Eco - Tronic EBAS

Operating and Installation Instructions
Version 1.4
BPW THE QUALITY FACTOR
ECO Tronic EBS.

Operating and Installation Instructions
Version 1.4
BPW Operating and Installation Instructions
Table of Contents
Page
1 Introduction
1.1 ECO Tronic EBS
1.2 Abbreviations
1.3 Safety information
1.4 System layout
1.5 General components

1.5.1
1.5.2
1.5.3
1.5.4
1.5.5
1.5.6
1.5.7
Location of components in the trailer

Primary features of the Modulator
ECU connector identication
Overview of electrical connections
Wiring diagram - 2M
Wiring diagram - 3M
Overview of pneumatic connections
10
11
13
14
15
16
17
Connectors / Blanking plugs

Sensor / AUX plugs
Sensor / AUX connections
Sensor connections / cabling
COLAS+ / ILAS-E connections
Auxiliary equipment wiring
Multimeter measurements
Page
39
40
41
42
43
44
46
4 Piping
4.1 Pipe recommendations
4.2 Brake piping layout
4.2.1 2M, 3-axle semi trailer, side by side
4.2.2 3M, 3-axle semi trailer
4.2.3 3M, 2-axle drawbar trailer (full trailer)
48
50
51
52
4.3 Air suspension system piping layout

Air suspension levelling valve, COLAS+
and ILAS-E
53
5 Operating and installation instructions
2 Installation options (Congurations)
5.1 Brake system
2.1 Semi and centre axle drawbar trailers

2.1.1 2S/2M and 4S/2M, side by side
2.1.2 4S/3M
2.1.3 2S/2M + SL, side by side
3.2.12
3.2.13
3.2.14
3.2.15
3.2.16
3.2.17
3.2.18
18
19
20
5.1.1
5.1.2
5.1.3
5.1.4
Coupling heads
Trailer Control Module TrCM
Trailer Control Module TrCM+
Brake lining wear sensoring
54
55
56
59
63
2.2 Drawbar trailers (full trailers)

4S/3M
21
3 Chassis installation
3.1 Mounting of the Modulator
3.1.1 Position without Trailer Roll Stability (TRS)
function
3.1.2 Position with Trailer Roll Stability (TRS)
function
3.1.3 Identication of ECO Tronic EBS ports
and xing
- Main Modulator
- Additional Modulator
3.1.4 Painting - protected areas
3.1.5 Mounting
22
23
24
26
27
3.2. Electrical wiring

3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.2.9
3.2.10
3.2.11
Wiring schematic
Wiring diagram
Auxiliary equipment wiring
General installation recommendations
- cabling
- ISO 7638
- junction box
POWER / DIAG /Sensor / AUX cabling
POWER (ISO 7638) connections
POWER (ISO 1185) /
Super AUX connections
DIAG connections
DIAG / Side of vehicle connection
28
29
30
31
5.2 Air suspension

5.2.1 Standard air suspension valve
5.2.2 Level adjustable air suspension valve
5.2.3 Air suspension valve with zero point
adjustment
5.2.4 COLAS+
5.2.5 ILAS-E
5.2.6 Shut-off cock
5.2.7 3/2-ways magnetic valve
5.2.8 Steering axle lock application
5.3 Soft Docking
33
34
35
36
37
38
72
75
77
78
79
80
6 Hazardous Goods / ADR Installations
87
7 Programming
89
8 System diagnostics
8.1 System diagnostics
32
64
65
68
70
8.1.1
8.1.2
8.1.3
8.1.4
Warning lamp
System check procedure
Power up ECO Tronic EBS
Other errors shown by the warning lamp
8.2 Diagnostic Trouble Codes (DTC)
9 Recommended maintenance schedule
91
92
92
93
93
94
97
1. Introduction
1.1. ECO Tronic EBS
Notes on the content
Basic functions of an EBS
These installation and operating instructions for the ECO Tronic

EBS describe the individual components and functions, as well
as possible congurations. This publication provides assistance
for rst installation of an ECO Tronic EBS in a semi trailer,
centre axle drawbar trailer or drawbar trailer (full trailer). It deals
with the congurations 2S/2M, 4S/2M and 4S/3M. As well as
presenting the installation of the ECO Tronic EBS, the document
also discusses possible electrical cablings and provides cable
recommendations. Furthermore, it contains a description of
the extensive options for system diagnosis and fault analysis.
Companies which want to transport goods from A to B as

safely and efciently as possible nd that an EBS is practically
essential nowadays. This is because EBS offers a whole
range of advantages compared to conventional pneumatic
brake systems: It increases safety due to shorter response
times, thereby reducing braking distances, optimises brake
performance because of improved matching and also simplies
installation and maintenance processes. These are practical
and commercial advantages with specic benets, and most
commercial vehicle manufacturers and transport professionals
can no longer do without them nowadays.
New ECO Tronic product range

ECO Tronic stands for a new product family of intelligent BPW
electronic products in the trailer. The rst step is a complete
brake system consisting of, for example, the ECO Tronic EBS,
Trailer Control Module (TrCM), cable sets, Trailer Monitor and
a complete air installation. With the new product range, BPW
has developed its own electronic trailer components so that you
can obtain the entire trailer running gear from a single supplier.
From now on, you will only have one contact for the entire
system. From the axle to the brake, from the air suspension to
the electronic control unit.
The ECO Tronic EBS offers everything that you would expect
from a modern electronic brake system. And much more as
well: this is because in addition to brake control, the ECO
Tronic EBS also offers numerous additional functions. Running
gear data is ready for download at any time, vehicle usage is
recorded and documented, while clever solutions are available
for determining the ideal brake quality with the new ECO Tronic
EBS from BPW, you can achieve sustainable optimisations in
your eet management.
ECO Tronic is the name of the BPW product range

for electronic trailer components.
The rst product is the ECO Tronic EBS with

special trailer-specic features.
ECO Tronic EBS means BPW is the system

supplier with overall responsibility for the intelligent
trailer running gear.
In contrast to pneumatically operated brake systems, an EBS

controls the brake cylinder pressure of the disc or drum brakes
individually using electronics. The mechanical pressure applied
to the brake pedal is converted into an electrical signal and
passed on to the control unit. This uses information available
in the data network to calculate the optimum brake pressure,
ensuring that brake forces are optimally distributed throughout
the system. The EBS is connected by a trailer control module
through the CAN interface.
In addition to its straightforward braking function, EBS has driver
assistance functions such as ABS (anti-lock brake system), ALB
(automatic load-dependent braking), as well as a TRS function
(trailer roll stability, not included in the basic kit), thereby offering
additional safety.
What is more, each EBS has a pneumatic fall-back level which
is a statutory requirement for use in emergencies, and permits
conventionally controlled braking in case of an electrical fault.
1.1. ECO Tronic EBS

Features of ECO Tronic EBS
Trailer Roll Stability
The core of the ECO Tronic EBS is the EBS Modulator. Its
compact dimensions mean that it can be installed without
difculty in all current semi trailers, drawbar trailers (full trailers)
and centre axle drawbar trailers. Its enclosed design ensures
fault-free operation and consists of a corrosion-resistant plastic
module and a weatherproof die-cast aluminium module.
In the background, there is an electronic safety system for the

trailer which automatically intervenes in critical driving situations
to provide stability. Sensors integrated in the EBS permanently
measure the lateral acceleration of the trailer for this purpose. If a
critical driving situation is reached then the trailer is immediately
braked. As a result, the risk of skidding and tipping over - e.g.
when cornering or due to a shifting load - is reduced to a
minimum thanks to Trailer Roll Stability.
Lifting axle control

Another practical performance feature of EBS is the automatic
function for lifting and lowering a lifting axle depending on the
load and speed. This allows you to benet from a signicant
convenience feature compared to manual lifting axle operation,
and also reduces your running costs. Using an axle lift reduces
tyre wear when unladen. It goes without saying that the lifting
axle control can be switched over to manual operation on
request at any time, e.g. if the lifting axle is required as a
manoeuvring aid or starting traction control, or when the trailer
needs to be put onto the dynamometer test rig.
Automatic steering axle lock

The basic functions of EBS also include the automatic steering
axle lock. This is activated when reversing and automatically
blocks deection of the wheels on the trailers steering axle.
All cable connections of the ECO Tronic EBS are grouped

together on one level for a clear layout, thereby permitting
optimum access. In addition, ease of installation is ensured by
connection designations on the side and the lid of the housing.
The ECO Tronic EBS can be used in a wide range of applications
with its ve AUX connections. There is a user-congurable
Super AUX connection available as an option which gives
up to three more functions. Furthermore, the housing has an
integrated quick release valve for the parking brake and two
test connections for pressure gauges.
Automatic service brake activation

