Compact Tester 446 300 410 0 D GB Compact Tester 446 300 410 0 Bedienungsanleitung Operating Instruction 815 000 290 3 8150002903 Ausgabe: Oktober 1999 October 1999 Edition © Copyright WABCO 2005 Vehicle Control Systems An American Standard Company Änderungen bleiben vorbehalten The right of amendment is reserved. Version 10.99 (de/en) 815 000 290 3 Seite 1. 3 2. 5 3. 6 4. 6 5. 8 5.1 8 5.2 8 5.3 9 5.4 10 5.5 12 5.6 13 6. 14 7. 14 8. 29 GB Table of Contents Page 1. Connecting the Tester 15 2. Error Search (<ERROR> button) 17 3. Error Delete (<CLEAR> button) 18 4. Display System (<SYSTEM> button) 18 5. Functional Testing 20 5.1 Testing Engine Control 20 5.2 Testing Retarder Control 20 5.3 Allocation Testing - without control pressure - 21 5.4 Allocation Testing - with control pressure - 22 5.5 Allocation of Pulse Programmes 24 5.6 Schematic Procedure for Functional Test 25 6. Resetting the System (Reconfiguration) 26 7. Summary 27 8. Sticker on Back Panel 29 2 1. • • • c d v Erklärung: 0 - 1 sec ABS 1 - 2 sec ASR ab 1 sec c-v ab 1 sec bzw. ab 2 sec d-v Modulator DIF-Ventil Komponente defekt (ECU) ABS-Warnlampe ECU 1) 2) D 2. Erklärung: 411 862 H59 Sensor Modulator Rad A (L2) Rad B (L1) Rad C (A1) Rad D (A2) Rad E (Z2) Rad F (Z1) Rad A Rad B Rad C Rad D Rad E Rad F DIF-Ventil Retarder Motorreg. / Schnittstelle ECU Lfd.-Nr. 1 2 3 4 5 6 7 8 9 10 (A) 11 (C) 12 (E) 13 (F) 14 (H) 15 (P) 16 (L) 5 3. 6 Erklärung: 6-- 6-Kanal ABS 4. Modulator B, C, E Sensorwiderstand (C) Modulator A, D, F DIF-Ventil Diag. 1 (C) DIF-Ventil Diag. 2 (C) DIF-Ventil (D) MOT el. (C) MOT pn. (C) C3-Signal (C/D) Prop.-Ventil (D) ECU Signal unnormal (D) Freq., Pulsw. fehlerh. (D) time-out (D) Ventilrelais trennt nicht (C) 7 D 5 • • 4 km/h Pulsprogramm 1: 4 km/h Pulsprogramm 2: D 5.4 4 km/h Pulsprogramm 1: 4 km/h Abpulsen Pulsprogramm 2: • • • • • • Rad drehen (v > 4 km/h) • Bremsanlage einbremsen 10 11 D 5.5 ElektronikKonfiguration angesteuerter Modulator Pulsprogramm Nr. 4S2M A A 2 (5xkurz) 1M vorn B A 1 (1xlang) 1M hinten C C 2 D C 1 A A 2 4S3M 1M vorn 4S3M 1M hinten 4S4M 6S3M 6S4M 6S5M 6S6M 12 B A 1 C C 2 D D 1 A A 2 B B 1 C C 2 D C 1 A A 2 B B 1 C C 2 D D 1 A A 2 B A 1 C C 2 D D 1 E D 1 F C 2 A A 2 B B 1 C C 2 D D 1 E D 1 F C 2 A A 2 B B 1 C C 2 D D 1 E F 1 F F 2 A A 2 B B 1 C C 2 D D 1 E E 1 F F 2 Warnlampe aus <CLEAR> lösen <CLEAR> <CLEAR> ENDE 13 D 6. • 7. • ERROR 861 CLEAR Clr (4-4) z.B.: 4S / 4M 6S / 4M (4-2) 2. CLEAR SYS (4-2) 14 GB WABCO Compact Tester 446 300 410 0 After the great success of Compact Tester 446 300 400 0 for Trailer ABS systems of the Vario-C and Vario Compact ABS (VCS) types, WABCO has now developed an equally easy-to-use device for testing the motor vehicle's ABS-C2/C3 systems and ABS-D: 1. Connecting the Tester • Push nine-pole plug of the WABCO diagnostic cable (e.g. 446 300 401 0) into the appropriate socket on the Compact Tester. • Push plug on the vehicle side of the diagnostic cable into the diagnostic socket on the vehicle. • Switch on ignition Time: c d v This new device can be used to both display and delete any errors stored, and to display the system configuration of the control units. In addition, it allows functional testing of the ABS system. The Compact Tester is also used for the reconfiguration of an ABS-D. Display: 0 - 1 sec ABS 1 - 2 sec ASR The Tester's display will be illuminated immediately (display: ”888“). After approx. 1 second, the Tester tries to establish the diagnostic connection with the ECU. At the same time, the display begins to flash. Once the connection has been successfully established, the type of system identified will be displayed: Comments: only if D-version is being used and ASR has been identified after 1 sec c-v C-version with v limiter after 1 sec or after 2 sec d-v D-version with v limiter stands for ’C-version‘, stands for ’D-version‘ and stands for an active speed limiting device. If the ECU does not use the v limiter, ”–“ will appear on the display. Please note: The Compact Tester cannot be used for testing ABS ECUs of the C1 generation. If a C1 ECU is connected, the CT display will show: ”ECU“. 