Compact Tester 446 300 410 0 Bedienungsanleitung

Compact Tester 446 300 410 0 Bedienungsanleitung
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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