In conjunction with an extendable drawbar installation,
automatic actuation of the service brake reduces the gap
between the vehicles, thereby allowing for convenient throughloading. The ideal solution for greater safety and operating
convenience at the loading ramp.
Safety braking
The numerous basic functions provided as standard mean the
ECO Tronic EBS offers greater safety and convenience. This
includes practical features such as stability control, lifting axle
control or steering axle lock which soon pay their way in dayto-day operations.
This EBS function automatically applies the brakes on vehicles

such as tankers when the instrument cabinet is open, therefore
preventing it from moving off. This is a sensible additional feature
because it ensures that lack of attention does not immediately
become a danger.
Paver brake function

This is the perfect EBS function for ensuring the correct distance
between the paver machine and the trailer during road building.
In this case, the paver machine pushes the braked trailer in front
of it, thereby optimising handling and the production process.
1. Introduction
1.1. ECO Tronic EBS
Intelligent software packages for setting
parameters and operating data analysis
To ensure that the brake system and other running gear
parameters are set perfectly, ECO Tronic EBS has a software
system that is as extensive as it is user-friendly, for setting
parameters and analysing the operating data of the trailer.
Operation and evaluation of the EBS could hardly be easier.
The special feature of ECO Tronic EBS: BPW not only offers
you numerous standard EBS functions but also additional
trailer-specic functions that help you to optimise your eet
management, reduce service times and therefore save operating
costs.
The Trailer Manager is a software programme for setting
the parameters of ECO Tronic EBS. It is used for the factory
conguration of the available brake and additional functions.
A clear menu system with step-by-step conguration allows
for trouble-free inputs. Missing information is displayed as a
safety feature in order to avoid possible mistakes in the system.
Do you sometimes nd it difcult to identify vehicle components?
It is not rare for valuable time to be lost nding out which spare
part can be obtained from where in the shortest possible time.
The additional function of Assembly Data Management (ADM) in
ECO Tronic EBS will be greatly appreciated in this context. This
function gives you a practical tool for reading in and managing
information about the specic running gear and vehicle. Just
one look at the ADM data set allows you to identify spare parts
and maintenance documents unambiguously. At the touch of
a button, you can call them up or request them directly from
the BPW customer network. This saves costs because ADM
can signicantly reduce the length of time spent in workshops
and on repair jobs.
The Trailer Analyser allows transport companies to benet
from a clear evaluation software that offers practical functions
to deliver precise information about journeys and displays
meaningful vehicle bar charts. Whether these functions are
for analysing journeys or for special functions developed by
BPW for the vehicle history, ECO Tronic EBS means that you
are always precisely informed about the status of your trailers,
which gives you the perfect tool for optimum eet management.
For example, the Trailer Analyser stores up to 1000 journeys
and can output a trip-based evaluation request. Numerous bar
charts on brake pressure, axle load, air suspension pressure and
other key gures of the running gear provide detailed information
about the operating status of trailers.
A practical additional function in the Trailer Analyser has
been specially developed by BPW for ECO Tronic EBS: Road
Condition Monitoring (RCM). This function makes it possible to
record and evaluate precisely what are the proles of the roads
on which your trailers drive. This means you have a diagnostic
tool at your disposal that gives you a precise insight into vehicle
usage. As a result, Road Condition Monitoring also offers you
the opportunity to increase the resale value of your vehicles.
Priority on safety. This is especially important in the transport

business. ECO Tronic EBS software offers the perfect solution
for this as well. Brake Performance Monitoring (BPM) is an
intelligent additional function developed by BPW for the Trailer
Analyser, and provides you with information about the brake.
Reliable service
With the new ECO Tronic EBS, BPW is for the first time
offering you a complete trailer running gear system including
all electronic components from a single supplier. And this also
means that you benet from reliable service and fast spare part
delivery, as with all BPW system components.
And whats more, our range of services also includes training
courses. In these, we can on request provide you with valuable
knowledge about the new ECO Tronic EBS that you can put
to use in your day-to-day business from professionals for
professionals.
Assembly Data Managment

This is a tool in the Trailer Manager for reading in and
managing information specic to the running gear
and vehicle.
Road Condition Monitoring

This function of the Trailer Analyser can be used for
recording and evaluating road proles exactly.
Brake Performance Monitoring

An intelligent additional function of the Trailer Analyser
for calculating and evaluating brake quality.
1.2 Abbreviations
Abbreviations Explanation
Description
2S/2M
2 Sensors / 2 Modulators
ABS system with 2 rotational speed sensors and 2 modulators
ABS
Anti-Lock Braking System
Prevents the locking of braked wheels to maintain lateral grip
ADM
Assembly Data Management
Software function for storing all important vehicle data
ADR
Accord europen relatif au transport European agreement on international transport of dangerous goods by
international des marchandises
road
Dangereuses par Route
ASC
Adaptive Surface Control
ABS control that dynamically adapts to road conditions
AUX
AUXiliary
Additional input / output for sensors or actuators / valves
BPM
Brake Performance Monitoring
Software function for monitoring brake performance

Data bus system, used for controller communication in vehicles, among
others
Valve for lifting and lowering the vehicle body in the case of air-sprung
vehicles
Anti-compounding valve to prevent simultaneous application of service
brakes and emergency brakes
CAN
Controller Area Network
COLAS+
Lift and lower valve
DCV
Double Check Valve
DTC
Diagnostic Trouble Codes
Brake system error / warning codes for diagnosis and repair
EBS
Electronic Braking System
ECE R13
Economic Comission for

Europe Regulation No. 13
Electro-pneumatic brake system with CAN communication between the

truck and the trailer
European regulation No. 13 - Brake systems
ECU
Electronic Control Unit
EEPROM
Electrically Erasable Programmable

Read Only Memory
ELS
Electronic Load Sensing
(LSV)
Load Sensing Valve
EOLT
End Of Line Test
End of line system check to ensure correct system installation
EPRV
Electro Pneumatic Relay Valve
Electro pneumatically piloted relay valve of the EBS
Electronic controller
Function for automatically adapting the braking force to the load of the
vehicle
GGVS
Gefahrgut Verordnung Strae
Act governing the road haulage of hazardous materials
GPI
General Purpose Input
AUX option
GPO
General Purpose Output
AUX option
ILAS-E
Integrated Lift Axle Steering
EBS controlled lift axle valve
ISO 1185
Standardised interface between truck and trailer for lighting control
ISO 11992
CAN bus communication standard between truck and trailer for brake
control
ISO 7638
Standardised interface between truck and trailer supplying ABS/EBS

systems with power, transferring a signal for a warning device and, if tted,
enabling CAN communication as standardised in ISO 11992
LWS
Lining Wear System
Brake pad wear sensing
LSV
Load-Sensing Valve
PPV
Pressure Protection Valve
Pressure protection valve that separates the brake and air suspension
circuits
PTC
Push To Connect
Pneumatic connectors to ease installation
QRV
Quick Release Valve
RCM
Road Condition Monitoring
Software function for recording and evaluating road proles
REV
Relay Emergency Valve
Relay valve with emergency brake function
RtR
Reset to Ride Height
Automatic return to ride height
SAUX
Super AUX
Installation-optimized possibility for three digital inputs
TA
Traction Assist
Starting traction control
TrCM
Trailer Control Module
Parking and manoeuvring valve with emergency brake function (and

integrated pressure protection)
TRS
Trailer Roll Stability
Function that reduces the risk of the trailer rolling over
Introduction
1.3 Safety information
All work must be performed by trained specialists in qualied
workshops and authorised companies which have all the
necessary tools and knowledge for performing this work.
The parameters of the system are only allowed to be set
by specialists who have completed a suitable training course
for this purpose. The parameters for the brake system can
be found in the brake calculation prepared for the vehicle in
question. The brake system calculation must take account of
statutory requirements of the country in question, as well as the
necessary safety provisions. If the set values are changed, the
person who performs this change is responsible for complying
with the statutory requirements of the country in question where
the vehicle is operated, as well as for maintaining safe function
of the system.
When repairs are carried out on the vehicle, the brake system
must be protected against mechanical, thermal and surge
voltage damage.
Local safety and accident prevention regulations as well as
regional and national regulations must be complied with.
The relevant operation and service regulations as well
as safety regulations of the vehicle manufacturer and of the
manufacturers of other vehicle parts shall be adhered to.
Do not perform repair and installation work unless wearing
protective clothing (gloves, safety boots, safety goggles, etc.)
and using the recommended tools.
The vehicle must be secured against rolling away during
repair work. Please observe the relevant safety regulations for
repair work on commercial vehicles, in particular the safety
regulations for jacking up and securing the vehicle.
Following each repair, it is necessary to perform a function
check or a test drive in order to make sure that the brakes are
functioning correctly.
All exchanged components must be reused or disposed of
in accordance with the applicable environmental regulations,
laws and directives.
Tighten screws and nuts with the prescribed tightening
torque.
BPW can only guarantee the safety, reliability and
performance of systems, in particular those of ECO Tronic EBS,
if all instructions are complied with.
Various safety information is indicated by different icons in

these installation and operating instructions. Their signicance
is described in the overview below.
Icon
Signicance
This symbol informs you that an
acoustic check is necessary in order
to avoid potential damage to property
or follow-on damage.
This symbol informs you that an
optical check is necessary in order to
avoid potential damage to property or
follow-on damage.
This symbol informs you that the

connection must be clean and dry
before being attached.
Warning note!
Failure to comply with the warning
note can result in a potential
hazardous situation, leading to injury
to personnel.
1.4 System layout

