotational dynamics of vehicle.
YRS — Yaw Rate Sensor.
49
APPENDIX A: Troubleshooting a 12-7 Blink Code fault (SID-93 FMI-4) (SPN-0802 FMI-04)
Advanced In-Cab ECU
1) Remove X1, X2, X3 and X4 connector from the ECU.
2) Using X1-1 as the ground connection, check for resistance for the
entire X2 connector. There should be no resistance to ground found.
Please fill out attached worksheet.
3) Using X1-1 as the ground connection, check for resistance for X1-4
and X1-5. There should be no resistance to ground.
Record Resistances
Below:
X1-1 for ground point
X1 Pin Resistance
X1-4
4) Using X1-1 as the ground connection, check for resistance for X3-4,
X3-6, X3-7, X3-9, X3-10, X3-13, X3-3 and X3-5. There should be
no resistance to ground. (Even if the vehicle is not configured for
6S/6M).
X1-5
5) Using X1-1 as the ground connection, check for resistance for X4-6,
X4-9 and X4-12. There should be no resistance to ground.
X2-1
6) Troubleshoot any pin that has resistance to ground. If no issues are
found continue to step 7.
X2-3
X2 Pin Resistance
X2-2
7) Reconnect the X1 connector only and apply IGN power to the ECU
and using the DTC screen of Bendix® ACom® Diagnostics, clear all
DTCs. Re-check for any DTCs. If the 12-7 DTC is still present, the
problem is the Traction Solenoid Wiring or Solenoid.
X2-4
8) If the 12-7 DTC does not reappear, remove power and connect the
X2 connector, reapply power, then clear all DTCs. If the 12-7 DTC
is no longer present, connect the X3 connector and clear all DTCs.
X2-7
X2-5
X2-6
X2-8
9) If at this point the 12-7 DTC is not present, the problem is with the
X4 connector.
X2-9
For Peterbilt® & Kenworth® Trucks Only:
X2-11
10)
Clear all DTCs. If the 12-7 DTC reappears, the issue is on the
X4 connector. Otherwise, proceed to the next step.
11)
Disconnect all modulators and the traction solenoid. Clear all
DTCs. If the DTC does not reappear, connect one modulator and
Traction Solenoid at a time, until the DTC reappears. Otherwise,
continue to the next step.
12)
Make sure all modulators and the traction solenoid are
connected. Disconnect the ABS bulkhead connector at the
engine (top-left side) and remove Pins 1, 2, 11 &12. Reconnect
the connector and apply IGN power to the ECU. Using Bendix
ACom Diagnostics, clear all DTCs. If the 12-7 DTC returns, the
problem is either the wiring harness inside the cab or the ECU.
X2-10
X2-12
X2-13
X2-14
X2-15
X2-16
X2-17
X2-18
X3 Pin Resistance
X3-4
X3-5
X3-6
X3-7
X3-8
X3-9
X3-10
X3-13
X4 Pin Resistance
X4-6
X4-9
X4-12
50
4
APPENDIX B: J1587 SID and FMI Codes and their Bendix Blink Code Equivalents
SID
(J1587)
SPN
(J1939)
-
FMI
(J1587/
J1939)
-
Bendix Blink Code
Equivalent(s)
(1st Digit) (2nd Digit)
1
Diagnostic Trouble Code Description
1
No DTCs
Wheel Speed Sensor DTCs
1
789
1
2
1
SA Left WSS Excessive Air Gap
1
1
1
1
1
1
2
2
2
2
2
2
2
3
3
3
3
3
3
3
4
4
4
4
4
4
4
5
5
5
5
5
5
5
5
6
6
6
6
6
6
6
6
789
789
789
789
789
789
790
790
790
790
790
790
790
791
791
791
791
791
791
791
792
792
792
792
792
792
792
793
793
793
793
793
793
793
793
794
794
794
794
794
794
794
794
2
7
8
10
13
14
1
2
7
8
10
13
14
1
2
7
8
10
13
14
1
2
7
8
10
13
14
1
2
7
8
10
13
13
14
1
2
7
8
10
13
13
14
2
2
2
2
2
2
3
3
3
3
3
3
3
4
4
4
4
4
4
4
5
5
5
5
5
5
5
14
14
14
14
14
14
14
14
15
15
15
15
15
15
15
15
3
5
6
4
7
2
1
3
5
6
4
7
2
1
3
5
6
4
7
2
1
3
5
6
4
7
2
1
3
5
6
4
7
10
2
1
3
5
6
4
7
10
2
SA Left WSS Open or Shorted
SA Left WSS Wheel End
SA Left WSS Erratic Sensor Signal
SA Left WSS Loss of Sensor Signal
SA Left WSS Tire Size Calibration
SA Left WSS Output Low @ Drive-Off
SA Right WSS Excessive Air Gap
SA Right WSS Open or Shorted
SA Right WSS Wheel End
SA Right WSS Erratic Sensor Signal
SA Right WSS Loss of Sensor Signal
SA Right WSS Tire Size Calibration
SA Right WSS Output Low @ Drive-Off
DA Left WSS Excessive Air Gap
DA Left WSS Open or Shorted
DA Left WSS Wheel End
DA Left WSS Erratic Sensor Signal
DA Left WSS Loss of Sensor Signal
DA Left WSS Tire Size Calibration
DA Left WSS Output Low @ Drive-Off
DA Right WSS Excessive Air Gap
DA Right WSS Open or Shorted
DA Right WSS Wheel End
DA Right WSS Erratic Sensor Signal
DA Right WSS Loss of Sensor Signal
DA Right WSS Tire Size Calibration