15 GB Description of front panel pictographs: clearance defect pole wheel defect sensor defective signal wrong tyre size parted cable modulator wrong cable connection short to UBatt short to earth short / 1) time error 2) slip error overvoltage DIF valve retarder undervoltage defect: relay or switch position engine control / interface defective component (ECU) ECU 1) If the Compact Tester is unable to identify the ECU connected, the display will show ”ECU“. When establishing the diagnostic connection, the baud rate is checked automatically. The programme sets the 16 ABS warning lamp / outside source of energy / shorted coil 2) (cut-in, actuating and activating times) baud rate identified on the Compact Tester. This means that ABS ECUs with any transmission rates can be connected to the Compact Tester. The following functions can be initiated by pushing the appropriate buttons: GB 2. Error Search (<ERROR> button) After pushing the <ERROR> button, both the current (RAM) and the historical (EEPROM) error memories are read out. These are shown as follows: 1st digit error path 2nd digit error type 3rd digit frequency On the front panel of the Compact Tester, the errors are decoded with the help of pictographs. Groups of errors which are related are marked with a horizontal bar (sensor, modulator or ECU). Different combinations of error path and error type may occur. Examples: Display: Meaning: 411 speed sensor wheel D, excessive clearance, has occurred once 862 modulator wheel B, short to UBatt, has occurred twice H59 retarder, parted cable, has occurred 9 or more times Error Allocation on Housing Sticker The following different error types and error paths are shown on the housing: consec. no. error path consec. no. error type 1 2 3 4 5 6 7 8 9 10 (A) 11 (C) 12 (E) 13 (F) 14 (H) 15 (P) 1 2 3 4 5 6 7 8 9 16 (L) wheel A (L2) wheel B (L1) wheel C (A1) sensor wheel D (A2) wheel E (Z2) wheel F (Z1) wheel A wheel B wheel C modulator wheel D wheel E wheel F DIF valve retarder engine control / interface ECU 10 (A) 11 (C) 12 (E) 13 (F) 14 (H) 15 (P) 16 (L) clearance defect pole wheel defect defective signal wrong tyre parted cable wrong cable connection short UBatt short earth short / outside energy source / shorted coil time error slip error overvoltage undervoltage defective relay, switch position defective component ABS warning lamp 17 GB Whilst the ECU's error memory is being searched and sorted by the Tester, a line moves back and forth on the display. activating error search <ERROR> By continuing to push the <ERROR> button, each subsequent error will be displayed. Pushing any other button will end the error search. displaying currently existing errors First any currently existing errors (RAM) are displayed. When all currently existing errors have been displayed, ‘old’ will appear. display ‘old’ displaying errors NOT currently existing end of error search,display ‘ABS’ This is followed by all not currently existing errors (EEPROM) being displayed. When the last error has been displayed, the type of ECU identified by the Tester will once again be shown (‘ABS’) On the back panel of the Tester, another sticker shows additional pictographs. 3. Error Delete (<CLEAR> button) By pushing the <CLEAR> button (for more than 0.5 sec), the whole of the error memory in the ECU is deleted (RAM + EEPROM). However, this is done only provided there is no currently existing error! To delete the whole of the error memory, the ignition needs to be switched off and then on again. After this, the display once again shows the type of ECU identified (‘ABS’). for 4-channel ABS-C2/C3 for 6-channel ABS-C2/C3 Example: Display: Meaning: 6-- 6-channel ABS 18 4. Display System (<SYSTEM> button) By pushing the <SYSTEM> button, the system identified by the ECU can be displayed. If ABS-C is being used, it is merely possible to ascertain whether a 4-channel or a 6-channel