The system tted to your trailer may have 2 or 4 sensors and 2 or
3 Modulators, the variants available being 2S/2M, 4S/2M and
4S/3M.
supply via the ISO 7638 plug fails. In this case, only the ABS
function and, optionally, the ALB function are in effect. (see
Fig. 3).
The power supply of the system is via: ISO 7638 - 7 pin

connection - the full EBS function is guaranteed Fig. 1.
ECO Tronic EBS controls a warning device in the dashboard

(pin 5 of ISO 7638 connector).
The power supply of the ECO Tronic EBS with a 5 pin ISO 7638
connection is also possible. In this case the response time (time
between applying the brake pedal and reaction of the brake
chambers) is increased due to the missing CAN databus while
ABS and ELS functionality is still available (see Fig. 2).
The warning lamp has two functions:
In the optional emergency solution (2M systems only) with stop

light electrical power supply, the ECO Tronic EBS is supplied
with electrical power via the ISO 1185 (24N) plug if the power
As soon as the ECO Tronic EBS is powered via the ISO 7638
plug (Figs. 163 and 164 on page 92), the system performs a
self-test. The result of this test is displayed by means of a
sequence of warning lights.
The warning lamp indicates by a permanent display, if a fault
has been detected while the vehicle is moving.
ISO 7638 - 7 Pin
Fig. 1
EBS
ECO Tronic EBS = full EBS function
ISO 7638 - 5 Pin
Fig. 2
ABS
ECO Tronic EBS = EBS function with increased response time

(No CAN data bus)
ISO 1185 - (24N)
Fig. 3
ABS/EBS
ECO Tronic EBS = on foot brake application

ABS function only + ELS optional
Introduction
1.5.1 Location of components in the trailer
Modulator
Sensor and Exciter

ISO7638
- 7 pin connector
al
ion
t
op
Trailer Monitor
na
io
pt
Drivers information plate
Trailer Control Module (TrCM)

(modied 01.01.2011)
Fig. 4 - Overview of the main components and their location in the trailer
10

1.5.2 Primary features of the
Modulator
Integrated quick release valve
An integrated quick release valve provides a rapid installation
and reduces the need for separate pipe ttings and connections.
In addition the spring brake air, once exhausted, is silenced
using the silencing mechanism.
Fig. 5
Integrated quick valve
Service brake test connections

The EBS Modulator provides two additional service brake
connections, which can allow direct connections to the exterior
test points.
Test connections service brake

Fig. 6
Integrated double check valve with distributor

An integrated anti-compounding spring brake distribution
manifold eliminates the need for a secondary manifold and
associated ttings, hence saving installation time and potential
errors.
Integrated double check valve

Fig. 7
Bulk head mounting

Three stud mountings, provide interchangeability with competitor systems.
In addition, the mounting method allows much easier installation.
Fig. 8
11
Introduction
Individual electrical connections
The EBS Modulator utilises well-recognised sliding connectors,
and the slide lock mechanism has been improved to allow
each connector to be removed and inserted individually.
This improves installation time and reliability.
Fig. 12
Reservoir connections
The EBS Modulator provides two reservoir connections, which
allows complete installation exibility for vehicle manufacturers.
This exibility not only provides a rapid installation, but allows
the reduction of pipe lengths.
Fig. 13
Alignment of connections
The EBS Modulator has been deliberately designed to ensure
ease of vehicle installation. All the ports and electrical connection
positions have been chosen to provide easy identication and
are aligned to allow brake pipes to be bundled together, thus
providing an efcient cost effective, overall installation package.
Fig. 14
ECU
The EBS Modulator provides a sealed for life encapsulated ECU,
thus eliminating interconnections.
Technical Data
Working pressure:
Air 0 - 8.5 bar (max. 9.5 bar)
Operating voltage:
24 V DC (min. 19 V to max. 32 V)
Current consumption: max. 3.2 A
Operating temperature: - 40 C to +70 C
Operating medium:
Air
Exciter ring:
60 to 120 teeth
BPW EBS Modulator (5 AUX, stability, with integrated
quick release valve and double check valve).
12

1.5.3 ECU connector identication - 2S/2M, 4S/2M system
24 V Switched Output,
Speed indicator
24 V Switched Output,
Input for switching signal
Analogue Input,
5 V Power supply
Analogue Input,
5 V Power supply
ISO 1185 power supply,

three digital inputs,
24 V power supply
AUX 1
AUX 2, AUX 3
AUX 4
AUX 5
Super AUX
COLAS+
Retarder
Trailer Lamp
ILAS-E Front
ILAS-E Rear
AUX Power
Steer Axle Lock
Service Lamp
Overload Lamp
Remote Overload Lamp
Stability Lamp (TRS)
TA+
Info Point
Info Point / COLAS+
COLAS+
Retarder
Trailer Lamp
ILAS-E Front
ILAS-E Rear
AUX Power
Steer Axle Lock
Service Lamp
Overload Lamp
Remote Overload Lamp
Stability Lamp (TRS)
ILAS-E Front Manual
ILAS-E Rear Manual
TA+
Lining Wear Sensor

Control Line Sensor
Soft Docking
Mechanical Height Sensor
Lateral Accelerometer
Control Line Sensor
Soft Docking
Mechanical Height Sensor
Input A
Input B
Input C
ISO 1185connection
1
4
White BRed B+
Black 24 V
Yellow Input A
Brown Input B
Green Input C
Junction box
Pin conguration
Blue (not in use)
ISO 1185
ISO 7638
PC Interface
Sensor S1B
Sensor S2B
Fig. 15
Pin 1
Pin 4
Trailer Monitor
Sensor S1A
Sensor S2A
Version without SAUX
Version with SAUX
13
Introduction
1.5.4 Overview of electrical connections
7
ISO 7638
11
1B
ISO 1185 (24N)
4
1A
2B
10
1
3
5
2A
8
7
Fig. 16 - Chassis components with electrical connections
Item
1
2
3
4
5
6
7
8
9
10
11
Description
ECO Tronic EBS label
ISO 7638 - 7 pin connector
Safety back-up cable - ISO 1185 (24N) / or SAUX
optional
Trailer Monitor (side of vehicle connection)
Modulator
ABS sensor
Exciter ring
COLAS+
ILAS-E
Lining wear system (LWS)
External roll stability sensor
N.B. AUX to be congured accordingly with Trailer Manager
14
Notes
AUX 1, 2 or 3
AUX 1, 2 or 3
AUX 4 only
AUX 5 only (as an option for the ECO Tronic EBS of the basic kit)

1.5.5 Wiring diagram - 2M
BK
RD
BN/W
GN/W
YE
W
BN
CABLE
2 x 4.0mm
5 x 1.5mm
DIAG PWRB PWRA
RD
BN
CABLE
2 x 1.5mm
W B
RD B+
W B
RD B+
BK 24V
Y AUX A
BN AUX B
G AUX C
BU
POWER A
POWER B
SUPER AUX
DIAGN
DIAGN
2B 1B
5 1A 2A
1
2
7
6
3
5 4
B+IGN
B+P
CAN L
CAN H
BIGN
LAMP
B
1 x 2.5mm
1 x 1.5mm
N6
W
RD
CABLE
7 x 1.5mm
SEN SEN AUX AUX AUX AUX AUX SEN SEN

2B 1B 1 2 3 4 5 1A 2A
BK
AUXILIARY
SOLENOID
N8
AUX
BK
RD

2
A1
A
3
1A
AUX AUX
GY 8
N6
7
RD
PK 12
CABLE
4 x 0.75mm
N5
45
45
YE
RIGHT REAR
SENSOR
N3
LEFT REAR
SENSOR
N2
N3
2A
CABLE
2 x 0.75mm
LEFT FRONT
SENSOR
N2
1A
N3
1B
N3
ISO
12098
(15 PIN)
CABLE
3 x 0.75mm
2B
RIGHT FRONT
SENSOR
PRESSURE
SENSOR N 1
N9
CAN
B
B+
CABLE
4 x 0.75mm
BK
BK
YE
RD
N1
YE
RD
CABLE
3 x 0.75mm
CABLE
3 x 0.75mm
N7
YE BK
RD
YE BK
RD
N1
N 1 Auxiliary cabling termination is given in the table below:

AUX 4
5V
BA/D
input
AUX 5
5V
BA/D
input
0 V / 24 V :
B-:
D input:
A/D input:
switchable output
earth
digital input (0 V to 24 V)
analogue input (0 V to 5 V) or digital input
(0 V to 24 V)
Availability of auxiliaries and pressure sensor function
depend on ECU variant and conguration.
N 2 Right is viewed sitting in the driver seat facing forward.
N 3 Sensor connector.
N4
PC INTERFACE
CONNECTOR
YE BK
RD
Fig. 17
Wire colour
AUX 1
AUX 2
AUX 3
Red
0 V / 24 V 0 V / 24 V 0 V / 24 V
Black
BBBYellow
Tacho /
D
D
Tell-Tale
input
input
ACCELEROMETER
CABLE
2 x 0.75mm
CABLE
3 x 0.75mm
ISO
1185
(24N)
YE
TRAILER LIFT
CABLE
2 x 1.0mm AXLE LIFT
CLOSE TO LIFT
CABLE
1 x 2.5mm
3 x 1.5mm
CABLE
3 x 0.75mm
ISO
7638
(EBS/ABS)
N7
Key: W - White
BU - Blue
GN - Green
BK - Black
RD - Red
PK - Pink
BN - Brown
YE - Yellow
GY - Grey
N 4 Side diagnostic connector for use with Trailer Monitor or

PC interface
N 5 Roll stability function accelerometer if tted, must be plugged
into AUX 5.
Mounting orientation of accelerometer must be as per
instructions supplied by BPW.
N 6 Cable length junction box to ISO 1185 (24N) or ISO 12098
(15 Pin) must not exceed 4 m.
N 7 Maximum load from any auxiliary output not to exceed
1A. All solenoids connected electrically to this unit must
be diode suppressed.
N 8 If the solenoid is not approved by BPW, t a 1 A, 100 V
minimum, diode as shown.
N 9 Pressure sensor can be tted to AUX 4 or 5.
15
Introduction
1.5.6 Wiring diagram - 3M
BK
RD
BN/W
GN/W
YE
W
BN
CABLE
2 x 4.0mm
5 x 1.5mm
2
3
5 4
ISO
7638
(EBS/ABS)
B+IGN
B+P
CAN L
CAN H
BIGN
LAMP
B
RD
BN
DIAG PWRB PWRA
1
7
6
POWER A
POWER B
POWER B
CABLE
2 x 4.0mm
5 x 1.5mm
DIAGN
DIAGN
2B 1B
5 1A 2A

2B 1B 1 2 3 4 5 1A 2A
DIAGN
S1 A
CABLE
3 x 0.75mm
N7
AUX
BK
RD
YE

2
A1
A
3
1A
AUX AUX
5
LEFT REAR
SENSOR
N2
N3
2A
CABLE
2 x 0.75mm
BK
LEFT FRONT
SENSOR
N2
1A
N3
1B
YE
RD
N1
YE
RD
CABLE
3 x 0.75mm
CABLE
3 x 0.75mm
N6
YE BK
RD
YE BK
RD
Fig. 18
N 1 Auxiliary cabling termination is given in the table below:
Wire colour
AUX 1
AUX 2
AUX 3
Red
0 V / 24 V 0 V / 24 V 0 V / 24 V
Black
BBBYellow
Tacho /
D
D
Tell-Tale
input
input
AUX 4 AUX 5
CABLE
4 x 0.75mm
CAN
PRESSURE
SENSOR N 1
B
N8
B+
CABLE
4 x 0.75mm
BK
S2 B
AUX 2 AUX 3
45
N3
N3
S2 A
S1 B
N5
ACCELEROMETER
CABLE
3 x 0.75mm
2B
RIGHT FRONT
SENSOR
SLAVE ECU
ASSEMBLY
PSW
Brake Systems
45
CABLE
2 x 0.75mm
CABLE
3 x 0.75mm
RIGHT REAR
SENSOR
AUX 4
5V
BA/D
input
AUX 5
5V
BA/D
input
0 V / 24 V :
B-:
D input:
A/D input:
switchable output
earth
digital input (0 V to 24 V)
analogue input (0 V to 5 V) or digital input
(0 V to 24 V)
Availability of auxiliaries and pressure sensor function
depend on ECU variant and conguration.
N 2 Right is viewed sitting in the driver seat facing forward.
16
B POWER A
AUX 1
AUXILIARY
SOLENOID
N4
PC INTERFACE
CONNECTOR
YE BK
RD
N1
N6
Key: W - White
BU - Blue
GN - Green
BK - Black
RD - Red
PK - Pink
BN - Brown
YE - Yellow
GY - Grey
N 3 Sensor connector.
N 4 Side diagnostic connector for use with Trailer Monitor or
PC interface.
N 5 Roll stability function accelerometer if tted, must be
plugged into AUX 5.
Mounting orientation of accelerometer must be as per
instructions supplied by BPW.
N 6 Maximum load for each auxiliary output shall not exceed
1A. All solenoids connected electrically to the Modulator
must be diode suppressed.
N 7 If the solenoid is not approved by BPW, t a 1 A, 100 V
minimum, diode as shown.
N 8 Pressure sensor can be tted to AUX 4 or 5.

1.5.7 Overview of pneumatic connections
10
10
10
11
12
12
1
4
Emergency
22
23
24
1-2
25
11
21
11 12
12
1
22
Service
8
2
13
1
AUX1
22
23
21
22
22
14
41
11
13
23
21
23
21
23
21
13
13
6
5
1
11
11 12
12
21
1
11
Description
Emergency coupling with integrated lter
Service coupling with integrated lter
Air reservoir - brake
Air reservoir - air suspension
Drain valve
Modulator
Air suspension levelling valve
COLAS+
Suspension air bags (bellows)
Single diaphragm brake chamber
Spring brake chamber
Test point
Test point
12
12
10
10
10
Fig. 19 : 3-axle semi trailer - 2S/2M side by side conguration 2-line air brake system with Trailer Control Module
and spring brake chambers
Item
1
2
3
4
5
6
7
8
9
10
11
12
13
14
12
22
1 = Item
1 = Port
11
Notes
(if not integrated in COLAS+)
17
Installation options (Congurations)

2.1.1 2S/2M and 4S/2M, side by side
R.H. Power Cable Connector
S1B
S1B
21
22
S1A
S1B
21
22
21
22
S1A
S1A
S1B
21
22
2S/2M
S1A
L.H. Power Cable Connector
S1B
S1B
22
21
22
21
S1A
S1B
22
21
S1A
S1A
S1B
22
21
R.H. Power Cable

Connector
L.H. Power Cable
Connector
4S/2M
S1A
S1B
S2B
21
22
S1B
S2B
21
22
S1A
S2A
S1A
S2A
S1B
S2B
S1B
S2B
22
21
22
21
S1A
S1A
S2A
Fig. 20
Either (but only one) directly controlled axle may be lifted
- 4S/2M
Any axle without directly controlled wheels may be a lift axle
- 2S/2M
Any axle may be a steered axle - 2S/2M and 4S/2M
18
Key
22
21
Modulator
ECU power connectors
S2A

2.1.2 4S/3M (recommended for self-steering axle)
S2B
21
22
S1B
21
22
S1A
S2A
S1B
S2B
S1B
21
22
S1A
S2A
S1B
S2B
S2B
S1B
S2A
S1A
S2B
S1B
S2A
S2B
21
22
S1A
21
22
S1A
21
22
S2B
S2A
S2A
S1A
S2B
S1B
4S/3M
S1B
22
21
S2A
S1B
S2B
S1A
22
21
S1A
S1B
22
21
S2A
S1B
22
21
S2A
S1A
S2B
S1B
S2A
S1A
22
21
S1A
S2B
S1A
S2A
S2B
22
21
S2A
Fig. 21
Any axle without directly controlled wheels may be lifted.
Any axle can be a steered axle.
Master ECU is mounted to EPRVs. All sensors must be
connected to this Master ECU.
Directly controlled wheels connected pneumatically to
EPRVs 21/22 cannot be lifted.
Slave ECU is mounted to EPRV 2 and is controlled by Master
ECU. Slave ECU/EPRV 2 is shown facing rear but can also
be installed facing forward, left or right, as EPRV 2 is always
select low control.
Sensed wheel connected pneumatically to EPRV 2 can be
lifted.
Key
22
21
Modulators
Slave ECU
Modulator
19
Installation options (Congurations)

R.H. Power Cable

Connector
L.H. Power Cable
Connector
2S/2M
2.1.3 2S/2M + SL, side by side (not recommended for self-steered axle)
S1B
S1B
21
22
S1B
21
22
21
22
S1A
S1A
S1A
S1B
S1B
S1B
22
21
S1A
22
21
22
21
S1A
S1A
Fig. 22
Any axle without directly controlled wheels may be a lift axle.
Key
22
21
Modulators
20
Select low valve (SL)
2.2 Drawbar trailers (full trailers)

4S/3M
S1B
21
22
S1A
S1B
S1A
4S/3M
S2B
S2B
S1B
21
22
S2A
S2A
S2B
21
22
S1A
S2A
S2B
S1B
22
21
S2A
S1A
S1B
S1A
S2B
22
21
S2A
S2B
S1B
22
21
S2A
S1A
Fig. 23
Sensed axles cannot be lifted.
Any axle without directly controlled wheels (unsensed) may
be a lift axle.
Master ECU is mounted to EPRVs 21/22. All Sensors must
be connected to this Master ECU.
Slave ECU is mounted to EPRV 2 and is controlled by Master
ECU. Slave ECU/EPRV 2 is shown facing rear but can also
be installed facing forward, left or right, as EPRV 2 is always
select low control.
Key
22
21
Modulators
Slave ECU
Modulator
21
Chassis installation
3.1.1 Position without Trailer
Roll Stability (TRS) function
360
Note: The following is applicable to installations and
congurations without TRS function.
The unit should be orientated and positioned so that the
Power Cable connections face towards the required
installation option (conguration) of the trailer.
See Figs. 20 to 23.
The distance between port (1) and the air reservoir should be
as short as possible (Fig. 24).
(1)
Fig. 24
Mount the Modulator centrally to the brake chambers (Fig. 25).