DA Right WSS Output Low @ Drive-Off
AA Left WSS Excessive Air Gap
AA Left WSS Open or Shorted
AA Left WSS Wheel End
AA Left WSS Erratic Sensor Signal
AA Left WSS Loss of Sensor Signal
AA Left WSS Tire Size Calibration
AA Left WSS Configuration Error
AA Left WSS Output Low @ Drive-Off
AA Right WSS Excessive Air Gap
AA Right WSS Open or Shorted
AA Right WSS Wheel End
AA Right WSS Erratic Sensor Signal
AA Right WSS Loss of Sensor Signal
AA Right WSS Tire Size Calibration
AA Right WSS Configuration Error
AA Right WSS Output Low @ Drive-Off
Pressure Modulator Valve DTCs
7
795
5
7
7
SA Left PMV CMN Open Circuit
7
8
8
9
9
10
10
11
11
12
12
795
796
796
797
797
798
798
799
799
800
800
13
5
13
5
13
5
13
5
13
5
13
7
8
8
9
9
10
10
16
16
17
17
8
7
8
7
8
7
8
7
8
7
8
SA Left PMV Configuration Error
SA Right PMV CMN Open Circuit
SA Right PMV Configuration Error
DA Left PMV CMN Open Circuit
DA Left PMV Configuration Error
DA Right PMV CMN Open Circuit
DA Right PMV Configuration Error
AA Left PMV CMN Open Circuit
AA Left PMV Configuration Error
AA Right PMV CMN Open Circuit
AA Right PMV Configuration Error
51
APPENDIX B: J1587 SID and FMI Codes and their Bendix Blink Code Equivalents
SID
(J1587)
SPN
(J1939)
FMI
(J1587/
J1939)
Bendix Blink Code
Equivalent(s)
(1st Digit) (2nd Digit)
Diagnostic Trouble Code Description
Miscellaneous DTCs
52
13
801
13
17
17
801
576
614
18
18
18
18
19
19
19
19
806
806
806
806
807
807
807
807
22
23
810
811
42
42
42
43
43
43
44
44
44
45
45
45
46
46
46
47
47
47
48
48
48
49
49
49
50
50
50
51
51
51
52
52
52
53
53
53
795
795
795
796
796
796
797
797
797
798
798
798
799
799
799
800
800
800
800
795
795
795
796
796
796
797
797
797
798
798
798
799
799
799
800
800
Retarder Relay or HSA Lamp Open Circuit
or Shorted to Ground
3
12
5
Retarder Relay Circuit or HSA Lamp Shorted to Voltage
14
12
3
Dynamometer Test Mode
14
12
9
ATC Disabled to Prevent Brake Fade
TCV DTCs
3
18
2
TCV DA Solenoid Shorted to Voltage
4
18
1
TCV DA Solenoid Shorted to Ground
5
18
3
TCV DA Solenoid Open Circuit
13
18
4
TCV DA Configuration Error
3
19
3
TCV SA Solenoid Shorted to Voltage
4
19
1
TCV SA Solenoid Shorted to Ground
5
19
2
TCV SA Solenoid Open Circuit
13
19
4
TCV SA Configuration Error
Miscellaneous DTCs
7
12
11
Wheel Speed Sensors Reversed on an Axle
2
12
6
ABS Dash Indicator Circuit DTC
Pressure Modulator Valve DTCs
3
7
5
SA Left PMV HLD Solenoid Shorted to Voltage
4
7
4
SA Left PMV HLD Solenoid Shorted to Ground
5
7
6
SA Left PMV HLD Solenoid Open Circuit
3
8
5
SA Right PMV HLD Solenoid Shorted to Voltage
4
8
4
SA Right PMV HLD Solenoid Shorted to Ground
5
8
6
SA Right PMV HLD Solenoid Open Circuit
3
9
5
DA Left PMV HLD Solenoid Shorted to Voltage
4
9
4
DA Left PMV HLD Solenoid Shorted to Ground
5
9
6
DA Left PMV HLD Solenoid Open Circuit
3
10
5
DA Right PMV HLD Solenoid Shorted to Voltage
4
10
4
DA Right PMV HLD Solenoid Shorted to Ground
5
10
6
DA Right PMV HLD Solenoid Open Circuit
3
16
5
AA Left PMV HLD Solenoid Shorted to Voltage
4
16
4
AA Left PMV HLD Solenoid Shorted to Ground
5
16
6
AA Left PMV HLD Solenoid Open Circuit
3
17
5
AA Right PMV HLD Solenoid Shorted to Voltage
4
17
4
AA Right PMV HLD Solenoid Shorted to Ground
5
17
6
AA Right PMV HLD Solenoid Open Circuit
3
7
2
SA Left PMV REL Solenoid Shorted to Voltage
4
7
1
SA Left PMV REL Solenoid Shorted to Ground
5
7
3
SA Left PMV REL Solenoid Open Circuit
3
8
2
SA Right PMV REL Solenoid Shorted to Voltage
4
8
1
SA Right PMV REL Solenoid Shorted to Ground
5
8
3
SA Right PMV REL Solenoid Open Circuit
3
9
2
DA Left PMV REL Solenoid Shorted to Voltage
4
9
1
DA Left PMV REL Solenoid Shorted to Ground
5
9
3
DA Left PMV REL Solenoid Open Circuit
3
10
2
DA Right PMV REL Solenoid Shorted to Voltage
4
10
1
DA Right PMV REL Solenoid Shorted to Ground
5
10
3
DA Right PMV REL Solenoid Open Circuit
3
16
2
AA Left PMV REL Solenoid Shorted to Voltage
4
16
1
AA Left PMV REL Solenoid Shorted to Ground
5
16
3
AA Left PMV REL Solenoid Open Circuit
3
17
2
AA Right PMV REL Solenoid Shorted to Voltage
4
17
1
AA Right PMV REL Solenoid Shorted to Ground
5
17
3
AA Right PMV REL Solenoid Open Circuit
For more Pressure Modulator Valve DTCs - see SIDs 66 and 93 below...