system is in place. The following will be displayed: 1st digit 4 6 2nd digit - 3rd digit - GB If an ABS-D ECU is connected, the system used will be shown as follows: 1st digit no. of sensors if 1M at front 2nd digit no. of modulators if 1M at rear system 4S2M 4S3M-V 4S3M-H 6S3M 4S3+1M 4S4M 4S4Mx4 6S3+1M 6S4Mx4 6S4+1M 6S6M 6S6Mx4 3rd digit no. of modulators (if nS-3M) display 4 - 2 4 3 4 - 3 6 3 4 3 1 4 - 4 4 4 6 3 1 6 4 6 4 1 6 - 6 6 6 - earth switch diag. 1 (D) modulator B, C, E sensor resistance (C) earth switch diag. 2 (D) modulator A, D, F parted cable (C) interrupt (D) DIF valve diag. 1 (C) DIF valve diag. 2 (C) parted cable interrupt IV/OV (D) DIF valve frequency (C) DIF valve (D) slip (D) slip error MOT el. (C) MOT pn. (C) clearance (D) engine control (C) intermittent contact (C/D) C3 signal (C/D) engine control / interface electr. engine interface (D) cut-in time (D) actuating time (D) prop. valve (D) clearance error time error activating time (D) CAN/SAE interface (D) outside energy source (C) ECU computer (D) short (D) short EEPROM (D) all MOT el defects (C) internal defect (C) overvoltage (C/D) ECU undervoltage (C) valve relay diag. 1 (C) valve relay diag. 2 (C) (C) error of ABS-C2/C3 (D) error of ABS-D All error types or error paths not shown in the above diagrams are clear, i.e. the error path is identical top the symbol on the housing. rattling (D) frequency too high (D) defective signal abnormal signal (D) pulse width frequency defective (D) time-out (D) valve relay does not disconnect (C) switch position gear switch (D) 19 GB 5 Functional Testing After the initial installation of the ABS system or any modifications done to that system, the proper pneumatic and electrical allocations of the components must be checked. This menu item should be addressed only if no error currently exists. The functional test is activated by pushing the following buttons: • Push <SYSTEM> button and release. • System used (e.g. ‘4 - 2’) is displayed. • Push <CLEAR> button for more than 2 seconds. After 2 seconds, ‘SYS’ appears on the display. If the warning lamp was on, it will go off before the <CLEAR> button is released. The ASR lamp (if any) will then come on for 1 sec. Pushing the <CLEAR> button for longer than 0.5 second causes the next test step to be addressed. If any other button is pushed for longer than 0.5 second, the functional test is aborted and the type of ECU identified appears on the display (‘ABS’). 5.1 Testing Engine Control ABS-D: ABS-D: For 10 seconds, the Compact Tester transmits the request for idle operation. This is done to test engine control for ASR and any v-limiter. During that time, the accelerator is pushed down. The engine should ad20 dress its idling speed. The display will show the remaining actuation time in seconds. If no ASR is identified, the first digit of the display shows a dash in place of a zero. ABS-C: The Compact Tester is unable to determine whether engine control is in place, and if so, what type. For this reason, all options are checked: Initially, the proportional valve is addressed for 10 seconds (display: ‘020’ ... ‘011’). If such a valve has been installed, the engine should address its idle speed in spite of the accelerator being pushed down. This is followed by the PWM interface being addressed for 10 seconds (display: ‘010’ ... ‘000’). If such an interface has been installed, again the engine speed should remain constant even when the accelerator is pushed down. However, the speed which the engine finally adjusts to depends on the type of interface fitted. Pushing the <CLEAR> button for longer than 0.5 seconds causes the next test step to be addressed. If any other button is pushed for longer than 0.5 seconds, the functional test is aborted and the type of ECU identified appears on the display (‘ABS’). 