A : Single axle
B : Tandem axle
C : Tri-axle
For corrosion reasons do not attach the Modulator directly onto
stainless steel.
22
21
A
Fig. 25
22
22
21
22
21

3.1.2 Position with Trailer Roll
Stability (TRS) function
The following installation parameters are required for correct
TRS operation.
Rear End view
Roll angle : 3 (1:20) (Fig. 26).

Fig. 26
Yaw angle : 5 (Fig. 27).
5 5
Top view
Fig. 27
5 5
Pitch angle:
The Modulator must be mounted vertically (Fig. 28).
Fig. 28
The Modulator must be mounted within distances x and y
from the centre of the axle (s) (including possible lift axles).
Vehicle
Semi trailer
Centre axle drawbar trailer
Drawbar trailer
x
1.5 m
1.5 m
3.0 m
Single or tri-axle
y
1.5 m
1.5 m
1.5 m
Within
LH and RH
chassis
members
x
The Modulator has to be mounted inside the main left hand (LH)
and right hand (RH) chassis members of the vehicle (Fig. 29).
Tandem axle
For any other applications please refer to

BPW Bergische Achsen KG.
Within
LH and RH
chassis
members
The unit should not be in direct spray or splash water area

and should be protected against high pressure cleaning.
Fig. 29
23
3.1.3 Identication of ECO Tronic EBS ports and xing
- Main Modulator
283.5 mm
Studs x 3
M 10 x 1.5 mm,
22 mm long
30.5 mm
Delivery
test port
(22)
190.4 mm
41
11
Delivery
test port
(21)
Delivery port
(21)
Delivery port
(22)
1
23
23
23
190 mm
74.2 mm
67.7 mm
Port No.
1
3
4
11
21/22
21/22
23
41
24
Weight: approx. 6.25 kg
135.2 mm
Fig. 30
Description
Reservoir port
Exhaust port
Control port
Double Check Valve (DCV)
Delivery ports
Delivery test ports
Spring brake port
Air suspension port
Thread
M 22 x 1.5
M 16 x 1.5
M 16 x 1.5
M 16 x 1.5
M 12 x 1.5
M 16 x 1.5
M 16 x 1.5
Notes

3.1.3 Identication of ECO Tronic EBS ports and xings
- Additional Modulator
161.5 mm
Fixing bolts x 4
M 8 x 1.25 mm,
Tightening torque:
34 Nm (32 - 35 Nm)
58 mm
185 mm
Air suspension port (41)

Remove blanking plugs
when using and connect
air bag pressure line.
26.6 mm
Control port (4)
Power supply
Blanking plug
Blanking plug
41.6 mm
107.35 mm
107.35 mm
27.25 mm
27.25 mm
Delivery port (2)
27.65 mm
55.3 mm
27.65 mm
55.3 mm
132.6 mm
Reservoir port (1)
Fig. 31
Description
Reservoir port
Delivery ports
Exhaust port
Control port
Air suspension port
Delivery port (2)
185.5 mm
82 mm
Port No.
1
2
3
4
41
41.6 mm
178 mm
Exhaust port (3)

Thread
M 22 x 1.5
M 16 x 1.5
Notes
M 16 x 1.5
M 16 x 1.5
25
3.1.4 Painting - protected areas
Mounting face
When painting/coating all non-used electrical connections,
pneumatic and exhaust ports must be protected.
These are indicated by the shaded areas marked in Fig. 32.
Adequate protection should be used to avoid penetration of
the paint/coating.
All electrical ports have to be closed by connectors / blanking
plugs.
All pneumatic ports have to be closed by pipe ttings/blanking
plugs.
The exhaust ports and connector locking devices have to be
protected.
Underside
Painting recommendations:
Water based, baking for 1 hour at 100 C.
Indicates areas to be protected.
Front
Left side
Fig. 32
26
Right side

3.1.5 Mounting
0.5
Additional bracket design has to be as rigid as possible

(Fig. 33). The mounting xing must provide an electrical connection
between the Modulator bracket and the trailer chassis.
The installation angle must be 0.5 mm out of level.
Mounting bracket
Fixing holes
Use non-corrosive M 10 nuts, torque to 35 - 45 Nm.

After that, check the earth continuity between the EBS bracket
and trailer chassis (Fig. 33).
0<R<5
min. 4.0 mm
Fig. 33
Care should be taken to provide reasonable access to the

Modulator for replacement of cables (Fig. 34).
D = min. 150 mm
E = 1. Modulator to be above axle centre line.
2. The position should be as high as possible in the frame.
D
E
Fig. 34
Position the Modulator as high as possible in the chassis to
provide optimum protection from direct spray and other road
dirt and also to achieve an acceptable hose routing (Fig. 35).
Deck of trailer
Note: To prevent water from owing into the Modulator cables

should always run up to the EBS.
to brake
chambers
to brake
chambers
Ground level
Fig. 35
Piping
Avoid elbow connectors as much as possible. If necessary, use
swept elbow ttings (Fig. 36).
The inner diameter of joints should be the same as the diameter
of the corresponding piping.
Fig. 36
27
3.2 Electrical wiring
3.2.1 Wiring schematic
ISO 7638
7 Core
5 x 1.5 mm
2 x 4.0 mm
Safety back-up
2 Core
2 x 1.5 mm
Sensor
2 Core
2 x 0.75 mm
ISO 7638
max. 4 m
ISO 1185
(24N)
Junction box
N1
Fig. 37
Diagnostic
4 Core
4 x 0.75 mm
Trailer Monitor or
side of vehicle
connector
Semi trailer and centre axle drawbar trailer (full trailer)

Installation option
N1 The distance between ISO 1185 (24N connector)
and the junction box should not exceed 4 m.
Failure to comply with the above recommendation may
result in insufcient voltage at the ECU.
28
Auxiliary
3 Core
3 x 0.75 mm
(2 cores used)

3.2.2 Wiring diagram
Black
Red +
B Sensors
A Sensors
ISO 7638
Black
Red +
ISO 1185
Sensor S1B
Black
Red +
Pin4 Pin1
PC
Interface
Sensor S1A
Trailer Monitor
Fig. 38 - 2 Sensors - ISO7638 & ISO1185 with Trailer Monitor (3 AUXs tted)
ISO7638
ISO1185
DIAG
S1A
S1B
S2A
S2B
AUX 1
AUX 2
AUX 3
AUX 4
AUX 5
29
3.2 Wiring diagram
3.2.3 Auxiliary equipment wiring
Brake pad
wear sensing
NB1
Black
Red +
B Sensors
A Sensors
External stability sensor
(option for basic kit)
Black
Red +
ISO 1185
NB2
Black
Red +
Pin4
Sensor S1B
ISO 7638
Pin1
PC
Interface
Sensor S1A
Sensor S2A
Sensor S2B
Trailer Monitor
Fig. 39 - 4 Sensors - ISO7638 & ISO1185 with Trailer Monitor & LWS (5 AUXs tted)
ISO7638
ISO1185
DIAG
S1A
S1B
S2A
S2B
AUX 1
AUX 2
AUX 3
AUX 4
AUX 5
NB1 - Lining Wear System to be tted in AUX 4 only

NB2 - External acceleration sensor to be tted in AUX 5 only
30

1
3.2.4 General installation recommendations - cabling

Anti-vibration support
Excess cable must not be allowed to hang free, but must be
attached to the chassis (Fig. 40/1) to prevent damage due to
vibration and abrasion.
max. 150 mm
min. 100 mm
Fig. 40
Excess cable
Cable lengths less than 1 m to be coiled into loops of 100 mm

minimum and 150 mm maximum diameter (Fig. 40).
Excessive cable lengths which will not form a complete loop

may be left to hang in partial loops having a cable bend radius
of 50 mm minimum.
Cable lengths greater than 1 m to be coiled and then attened
in the centre (Fig. 41/2) to produce a dog bone shape (Fig. 42).
Fig. 41
The resulting loops at the end must have a minimum bend

radius of 50 mm. Cable ties are to be used to x the cable in
the attened loop shape.
min. 100 mm
More than one looped cable must not be looped together.
Fig. 42
31
3.2.5 General installation recommendations - ISO 7638
1
7
6
ISO 7638 Connector
2
3
5
Should be positioned/grouped with other electrical connections

(Fig. 43).
Pin
identication key location.
Pindetail
No. and
Designation
1
Red (RD) 4 mm2
Plus electro valve
Plus electronics
2
Black (BK) 1.5 mm2
Minus electronics
3
Yellow (YE) 1.5 mm2
Minus electro valve
4
Brown (BN) 4 mm2
Warning device
5
White (W) 1.5 mm2
2
6
White/Green (W/GN) 1.5 mm CAN H
7
White/Brown (W/BN) 1.5 mm2 CAN L
ISO 1185
(24 N)
ISO 7638
Fig. 43
When installing ISO 7638 it is important that sufcient extra

length of cable is allowed to expose the socket assembly for
replacement in service (Fig. 43).
Trailer
headboard
approx.
350 mm
It will be necessary to pull the ISO 7638 socket clear from the
trailer headboard to undo the gland nut (Fig. 44).
Fig. 44
Gland nut
Clearance dimensions (Fig. 45).