2
12
4
APPENDIX B: J1587 SID and FMI Codes and their Bendix Blink Code Equivalents
SID
(J1587)
SPN
(J1939)
FMI
(J1587/
J1939)
55
55
55
1045
1045
1045
2
4
7
66
66
66
66
66
66
66
66
1056
1056
1056
1056
1056
1056
1056
1056
3
3
4
4
5
5
5
7
69
77
77
77
77
78
1059
1067
1067
1067
1067
1068
2
2
2
7
11
2
79
1069
13
89
89
89
89
89
89
89
89
89
89
89
1807
1807
1807
1807
1807
1807
1807
1807
1807
1807
1808
2
2
2
2
2
2
9
12
13
13
13
93
93
802
802
3
4
94
94
94
94
94
94
2622
2622
2622
2622
2622
2622
2
3
3
3
5
13
99
99
99
99
99
99
99
1809
1809
1809
1809
1809
1809
1808
2
2
2
2
2
13
14
Bendix Blink Code
Equivalent(s)
(1st Digit) (2nd Digit)
Diagnostic Trouble Code Description
Miscellaneous DTCs
2
Stop Lamp Switch Defective
27
Brake Lamp Input Mismatch with Brake Lamp Output
1
Stop Lamp Switch Not Detected
Pressure Modulator Valve DTCs
20
2
Trailer PMV REL Solenoid Shorted to Voltage
20
5
Trailer PMV HLD Solenoid Shorted to Voltage
20
1
Trailer PMV REL Solenoid Shorted to Ground
20
4
Trailer PMV HLD Solenoid Shorted to Ground
20
3
Trailer PMV REL Solenoid Open Circuit
20
6
Trailer PMV HLD Solenoid Open Circuit
20
7
Trailer PMV CMN Open Circuit
20
8
PMV Configuration Error
For more Pressure Modulator Valve DTCs - see SID 93 below...
Brake Demand/Load Sensor DTCs
24
3
Open or Shorted Load Sensor
24
1
Shorted Brake Demand Sensor (Primary CKT) Open
24
5
PS Supply Voltage Error
24
6
PS Not Calibrated
24
4
Plausibility Error Brake Demand Sensor
24
2
Shorted Brake Demand Sensor (Secondary CKT) Open
Miscellaneous DTCs
12
10
Tire Size Out of Range (Front to Rear)
Steering Angle Sensor DTCs
21
3
SAS Static Signal
21
4
SAS Signal Out of Range
21
5
SAS Signal Reversed
21
7
SAS Gradient Error
21
9
SAS Long Term Calibration Error
21
10
SAS Plausibility Check (Ref Yaw Rate)
21
8
SAS CAN Timeout
21
6
SAS Invalid Signal
21
1
SAS Not Calibrated
21
2
Steering Angle Sensor Calibration Not Finished
22
15
YRS Sign Check Not Finished
Pressure Modulator Valve DTCs
12
8
PMV Common Shorted to Voltage
12
7
PMV Common Shorted to Ground
HSA DTCs
12
4
HSA lamp shorted to ground or broken wire
12
5
HSA lamp shorted to Voltage
12
24
HSA solenoid shorted to Voltage (total shutdown)
12
26
HSA solenoid shorted to Voltage (ATC & ESP shutdown)
12
25
HSA solenoid shorted to ground or broken wire
12
24
HSA solenoid shorted to Voltage
Lateral Acceleration Sensor DTCs
23
1
LAS Signal Out of Range
23
3
LAS Static Calibration Error
23
4
LAS Long Term Calibration Error
23
5
LAS Plausibility Error (Inside ECU-Specific Limits)
23
6
LAS Plausibility Error (Outside ECU-Specific Limits)
23
2
LAS Calibration in Progress
23
7
Erratic ESP Sensor Signal
12
12
12
53
APPENDIX B: J1587 SID and FMI Codes and their Bendix Blink Code Equivalents
54
Bendix Blink Code
Equivalent(s)
(1st Digit) (2nd Digit)
SID
(J1587)
SPN
(J1939)
FMI
(J1587/
J1939)
102
102
103
103
564
564
1808
1808
3
5
2
2
12
12
12
12
103
103
103
103
103
103
103
103
103
1808
1808
1808
1808
1808
1808
1808
1808