5.2 Testing Retarder Control When the <CLEAR> button is pushed again for longer than 0.5 second, the retarder is inactive for 5 seconds (display: ‘005’ ... ‘000’). Depending on the type of retarder used, the effect of this will vary. For more information, please refer to the test instructions for the appropriate retarder. If no retarder is identified, the GB first digit of the display shows a dash in place of a zero. 5.3 Allocation Testing - without control pressure - After testing retarder control, one wheel can be turned without the <CLEAR> button being pushed again. The display then shows the current speed of the wheel being turned in k.p.h. This is done in full figures (e.g. wheel speed measured for wheel A = 5.6 k.p.h. ? display: ‘A05’). wheel speed 4 k.p.h. modulator actuation pressure hold decrease Pulse Programme 1: wheel speed If the ECU detects a speed on more than one wheel, the display will show ‘---’. In this case, the functional test cannot be initiated as the Compact Tester would not know which modulator to address. A speed of more than 4 k.p.h. must have been measured to allow the modulators to be actuated. When the wheel which had previously been turned is once again stationary, the appropriate modulator is actuated: pulse Commissioning cycle of right-hand wheels B, D and E if applicable (if 6M ECU is being used) with control pressure 4 k.p.h. modulator actuation Pulse Programme 2: pressure hold decrease pulse Commissioning cycle of left-hand wheels A, C and F if applicable (if 6M ECU is being used) with control pressure The sensor/modulator allocation is checked by determining that the correct sensor/modulator have been paired by way of listening or feeling (touching). The functional test is aborted by pushing any button. This is followed by the type of ECU identified being displayed. If wheels C or E are being turned, any DIF valve which may have been installed is actuated during the pulse programme. If ABS-D is being used, this happens during the whole of the programme run; with ABS-C only during the holding phase. After successful functional testing, the system is operable. 21 GB 5.4 Allocation Testing - with control pressure - 4 k.p.h. wheel speed modulator actuation pressure decrease hold pulse control pressure Pulse Programme 1: Commissioning cycle of right-hand wheels B, D and E if applicable (if 6M ECU is being used) with control pressure 4 k.p.h. wheel speed modulator actuation pressure decrease hold pulse control pressure Pulse Programme 2: Commissioning cycle of left-hand wheels A, C and F if applicable (if 6M ECU is being used) with control pressure In order to check all electrical/pneumatic allocations of sensors/modulators, a supply of compressed air is needed. • Solenoid actuation begins, wheel being turned is evacuated and that wheel can now be turned for approx. 3 seconds. Requirement: • If the wheel cannot be turned after having been evacuated, the sensor/ modulator allocation is wrong. • To facilitate differentiation between wheels A, C and F, they are not fully evacuated at once but are pulsed (testing without any auxiliary equipment). • brake cylinders pressureless • otherwise similar to allocation testing - without control pressure - Testing: • Turn wheel (v > 4 k.p.h.). • Actuate brakes. 22 GB In certain types of system, one modulator acts on several wheels. Combining two sensors which are allocated to one modulator can be achieved by axles or by sides. The table in Section 5.5 shows the allocations. After turning the wheels with sensors on the left-hand side, evacuation is achieved briefly 5 times; wheels on the right-hand side with sensors are evacuated once and for an extended period. Any wrong allocation of the A1/Z1 or A2/ Z2 sensors in 6S-3M systems cannot be detected by means of the pulse programme; however, it can be detected from the display of the Compact Tester. PLEASE NOTE: If a type ABS-C ECU is used, diagnosis cannot be applied to determine how many modulators have been installed. For this reason, the Compact Tester assumes that for each sensor one modulator has been connected, and this is actuated accordingly. This means that if the configuration contains fewer modulators than sensors, the Tester will attempt to actuate a modulator which does not actually exist. In this case, of course the course of pressure cannot be measured on the corresponding wheel by way of the pulse programme. 