45
min.
55 mm
max.
10 mm
min.
120 mm
min.
80 mm
max. 60 mm
min.
min.
60 mm 60 mm
Fig. 45
Socket mounting dimensions (Fig. 46).
9 mm
8.5 mm
25.15 mm
24.25 mm
50.3 mm
48.7 mm
57 mm
55 mm
37.45 mm
37.15 mm
Fig. 46
32
74.9 mm
74.3 mm

3.2.6 General installation recommendations - Junction box
Junction box
The junction box should be mounted on a at surface (Fig. 47).

Mounting holes to be drilled min. 6.25 mm diameter to avoid
stress at the box from incorrect location.
On mounting ensure cable runs are up to the junction box
(Fig. 47).
Cable
Junction box drain hole
Drain hole to be shielded by chassis as shown to provide

as much protection from direct spray and other road debris
(Fig. 47).
min. 15 mm
Fig. 47
Ensure outer insulation of the cable is inside the junction box

by 5 mm minimum (Fig. 48).
Junction box
Outer insulation cable

Fig. 48
33
3.2.7 Power / DIAG / Sensor /
AUX cabling
24 V
Deck of trailer
Sensor cable route should follow the centre line or outer radius
of pipe or hose (Fig. 49).
max. 400 mm
Tie wraps not to be overtightened because on brake application
rubber hose expands, i.e. tie could damage the hose and
sensor cable.
Cable tie
Do not run sensor leads in spiral wrapping on hoses.

max.
150 mm
Power leads should be secured down the chassis rail in trunking

or to piping and should be secured at not more than 400 mm
intervals (Fig. 49).
NOTE: All cables should run up to ECU connections.
Axle
Fig. 49
All cables - the route of the cable from the connector should not
start to bend so that the connector/s are strained.
min.120 mm
0 mm
Allow distance before bending of cable as shown in Fig. 50.
0 mm
8
ISO 7638
m
0 mm
min.100
100 mm
bend radius
0 mm
Fig. 50
PWR-A, PWR-B and DIAG connection
Trailer chassis
Feed all connectors through the chassis with the protective

cap in place to avoid connector sockets being contaminated
(Fig. 51).
min. 20 mm
Remove protective cap (1) from end of connector before

connecting into the ECU (Fig. 51).
Fig. 51
34

3.2.8 Power (ISO 7638)
connections
1
2
Electric wiring power connection

From the slide lock housing (Fig. 52/1) (top horizontal connector
housing). Remove transit cover from PWR-A position.
Unlock the housing by sliding down lever (Fig. 52/2).
Make sure slider is in the unlock position (Fig. 52/3).

Ensure contact pins and seal are kept clean and free of any
contamination prior to installation.
Fig. 52
PWR-A (ISO 7638) connection

Make sure that all connections (socket and plug) are clean and
dry before assembly (Fig. 53).
Fig. 53
Identify orientation of the ISO 7638 blue coloured connector

(Fig. 54).
Ensure contact pins and seal are clean and free of any contamination prior to installation.
In position PWR-A, on the slide lock housing, insert connector
fully home. Then lock the housing.
Blue connector
Fig. 54
35
3.2.9 Power (ISO 1185)
Super AUX connections
PWR-B (ISO 1185, 24 N) connection
Remove blanking plug from position PWR-B (Fig. 55).
Fig. 55
Identify orientation of the ISO 1185 orange coloured connector

or the black SAUX connector (Fig. 56).
Ensure contact pins and seal are clean and free
of any contamination prior to installation.
In position PWR-B, on the slide lock housing,
insert connector fully home.
Then lock the housing.
Orange connector
or
black connector
Fig. 56
36

3.2.10 DIAG connections
Diagnostic DIAG connection - Option 1

If no diagnostic units are to be installed retain blanking plug in
position marked DIAG (Fig. 57).
Fig. 57
Diagnostic DIAG connection - Option 2

If a remote mounted Trailer Monitor is installed remove blanking
plug (Fig. 58).
Fig. 58
Identify orientation of the diagnostic green coloured
connector (Fig. 59).
Ensure contact pins and seal are clean and free
of any contamination prior to installation.
In position DIAG, on the slide lock housing, insert
rt
connector fully home. Then lock the housing.
Green connector
Fig. 59
37
3.2.11 DIAG /
Side of vehicle connection
Diagnostic DIAG - side of vehicle connection
- Option 3
Mount the diagnostic connector on the outside of the main
chassis rail. The position must be in an accessible area but not
in the direct spray of the wheels (Fig. 60).
Clearance and mounting dimensions (Fig. 61).
Shaded area around hole to be at and free from raised markings
or surface imperfections which may prevent ush tting of the
connector.
The connector must be mounted horizontally.
Alt
Fig. 60
min. 40 mm
min. 40 mm
max.
50 mm
max.
24 mm
min.
120 mm
min.
65 mm
Tighten nut (Fig. 61/1) to a torque of 3 - 4 Nm.

ECU connection is as Fig 58/59.
Cable to run up to connector and secured to the chassis,
or appropriate cable or pipe runs, with cable ties at 400 mm
intervals.
1
min.
100 mm
Fig. 61
Ensure that the cover is tted and correctly locked in place

(Fig. 62).
Fig. 62
38
max. 400 mm

3.2.12 Connectors /
Blanking plugs
Make sure that all connectors/blanking plugs are fully inserted
into the ECU slide lock housing (Fig. 63).
Fig. 63
Push in lock slider (Fig. 64/1) to secure in place all plugs/

connectors.
Note: Do not use extreme force to push in slider.
Make sure slider is in the lock position (Fig. 64/2).
2
1
Fig. 64
WARNING
If difculty is encountered in locking the slider, check plug or
connector for correct tment (Fig. 65).
If the white O-ring is visible, the plug is not installed correctly
and slider will not lock into position (Fig. 65).
Fig. 65
39
3.2.13 Sensor / AUX plugs
Example: Sensor 1B
Sensor Plug
Identification tags are incorporated on either side of the
sensor / ECU connector (Fig. 66).
These must be removed to identify the appropriate sensor
before connecting into the ECU (Fig. 66).
ECU Identification
Tags Removed
1 2 3 4 A B P 5
BLACK
front case
Component
S1A
Sensor 1A
S1B
Sensor 1B
S2A
Sensor 2A
S2B
Sensor 2B
Fig. 66
Auxilliary Plug
Identication tags are incorporated on either side of the Auxilliary
connector (Fig. 67).
These must be removed to identify the appropriate usage before
connecting into the ECU (Fig. 67).
ECU Identification
Tags Removed
1 2 3 4 A B P 5
Example: COLAS+
Component
Example only
AUX 1
COLAS+
AUX 2
ILAS-E
AUX 3
Warning lamp
AUX 4
LWS
AUX 5
TRS
Fig. 67
40
BLUE
front case

3.2.14 Sensor /
AUX connections
The ECU is supplied with blanking plugs in positions indicated
(Fig. 68). These require to be removed to allow tment of
additional sensors or permitted ancillary equipment.
Fig. 68
Example - AUX 1 connection
Identify the AUX 1 position on the top or front face of the ECU.
Note the locking tag position (Fig. 69/arrow).
Fig. 69
With a tool having a at end of 2 - 3 mm insert and press in
locking tab of plug. While depressed pull out plug from housing
(Fig. 70).
ECU
ECU
2 - 3 mm
Tool
Fig. 70
Identify orientation of the:
Sensor black body connector
Auxiliary blue body connector
Ensure contact pins and seal are kept clean and free of any
contamination prior to installation. Insert fully home in the ECUs
housing into appropriate marked positions (Fig. 71).
ECU
Fig. 71
41
3.2.15 Sensor connections/
cabling
Extension cable plug
Sensor cable socket
Sensor Connection
Sensor extension cable plug must be pushed fully into sensor
cable socket till they clip into place to prevent falling out with
axle vibration (Fig. 72).
Clip to click
Fig. 72
Where possible use a clip and bracket to secure sensor cable
connection (Fig. 73).
Axle
Connection
assembled
into clip and
bracket
Dust cover
Sensor cable
Extension cable
Axle
Dirt shield
xing bolts
Fig. 73
Alternatively: Sensor cable connection to be positioned on axle

or between axle U bolts and supported with cable ties within
50 mm of each end (Fig. 74).
Connection
Cable tie
Axle
Cable tie
Axle
U bolts
Fig. 74
42
U bolts

3.2.16 COLAS+ /
ILAS-E connections
0.5 - 0.6 Nm
(0.4 - 0.5 lbft)
4 - 6 Nm
(3 - 4.4 lbft)
DIN connector
COLAS+ / ILAS-E cable should be secured down the chassis

rail on piping and should be secured at not more than 400 mm
intervals.
NOTE: All cables should run up to connector.
Position rubber seal (Fig. 75/1) in position shown.
Fig. 75
43
COLAS+
ILAS-E
Fig. 76
Fig. 77
Warning lamp
Red (+)
Black (-)
Fig. 78
Steer axle lock (incl. reversing axle lock)

AUX
AUX
Red (+)
Black (-)
Red (+)
Black (-)
Relay 1
Black (-)
85
Red (+)
Lock
Sol.
87
Lock
Sol.
Relay 2
30
86
85
87
30
(+)
86
Reverse lamp
Diode (1 A, 100 V min.)