1808
2
2
2
2
2
2
2
2
2
22
22
22
22
22
22
22
22
22
103
1808
2
22
11
103
103
103
103
103
1808
1808
1808
1808
1808
2
2
2
2
9
22
22
22
22
22
151
154
611
614
14
3
12
12
231
231
231
231
231
231
639
639
639
639
639
639
2
2
2
2
2
2
11
11
11
11
11
11
12
YRS Plausibility Check (Ref Yaw Rate)
13
YRS Plausibility Error (Inside ECU-Specific Limits)
14
YRS Plausibility Error (Outside ECU-Specific Limits)
16
Yaw Rate Sensor Vibration Detected
5
YRS CAN Timeout
Miscellaneous
18
wheel speed sensor failure in previous power on cycle
23
i/o 2 or i/o 3 Shorted to Voltage
J1939 DTCs
3
J1939 Engine Communications
4
J1939 Invalid Data (Engine/Retarder)
5
J1939 Supply Pressure
6
J1939 ESP Messages Invalid Data
7
Timeout or invalid data on ETC7/VP15 (for HSA-function)
8
timeout or invalid data on XBR
231
639
2
11
10
231
231
231
231
639
639
639
639
2
2
12
14
11
11
11
11
251
251
251
251
251
251
251
251
251
627
627
627
627
627
627
627
627
627
2
3
3
4
4
4
4
5
14
6
6
6
6
6
6
6
6
6
Diagnostic Trouble Code Description
Miscellaneous DTCs
13
HSA Solenoid Shorted to Voltage (high)
12
HSA Solenoid Shorted to Ground (Low) or Open circuit
14
Sensor CAN Supply Voltage Error
22
ESP Sensor Voltage Out of Range
Yaw Rate Sensor DTCs
1
YRS Signal Out of Range
2
YRS Sensor Reversed Signal
3
YRS Invalid Signal
4
YRS Gradient Error
6
YRS Static BITE Error
7
YRS Dynamic BITE Error
8
YRS Fast Calibration Error
9
YRS Static Calibration Error
10
YRS Normal Calibration Error
YRS Sensitivity Calibration Error
Invalid Data From Transmisson
12
J1939 HSA switch error or unavailable
13
timeout or invalid data for ESP AWD operation
1
J1939 Serial Link
2
J1939 Retarder
Power Supply DTCs
8
Input Voltage Excessive Noise (Temp.)
2
Battery Voltage Too High
6
Ignition Voltage Too High
1
Battery Voltage Too Low
3
Battery Voltage Too Low During ABS
5
Ignition Voltage Too Low
7
Ignition Voltage Too Low During ABS
4
Battery Voltage Input Open Circuit
9
Input Voltage Excessive Noise (Latched)
APPENDIX B: J1587 SID and FMI Codes and their Bendix Blink Code Equivalents
Bendix Blink Code
Equivalent(s)
(1st Digit) (2nd Digit)
SID
(J1587)
SPN
(J1939)
FMI
(J1587/
J1939)
253
253
253
253
253
254
254
254
254
630
630
630
630
630
629
629
629
629
12
12
13
13
13
2
2
2
2
13
13
13
13
13
13
13
13
13
19
20
21
22
23
4
5
7
17
ECU (1C)
ECU (27)
ECU (1D)
ECU (1E)
ECU (28)
ECU (12)
ECU (13)
ECU (15)
ECU (0D)
254
629
2
13
18
Invalid ESP Configuration
254
254
254
254
254
254
254
254
254
254
254
254
254
254
254
629
629
629
629
629
629
629
629
629
629
629
629
629
629
12
12
12
12
12
12
12
12
12
12
12
12
12
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
1
2
3
6
10
11
12
13
14
15
16
24
25
8
9
ECU (02)
ECU (10)
ECU (11)
ECU (14)
ECU (18)
ECU (1A)
ECU (1B)
ECU (80)
ECU (04)
ECU (06)
ECU (0E)
ECU (37)
ECU Internal VIN Mismatch
Invalid ABS Configuration
ECU (17)
Diagnostic Trouble Code Description
ECU DTCs
55
APPENDIX C: UDS Codes and their Bendix Blink Code Equivalents
UDS
Code
56
USSpec.