23 GB 5.5 Allocation of Pulse Programmes The allocation of pulse programmes de- ECU configuration wheel being turned modulator being actuated 4S2M A A 2 (5 x briefly) 1M front B A 1 (once prolonged) 2 1M rear 4S3M 1M front 4S3M 1M rear 4S4M 6S3M 6S4M 6S5M 6S6M 24 pending on the ECU configuration and the wheel being turned is as follows: pulse programme no. C C D C 1 A A 2 B A 1 C C 2 D D 1 A A 2 B B 1 C C 2 D C 1 A A 2 B B 1 C C 2 D D 1 A A 2 B A 1 C C 2 D D 1 E D 1 F C 2 A A 2 B B 1 C C 2 D D 1 E D 1 F C 2 A A 2 B B 1 C C 2 D D 1 E F 1 F F 2 A A 2 B B 1 C C 2 D D 1 E E 1 F F 2 GB Some of the ECU configurations in the Table are not available for purchase. They have merely been included to 5.6 complete the picture. Other systems which may be feasible in theory have not been listed. Schematic Procedure for Functional Test initiating the functional test warning lamp off release <CLEAR> warning lamp on ASR lamp on for 1 sec. <CLEAR> testing <ERROR> or <SYSTEM> engine control time end <CLEAR> waiting for wheel turn or button <ERROR> or <SYSTEM> wheel turn testing retarder time end control or <CLEAR> <ERROR> or <SYSTEM> testing sensors / modulators any button END 25 GB 6. Resetting the System (Reconfiguration) The ABS system can be made to once again recognize the components connected to it (ASR, engine control). The new status is stored in the parameters of the ECU. This function is available only for ABS-D systems. The reconfiguration is activated by pushing the following buttons: • Push <SYSTEM> button and release. • System (e.g. ‘4 - 2’) is being displayed. • Push <SYSTEM> button for longer than 2 seconds. 26 The display is deleted and after a short delay the type of ECU identified will appear again. The reconfiguration process is now complete. Now the ignition should be switched off and on again, and then the menu item ‘error search’ selected. If for any reason the control unit does not support the reconfiguration procedure, the display will show ‘---’ immediately after the <SYSTEM> button has been pushed for the second time. In this case, no reconfiguration can be performed. GB 7. Summary button display function comments ERROR 861 error indication display: error path, error type and error frequency CLEAR Clr deleting the error memory hold button for 0.5 sec. requirement: no currently existing error (4-4) system display (6-4) special functions: (please follow sequence!) 1. SYSTEM 2. CLEAR (4-2) SYS Push button and release functional test (4-2) Hold button for 2 sec. Commissioning cycle starts. Push button and release resetting the system (reconfiguration) Push button for 2 sec. Reconfiguration is being performed. 27 28 D 8. GB display when ‘ignition on’ ECU-Ausführung no error detected Systemvariante system variant axle identification manufacturers. Founded in the US 136 years ago as Westinghouse Air Brake Company, WABCO was acquired by American Standard in 1968. Headquartered in Brussels, Belgium, the business today employs nearly 6700 people in 30 office and production facilities worldwide. In 2004, WABCO contributed US$1.72 billion to American Standard's total sales of more than US$9.50 billion. Website: www.wabco-auto.com Vehicle Control Systems 30 An American Standard Company © 2005 American Standard All rights reserved 815 000 290 3/04.2005 WABCO, the vehicle control systems business of American Standard Companies, is one of the world's leading producers of electronic braking, stability, suspension and transmission control systems for heavy duty commercial vehicles. WABCO products are also increasingly used in luxury cars and sport utility vehicles (SUVs). Customers include the world's leading commercial truck, trailer, bus and passenger car
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