Fig. 79
44

Traction assist using ILAS-E, option 1
Junction box
24 V from Truck
Traction Assist
switch
24 V Pink 1.5 mm
Yellow
from
AUX 2 or 3
12
ISO 12098
(15 Pin)
2 Core cable
1.5 mm
DIN connector
ILAS-E
Fig. 80
Traction assist is made operative by a 24 V (constant or
intermittent) supply to the yellow wire in the 3 core auxiliary
cable connected to AUX 2 or AUX 3 and programmed as
ILAS-E Front.
AUX 4, 5 or SAUX A,B,C can be used as an alternative.
Function: On request for traction assist, front axle lifts.

The front axle drops when either :
The vehicle speed exceeds 30 km/h or
The suspension pressure reaches more than 130% of the
laden bag pressure.
Traction assist using ILAS-E, option 2

Red
Yellow 1.5 mm
Side-of-Vehicle
switch
From AUX
1/2/3
Yellow
From AUX 2/3
2 Core
cable
1.5 mm
Junction box
DIN connector
ILAS-E
Fig. 81
45
3.2.18 Multimeter measurements
ABS-Sensor connector
A
Earth continuity
0<R<5
Fig. 82
1.0 k < R < 2.4 k

min. 0.2 V AC
Fig. 83
ILAS-E DIN connector
COLAS+ DIN connector
79 < R < 96
79 < R < 96
Red (+)
Black (-)
Red (+)
Fig. 84
46
Black (-)
Fig. 85
Fig.
Checking position
Measure between
Correct value
Remarks
82
Sensor output
A B
0.2 V AC min.
Sensor 1A, 1B or 2A, 2B

Sensor disconnected from ECU
Wheel rotated at 1 rev/2 sec.
82
Sensor resistance
A B
1.0 k < R < 2.4 k
Sensor 1A, 1B or 2A, 2B

Sensor disconnected
83
Earth continuity
ECO Tronic EBS

bracket and chassis
0<R<5
84
COLAS+ Solenoid
resistance
+ -
79 < R < 96
Cable disconnected
85
ILAS-E Solenoid
resistance
+ -
79 < R < 96
Cable disconnected
47
Piping
4.1 Pipe recommendation
Brake and suspension piping layout
6b
6a
1
4
Emergency
22
1
23
24
1-2
21
4a
2c
Service
4b 5a
4c 5b
22
4
1
AUX1
2a
11 12
6a
3c
2b
12
11
25
22
22
23
21
22
41
11
3a
23
7c
21
6a
23
21
23
5b
21
3b
4a
1
1
4b
5a
11
12
4c
11
12
21
7b
11
7a
3d
22 6a
6b
12
1 = Item
1 = Port
Fig. 86 : 2M- 3-axle semi trailer with Trailer Control Module, spring brake chambers and suspension air bags (bellows)
48
Item
Description
Material
Size
Emergency pipe
Plastic
8 x 1 Pref
10 x 1 / 1.25 Alt
10 x 1.5 Alt
2a
Service pipe
Plastic
8 x 1 Pref
10 x 1 Alt
10 x 1.5 Alt
2b
Service pipe
Plastic
8 x 1 Pref
10 x 1 Alt
10 x 1.25 Alt
2c
Service pipe
Plastic
8 x 1 Pref
10 x 1 Alt
3a
Reservoir pipe
Plastic
8 x 1 Pref
10 x 1 Alt
12 x 1.5 Alt
15 x 1.5 Alt
3b
Reservoir pipe
Plastic
15 x 1.5 Pref
16 x 2 Alt
18 x 2 Alt
3c
Reservoir pipe
Plastic
8 x 1 Pref
10 x 1.25 Alt
3d
Reservoir pipe
Plastic
8 x 1 Pref
10 x 1.25 Alt
Brake pipe BBA
Plastic
or
Rubber hose
12 x 1.5 Pref
Plastic
or
Rubber hose
8 x 1 Pref
4a, 4b, 4b
5a, 5b
Brake pipe FBA
Remarks
2a to be 1/3 total trailer length
4a and 4c to be similar in length, 4b to be as short

as possible
I.D. 11.0 Alt

I.D. 13.0 Alt
I.D. 11.0 Alt
6a
Suspension pipe
Plastic
8x1
6b
Suspension pipe
Plastic
10 x 1
12 x 1.5
7a, 7b, 7c
Suspension pipe
Plastic
8x1
Pref = Preferred
Alt = Alternative
BBA = Operating brake system
FBA = Parking brake system
All pipes and rubber hoses to comply with recognised international
standards. Plastic pipe to DIN 74324-1, rubber hose to SAE
1402. The above pipe sizes are dened as guidelines only.
Actual sizes need to be optimised for a given trailer to meet
system response time requirements.
It is the vehicle manufacturers ultimate responsibility to
ensure their systems comply with applicable regulations.
49
Piping
4.2.1 2M, 3-axle semi trailer, side by side
Emergency
22
23
1-2
24
21
11 12
11 12
AUX
25
22
4
22
23
7
22
10
41
2
Service
11
11
23
21
21
23
23
21
1
11 12
9
1 = Item
1 = Port
Fig. 87 : 2M - 3-axle semi trailer with Trailer Control Module and spring brake chambers
Item
Description
Drain valve
Test point
Modulator
10
Test point
11
50
Notes
11 12

4.2.2 3M, 3-axle semi trailer
10
1-2
22
11 12
23
Emergency
24
21
11 12
AUX
25
4
22
11
23
2
Service
41
11
23
2
8
12
23
23
21
21
6
6
11 12
11 12
10
1 = Item
1 = Port
6
Fig. 88 : 3M - 3-axle semi trailer with Trailer Control Module and spring brake chambers
Item
Description
Drain valve
Test point
Main Modulators (2 M)
Additional Modulator (1 M)
10
11
Test point
12
Notes
51
Piping
4.2.3 3M, 2-axle drawbar trailer (full trailer)
10
22
11 12
23
1-2
Emergency
24
21
AUX
25
22
1
4
4
41
11
23
12
2
Service
11
41
12
11
2
23
21
11 12
10
6
1 = Item
1 = Port
Fig. 89 : 3M - 2-axle drawbar trailer (full trailer) with Trailer Control Module and spring brake chambers
Item
Description
Drain valve
Test point
Main Modulators (2 M)
Additional Modulator (1 M)
10
11
Test point
12
52
Notes
4.3 Air suspension system piping layout

Air suspension leveling valve, COLAS+ and ILAS-E
1
2
22
21
1
3
11
21
22
22
11
21
12
AUX2
AUX1
1 = Item
1 = Port
41
8
Fig. 90 : 3-axle semi trailer, COLAS+ with auto reset to ride (RtR), ILAS-E, air suspension levelling valve
Item
Description
Air reservoir suspension
Drain valve
ILAS-E
Lift cylinder
Test point
Modulator
COLAS+
Notes
53
Installation and Operating Instructions

5.1 Brake system
When the brake is released, the yellow brake line is exhausted
via the exhaust on the trailer control valve in the tractor unit.
Trailer air braking system