Blink
Code
J1587
PID194
(SID/
FMI)
J1939/73
DM1/2
SPN/FMI
DTC Description
no DTC
Lamp
Status
ABS
ATC/
ESP
0
01-01
000-00
---
-
-
1
14-03
005-02
0793-02
AA Left WSS Open or Shorted
ON
ON
3
14-10
005-13
0793-13
AA Left WSS Configuration Error
ON
ON
4
13-14
254-12
0629-12
ECU (04)
ON
ON
5
14-05
005-07
0793-07
AA Left WSS Wheel End
ON
ON
6
13-15
254-12
0629-12
ECU (06)
ON
ON
7
14-01
005-01
0793-01
AA Left WSS Excessive Air Gap
ON
ON
8
14-02
005-14
0793-14
AA Left WSS Output Low @ Drive-Off
ON
ON
9
14-06
005-08
0793-08
AA Left WSS Erratic Sensor Signal
ON
ON
10
14-04
005-10
0793-10
AA Left WSS Loss of Sensor Signal
ON
ON
13
13-17
254-02
0629-02
ECU (0D)
ON
ON
14
13-16
254-12
0629-12
ECU (0E)
ON
ON
15
12-14
103-02
1808-02
Sensor CAN Supply Voltage Error
-
ON
16
13-02
254-12
0629-12
ECU (10)
ON
ON
17
13-03
254-12
0629-12
ECU (11)
ON
ON
18
13-04
254-02
0629-02
ECU (12)
ON
ON
19
13-05
254-02
0629-02
ECU (13)
ON
ON
20
13-06
254-12
0629-12
ECU (14)
ON
ON
21
13-07
254-02
0629-02
ECU (15)
ON
ON
22
13-08
254-13
0630-13
ECU (16)
ON
ON
23
13-09
254-13
0630-13
ECU (17)
ON
ON
24
13-10
254-12
0630-12
ECU (18)
ON
ON
25
13-18
254-02
0629-02
ECU (19)
ON
ON
26
13-11
254-12
0802-12
ECU (1A)
ON
ON
27
13-12
254-12
0802-12
ECU (1B)
ON
-
28
13-19
253-12
0630-12
ECU (1C)
-
-
29
13-21
253-13
0630-13
ECU (1D)
ON
ON
30
13-22
253-13
0630-13
ECU (1E)
ON
ON
32
06-06
251-03
0627-03
Ignition Voltage Too High
ON
ON
33
06-05
251-04
0627-04
Ignition Voltage Too Low
ON
ON
34
06-07
251-04
0627-04
Ignition Voltage Too Low During ABS
ON
ON
35
06-02
251-03
0627-03
Battery Voltage Too High
ON
ON
36
06-01
251-04
0627-04
Battery Voltage Too Low
ON
ON
37
06-03
251-04
0627-04
Battery Voltage Too Low During ABS
ON
ON
38
06-04
251-05
0627-05
Battery Voltage Input Open Circuit
ON
ON
39
13-20
253-12
0630-12
ECU (27)
ON
ON
40
13-23
253-13
0630-13
ECU (28)
ON
ON
41
12-08
093-03
0802-03
PMV Common Shorted to Voltage
ON
ON
42
12-07
093-04
0802-04
PMV Common Shorted to Ground
ON
ON
43
11-07
231-02
0639-02
Timeout or invalid CAN data for ETC7/VP15
-
-
44
11-04
231-02
0639-02
J1939 Invalid Data (Engine/Retarder)
-
ON
45
11-05
231-02
0639-02
J1939 Supply Pressure
-
ON
46
11-08
231-02
0639-02
Timeout or invalid CAN data - XBR
-
-
APPENDIX C: UDS Codes and their Bendix Blink Code Equivalents
UDS
Code
USSpec.
Blink
Code
J1587
PID194
(SID/
FMI)
J1939/73
DM1/2
SPN/FMI
DTC Description
Lamp
Status
ABS
ATC/
ESP
48
12-05
013-03
0801-03
Retarder Relay Circuit Shorted to Voltage
ON
-
48
12-05
094-03
2622-03
Retarder Relay Circuit or Hill Start Assist Lamp Shorted to
Voltage
ON
-
49
12-04
013-02
0801-02
Retarder Relay Open Circuit or Shorted to Ground
ON
-
49
12-04
094-02
2622-02
Retarder Relay Circuit or Hill Start Assist Lamp open or
Shorted to Ground
ON
-
50
19-02
019-05
0807-05
TCV SA Solenoid Open Circuit
ON
ON
51
11-01
231-12
0639-12
J1939 Serial Link
ON
ON
52
11-02
231-14
0639-14
J1939 Retarder
ON
ON
53
11-03
231-02
0639-02
J1939 Engine Communications
-
ON
54
11-10
231-02
0639-02
Invalid Data from Transmission
ON
-
55
13-24
254-12
0629-12
ECU (37)
-
ON
56
19-01
019-04
0807-04
TCV SA Solenoid Shorted to Ground
-
ON
57
19-03
019-03
0807-03
TCV SA Solenoid Shorted to Voltage
-
ON
58
18-03
018-05
0806-05
TCV DA Solenoid Open Circuit
-
ON
59
18-01
018-04
0806-04
TCV DA Solenoid Shorted to Ground
-
ON
60
18-02
018-03
0806-03
TCV DA Solenoid Shorted to Voltage
ON
ON
61
18-04
018-13
0806-13
TCV DA Configuration Error
ON
ON
62
19-04
019-13
0807-13
TCV SA Configuration Error
ON
ON
63
11-11
231-02
0639-02
Timeout or invalid CAN data - AUX I/O
-
-
64
24-03
069-02
1059-02
Open or Shorted Load Sensor
-
ON
65
02-03
001-02
0789-02
SA Left WSS Open or Shorted
ON
ON
66
24-01
077-02
1067-02
Shorted Brake Demand Sensor (Primary CKT) Open
-
ON
67
24-02
078-02
1068-02
Shorted Brake Demand Sensor (Secondary CKT) Open
-
ON
68
24-04
077-11
1067-11
Plausibility Error Brake Demand Sensor
-
ON
69
02-05
001-07
0789-07
SA Left WSS Wheel End
ON
ON
70
24-05
077-02
1067-02
PS Supply Voltage Error
-
ON
71
02-01
001-01
0789-01
SA Left WSS Excessive Air Gap
ON
ON
72
02-02
001-14
0789-14
SA Left WSS Output Low @ Drive-Off
ON
ON
73
02-06
001-08
0789-08
SA Left WSS Erratic Sensor Signal
ON
ON
74
02-04
001-10
0789-10
SA Left WSS Loss of Sensor Signal
ON
ON
77
23-02
099-13
1809-13
LAS Calibration in Progress
-
ON
78
23-07
099-14
1808-14
Erratic ESP Sensor Signal
-
ON
79
21-02
089-13
1807-13
SAS Calibration in Progress
-
ON
80
21-01
089-13
1807-13
SAS Not Calibrated
-
ON
81
07-06
042-05
0795-05
SA Left PMV HLD Solenoid Open Circuit
ON
ON
82
07-04
042-04
0795-04
SA Left PMV HLD Solenoid Shorted to Ground
ON
ON
83
07-05
042-03
0795-03
SA Left PMV HLD Solenoid Shorted to Voltage
ON
ON
84
07-07
007-05
0795-05
SA Left PMV CMN Open Circuit
ON
ON
85
07-03
048-05
0795-05
SA Left PMV REL Solenoid Open Circuit
ON
ON
86
07-01
048-04
0795-04
SA Left PMV REL Solenoid Shorted to Ground
ON
ON
87
07-02
048-03
0795-03
SA Left PMV REL Solenoid Shorted to Voltage
ON
ON
88
21-08
089-09
1807-09
SAS CAN Timeout
-
ON
89
21-04
089-02
1807-02
SAS Signal Out of Range
-
ON
90
21-06
089-12
1807-12
SAS Invalid Signal
-
ON
57
APPENDIX C: UDS Codes and their Bendix Blink Code Equivalents
UDS
Code
58
USSpec.
Blink
Code
J1587
PID194
(SID/
FMI)
J1939/73
DM1/2
SPN/FMI
DTC Description
Lamp
Status
ABS
ATC/
ESP
91
21-07
089-02
1807-02
SAS Gradient Error
-
ON
92
21-09
089-02
1807-02
SAS Long Term Calibration Error
-
ON
93
07-08
007-13
0795-13
SA Left PMV Configuration Error
ON
ON
94
21-03
089-02
1807-02
SAS Static Signal
-
ON
95
21-05
089-02
1807-02
SAS Signal Reversed
-
ON
96
21-10
089-02
1807-02
SAS Plausibility Check (Ref Yaw Rate)
97
05-03
004-02
0792-02
DA Right WSS Open or Shorted
98
22-05
103-09
1808-09
99
22-01
103-02
1808-02
100
22-03
103-02
101
05-05
102
22-06
103
-
ON
ON
ON
YRS CAN Timeout
-
ON
YRS Signal Out of Range
-
ON
1808-02
YRS Invalid Signal
-
ON
004-07
0792-07
DA Right WSS Wheel End
ON
ON
103-02
1808-02
YRS Static BITE Error
-
ON
05-01
004-01
0792-01
DA Right WSS Excessive Air Gap
ON
ON
104
05-02
004-14
0792-14
DA Right WSS Output Low @ Drive-Off
ON
ON
105
05-06
004-08
0792-08
DA Right WSS Erratic Sensor Signal
ON
ON
106
05-04
004-10
0792-10
DA Right WSS Loss of Sensor Signal
ON
ON
109
22-07
103-02
1808-02
YRS Dynamic BITE Error
-
ON
110
22-04
103-02
1808-02
YRS Gradient Error
-
ON
111
22-08
103-02
1808-02
YRS Fast Calibration Error
-
ON
112
22-09
103-02
1808-02
YRS Static Calibration Error
-
ON
113
10-06
045-05
0798-05
DA Right PMV HLD Solenoid Open Circuit
ON
ON
114
10-04
045-04
0798-04
DA Right PMV HLD Solenoid Shorted to Ground
ON
ON
115
10-05
045-03
0798-03
DA Right PMV HLD Solenoid Shorted to Voltage
ON
ON
116
10-07
010-05
0798-05
DA Right PMV CMN Open Circuit
ON
ON
117
10-03
051-05
0798-05
DA Right PMV REL Solenoid Open Circuit
ON
ON
118
10-01
051-04
0798-04
DA Right PMV REL Solenoid Shorted to Ground
ON
ON
119
10-02
051-03
0798-03
DA Right PMV REL Solenoid Shorted to Voltage
ON
ON
120
22-10
103-02
1808-02
YRS Normal Calibration Error
-
ON
121
22-11
103-02
1808-02
YRS Sensitivity Calibration Error
-
ON
122
22-12
103-02
1808-02
YRS Plausibility Check (Ref Yaw Rate)
-
ON
123
22-02
103-02
1808-02
YRS Sensor Reversed Signal
-
ON
124
22-13
103-02
1808-02
YRS Plausibility Error (Inside Model Based Limits)
-
ON
125
10-08
010-13
0798-13
DA Right PMV Configuration Error
ON
ON
126
22-14
103-02
1808-02
YRS Plausibility Error (Outside Model Based Limits)
-
ON
127
11-06
231-02
0639-02
J1939 ESP Messages Invalid Data
-
ON
128
13-13
254-12
0629-12
ECU (80)
ON
ON
129
03-03
002-02
0790-02
SA Right WSS Open or Shorted
ON
ON
130
06-08
251-02
0627-02
Input Voltage Excessive Noise (Temp.)
ON
ON
131
06-09
251-14
0627-14
Input Voltage Excessive Noise (Latched)
ON
ON
132
12-22
103-02
1808-02
ESP Sensor Voltage Out of Range
-
ON
133
03-05
002-07
0790-07
SA Right WSS Wheel End
ON
ON
134
24-06
077-07
1067-07
PS Not Calibrated
-
ON
135
03-01
002-01
0790-01
SA Right WSS Excessive Air Gap
ON
ON
APPENDIX C: UDS Codes and their Bendix Blink Code Equivalents
UDS
Code
USSpec.
Blink
Code
J1587
PID194
(SID/
FMI)
J1939/73
DM1/2
SPN/FMI
DTC Description
Lamp
Status
ABS
ATC/
ESP
136
03-02
002-14
0790-14
SA Right WSS Output Low @ Drive-Off
ON
ON
137
03-06
002-08
0790-08
SA Right WSS Erratic Sensor Signal
ON
ON
138
03-04
002-10
0790-10
SA Right WSS Loss of Sensor Signal
ON
ON
141
13-25
254-12
0629-12
ECU Internal VIN Mismatch
-
ON
142
20-08
066-07
1056-07
Trailer PMV potentially miswired or internal mechanical
problem
-
ON
143
22-15
089-13
1808-13
YRS Sign Check Not Finished
-
ON
144
12-23
154-03
0614-03
i/o 2 or i/o 3 shorted high or Stop Lamp Output Error
-
ON
145
08-06
043-05
0796-05
SA Right PMV HLD Solenoid Open Circuit
ON
ON
146
08-04
043-04
0796-04
SA Right PMV HLD Solenoid Shorted to Ground
ON
ON
147
08-05
043-03
0796-03
SA Right PMV HLD Solenoid Shorted to Voltage
ON
ON
148
08-07
008-05
0796-05
SA Right PMV CMN Open Circuit
ON
ON
149
08-03
049-05
0796-05
SA Right PMV REL Solenoid Open Circuit
ON
ON
150
08-01
049-04
0796-04
SA Right PMV REL Solenoid Shorted to Ground
ON
ON
151
08-02
049-03
0796-03
SA Right PMV REL Solenoid Shorted to Voltage
ON
ON
155
11-12
231-02
0639-02
J1939 HSA switch error or unavailable
-
-
156
12-24
094-03
2622-03
Hill Start Assist solenoid shorted to voltage
ON
ON
157
08-08
008-13
0796-13
SA Right PMV Configuration Error
ON
ON
158
12-25
094-05
2622-05
Hill Start Assist solenoid shorted to ground or open circuit
-
-
161
04-03
003-02
0791-02
DA Left WSS Open or Shorted
ON
ON
165
04-05
003-07
0791-07
DA Left WSS Wheel End
ON
ON
167
04-01
003-01
0791-01
DA Left WSS Excessive Air Gap
ON
ON
168
04-02
003-14
0791-14
DA Left WSS Output Low @ Drive-Off
ON
ON
169
04-06
003-08
0791-08
DA Left WSS Erratic Sensor Signal
ON
ON
170
04-04
003-10
0791-10
DA Left WSS Loss of Sensor Signal
ON
ON
174
22-16
103-02
1808-02
Yaw Rate Sensor Vibration Detected
-
ON
175
12-09
017-14
0614-14
ATC Disabled to Prevent Brake Fade
-
ON
177
09-06
044-05
0797-05
DA Left PMV HLD Solenoid Open Circuit
ON
ON
178
09-04
044-04
0797-04
DA Left PMV HLD Solenoid Shorted to Ground
ON
ON
179
09-05
044-03
0797-03
DA Left PMV HLD Solenoid Shorted to Voltage
ON
ON
180
09-07
009-05
0797-05
DA Left PMV CMN Open Circuit
ON
ON
181
09-03
050-05
0797-05
DA Left PMV REL Solenoid Open Circuit
ON
ON
182
09-01
050-04
0797-04
DA Left PMV REL Solenoid Shorted to Ground
ON
ON
183
09-02
050-03
0797-03
DA Left PMV REL Solenoid Shorted to Voltage
ON
ON
189
09-08
009-13
0797-13
DA Left PMV Configuration Error
ON
ON
192
20-06
066-05
1056-05
Trailer PMV HLD Solenoid Open Circuit
-
ON
193
15-03
006-02
0794-02
AA Right WSS Open or Shorted
ON
ON
194
20-04
066-04
1056-04
Trailer PMV HLD Solenoid Shorted to Ground
-
ON
195
15-10
006-13
0794-13
AA Right WSS Configuration Error
ON
ON
196
20-05
066-03
1056-03
Trailer PMV HLD Solenoid Shorted to Voltage
ON
ON
197
15-05
006-07
0794-07
AA Right WSS Wheel End
ON
ON
198
20-07
066-05
1056-05
Trailer PMV CMN Open Circuit
-
ON
199
15-01
006-01
0794-01
AA Right WSS Excessive Air Gap
ON
ON
200
15-02
006-14
0794-14
AA Right WSS Output Low @ Drive-Off
ON
ON
59
APPENDIX C: UDS Codes and their Bendix Blink Code Equivalents
UDS
Code
USSpec.
Blink
Code
J1587
PID194
(SID/
FMI)
J1939/73
DM1/2
SPN/FMI
DTC Description
ABS
ATC/
ESP
201
15-06
006-08
0794-08
AA Right WSS Erratic Sensor Signal
ON
ON
202
15-04
006-10
0794-10
AA Right WSS Loss of Sensor Signal
ON
ON
205
20-03
066-05
1056-05
Trailer PMV REL Solenoid Open Circuit
-
ON
206
20-01
066-04
1056-04
Trailer PMV REL Solenoid Shorted to Ground
-
ON
207
20-02
066-03
1056-03
Trailer PMV REL Solenoid Shorted to Voltage
ON
ON
209
12-06
023-02
0811-02
ABS Indicator Lamp Circuit
ON
-
210
12-10
079-13
1069-13
Tire Size Out of Range (Front to Rear)
ON
ON
212
12-11
022-07
0810-07
Wheel Speed Sensors Reversed on an Axle
ON
ON
213
12-01
055-07
1045-07
Stop Lamp Switch Not Detected
-
ON
214
12-03
017-14
0576-14
ATC Disabled or Dynamometer Test Mode Active
-
ON
216
12-02
055-02
1045-02
Stop Lamp Switch Defective
ON
ON
220
12-13
102-03
0564-03
Diff Lock Solenoid Shorted to Voltage (total shutdown)
ON
ON
221
12-12
102-05
0564-05
Diff Lock Shorted to Ground or Open Circuit
ON
-
225
16-06
046-05
0799-05
AA Left PMV HLD Solenoid Open Circuit
ON
ON
226
16-04
046-04
0799-04
AA Left PMV HLD Solenoid Shorted to Ground
ON
ON
227
16-05
046-03
0799-03
AA Left PMV HLD Solenoid Shorted to Voltage
ON
ON
228
16-07
011-05
0799-05
AA Left PMV CMN Open Circuit
ON
ON
229
16-03
052-05
0799-05
AA Left PMV REL Solenoid Open Circuit
ON
ON
230
16-01
052-04
0799-04
AA Left PMV REL Solenoid Shorted to Ground
ON
ON
231
16-02
052-03
0799-03
AA Left PMV REL Solenoid Shorted to Voltage
ON
ON
232
11-13
231-02
0639-02
timeout or invalid data on J1939 AWD params for ESP AWD
operation
-
ON
237
16-08
011-13
0799-13
AA Left PMV Configuration Error
ON
ON
238
13-26
155-14
0615-14
Maximum number of PCV cycles reached
-
-
239
13-27
155-14
0615-14
Maximum number of TCV cycles reached
-
-
240
23-01
099-02
1809-02
LAS Signal Out of Range
-
ON
241
17-06
047-05
0800-05
AA Right PMV HLD Solenoid Open Circuit
ON
ON
242
17-04
047-04
0800-04
AA Right PMV HLD Solenoid Shorted to Ground
ON
ON
243
17-05
047-03
0800-03
AA Right PMV HLD Solenoid Shorted to Voltage
ON
ON
244
17-07
012-05
0800-05
AA Right PMV CMN Open Circuit
ON
ON
245
17-03
053-05
0800-05
AA Right PMV REL Solenoid Open Circuit
ON
ON
246
17-01
053-04
0800-04
AA Right PMV REL Solenoid Shorted to Ground
ON
ON
247
17-02
053-03
0800-03
AA Right PMV REL Solenoid Shorted to Voltage
ON
ON
248
23-04
099-02
1809-02
LAS Long Term Calibration Error
-
ON
249
23-03
099-02
1809-02
LAS Static Calibration Error
-
ON
250
23-05
099-02
1809-02
LAS Plausibility Error (Inside Model Based Limits)
-
ON
251
23-06
099-02
1809-02
LAS Plausibility Error (Outside Model Based Limits)
-
ON
253
17-08
012-13
0800-13
AA Right PMV Configuration Error
ON
ON
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