Twin-circuit braking system as per Directive
71/320/EEC
When the red supply line is connected, on automatic coupling
heads in tractor units the valve in the coupling head opens.
The compressed air now ows through the line lter to the
energy inow 1 of the Trailer Control Module (TrCM).
When the system is lled the rst time and is free of pressure,
the compressed air ows from the TrCM to the reservoir 1-2
and disengages the parking brake via the energy outow 22 of
the TrCM when the red button (disengaging valve) is pressed.
This is why the yellow brake line should always be attached
rst when hitching up, ensuring the service brake in the trailer
is operated when the brake is applied in the tractor.
The EBS vents the service brake cylinder of the braked axles
via its ventilation outlets for the left and right side.
Connection lines between the towing vehicle

and the trailer uncoupled or broken away
If the supply line is uncoupled or breaks away, the trailer brake
control valve initiates emergency braking (automatic braking
with the BBA) by exhausting this line.
If the yellow brake line breaks away, nothing happens unless the
service brake is actuated. When the service brake in the tractor
unit is actuated, the supply line is exhausted via the defect in
the brake line, whereupon the TrCM initiates emergency braking
(automatic braking with the service brake system).
If there is no pressure acting on the yellow line, then the spring

brakes are bled via the quick release valve integrated in the EBS
and the parking brake is thus activated, when the red button of
the TrCM is pulled.
For manoeuvred the unhitched trailer, the service brake can

be disengaged by actuating the shunt valve of the TrCM (black
button). The red button must also be pressed in this case to
disengage the parking brake.
Actuation of the service brake
The disengagement procedure of the parking brake can only

be carried out, if the pressure in the reservoir is greater than
approx. 3 bar.
When the service brake in the tractor unit is actuated, the trailer
control valve admits compressed air to the yellow service line.
The braking pressure is then passed on to control port 4 of
the TrCM.
The TrCM now steers compressed air through the energy outow
21 to the downstream EBS.
The ALB system integrated in the EBS regulates the pressure
according to the load status so that pressure appropriate to the
load can be guided to the brake cylinders of the braked axles.
Compressed air brake system

Additional connections
e.g. air suspension
23 24 25
Coupling head (yellow)
4
21
22
ABS cable connection

S1A
S2A
EBS cable
12
AUX1 AUX2 AUX3 AUX4 AUX5 S1A
ISO 76381
red
S1B
black
S1B
S2B
ISO 1185 or
ISO 12098
Fig. 91
54
Junction box
Trailer lighting
2core cable:
24V from brake light (red)
Earth (white)
PWRA
EBS cable
PWRB
DIAG PWRB PWRA
4S/2M Modulator
Coupling head (red)
5.1 Brake system

5.1.1 Coupling heads
Coupling head emergency
Applications
The coupling heads of the two line brake system, red for
supply and yellow for brake, are installed to connect the
supply and brake lines between the vehicle or the tractor unit
and trailer vehicles. They are constructed in such a way that
they cannot be wrongly connected.
Automatic coupling heads are installed on the towing vehicle
(commercial vehicle or trailer rear connection) to establish
connections to towed vehicles.
The coupling head with integrated lter simultaneously protects
the compressed air braking system from soiling.
The coupling heads meet the requirements of ECE/EC and
DIN-ISO 1728.
Fig. 92
Coupling head service
Mode of Operation
The coupling heads are connected to each other up to the stop
dog. This prevents a supply line coupling head being connected
to a brake coupling head. This means they cannot be wrongly
connected.
Installation Guidelines
60 Nm.
Installation dimensions
free space for
coupling
50
The sealing surfaces must be clean and must be replaced if

they become damaged. In the case of coupling heads with
integrated lter, the lter inserts are to be cleaned regularly (at
least once a year).
750
Maintenance
80 1500
Tightening torque of the nut:
Fig. 93
min. 230
The supply coupling head (red) is installed in the driving direction

to the right and the brake coupling head (yellow) to the left. The
coupling sealing surfaces must point towards the right.
Inspection
- Test of functioning and leak proofness
- Stop dog, wear
- Cap, present
- Correctly inserted
Fig. 94
Technical Data
Operating medium:
Operating temperature:
Working pressure:
Air
-40 C to +80 C
10.0 bar
Connection:
M 16 x 1.5
with lter and plastic cover
55

5.1 Brake system
5.1.2 Trailer Control Module TrCM
Applications
The Trailer Controle Module TrCM is a trailer brake valve with
emergency brake, combined actuation valves (release and
parking valve) and a charging valve without backow. The
release valve deactivates the emergency brake (black control
button). By activating the parking brake valve, the parking brake
is released or activated (red control button). The integrated
charging valve without backow guarantees the supply of
compressed air to the brake system. The ow of air to secondary
systems is only allowed once the brake system has reached
the rated pressure.
The valve meets the requirements of EC/ECE directives for
braking systems.
Mode of Operation (modied 01.01.2011)

Supply line coupled:
With the supply line coupled, the supply pressure provided by
the towing vehicle is available without limitation. After exceeding
the overow pressure, the supply pressure is also available to
the secondary loads.
Brake line coupled:
With the application of pressure via the brake coupling head, the
pressure is transmitted without reduction via control terminal 4
to connection 21 (no relay effect).
Parking brake activation:
By pulling the release valve (red button), the spring brake system
connection 22 is coupled to the venting connection 3. This
reduces pressure in the spring brake system and activates the
parking brake system.
Pushing the red control button couples the spring brake system
connection 22 to the air supply tank connection 1-2. This builds
up pressure in the spring brake system and releases the parking
brake system again.
Fig. 95 (modied 01.01.2011)
Release device service brake system (BBA):

The release valve deactivates the automatic braking (emergency
braking) triggered by the decoupling of the emergency line (cf.
EG-RL, Appendix I, Section 2.2.2.11 and ECE-R13, Section
5.2.2.11). Pushing the black control button (with decoupled
emergency line / brake line deactivates the automatic
braking. This is implemented by decoupling connection 21
from connection 1-2 and coupling (vented) connection 4 to
connection 21. Recoupling the feed and supply line and supply
to the compressed air (towing vehicle) automatically switches
the release valve back to the normal operating position.
Brake Installation
e.g. air suspension
23 24 25
21
Coupling head (red)
22
ABS Cable connection

S1A
S2A
EBS Cable
12
ISO 76381
red
S1B
black
S1B
S2B
ISO 1185 or
ISO 12098
Fig. 96
56
Junction box
Trailer lighting
2core cable:
Earth (white)
PWRA
EBS Cable
PWRB
DIAG PWRB PWRA
4S/2M Basic Modulator
5.1 Brake system

Connection Designations
Pressure loss in the supply line.

Effect on the service brake system (BBA):
When pressure in the emergency line decreases by at least
1 bar per second, the automatic braking of the towing vehicle
is activated before the pressure in the supply line drops to 2
bar. During this process, the reserve tank (connection 1-2) and
connection 21 are directly coupled. This ensures automatic
braking by the service brake system and regulation of the ABS.
Effect on service brake system reserve tanks and secondary
equipment:
In the event of a supply line rupture (red coupling head)
integrated check valves prevent the air supply from escaping
from the brake supply air tank of the trailer and the secondary
loads.
Pressure loss in a secondary load, effect on the service
brake system supply air tank:
In the event of a pressure loss in a secondary load, the integrated
charging valve ensures a safety pressure in the supply tank
of the service brake system.
Pressure application via coupling head brake, emergency
line not coupled:
In the event of pressure applied via the coupling head brake
(e.g. with activated parking brake system of the towing vehicle),
the brake supply tank and therefore the secondary loads as well
are lled to a pressure reduced by the overow loss. The lling
of the secondary loads depends upon reaching the opening
pressure of the integrated charging valve. An empty / partially
lled brake system is therefore lled before coupling the coupling
head supply.
Caution Danger!
Be careful during disassembly, strong spring in the
inner part.
After installation the brake system must be checked.
4
21
1
3
22
1-2
24
23
25
Connection designation
1 = Energy ow (coupling head supply)
1-2 = Energy release/ow (tank)
3 = Venting (spring brake)
4 = Gate terminal (coupling head brake)
21 = Energy release (EBS/ABS)
22 = Energy release (spring brake)
23 = Energy release (pressure limit valve)
Thread
M 22 x 1.5
M 16 x 1.5
M 16 x 1.5
M 16 x 1.5
M 16 x 1.5
M 16 x 1.5
M 16 x 1.5
M 12 x 1.5
Fig. 97
Technical Data
Operating pressure:
Weight:
Pressure limit valve:
Opening pressure:
Closing pressure:
pe = 10 bar
- 40 C to + 70C
approx. 1.8 kg
DIN 74279-C 6-22
pe = approx. 6.2 bar
When working with high pressure cleaners, keep a

safe distance of at least 50 cm.
Coupling processes
Decoupling: disconnect the supply line (red) first,
and then the brake line (yellow).
Coupling:
connect the brake line (yellow) and

then the supply line (red)
57

5.1 Brake system
24.5
9
97
5x M8 12 deep
2 point
fixing
32
52
86.5
23
12
20
46
22
~ 142
18.5
86
66
(~
33
43.5
1.5
21
35
38
6 x M16x1.5 12 deep
24
10
Charging valve
25
32.8
max. permissible
connecting piece 12
Install the valve with its attachment ange to the vehicle frame
using two/three M 8 screws (15 Nm). Ensure good accessibility
to the actuating device. Unnecessary connections are to be
closed. For painting tasks, protect the valve openings from
penetration by paint. For line ttings / plug connections, comply
with the manufacturers specications.
Maintenance
Control according to the legal requirements of 29 StVZO. If
defects are found during vehicle inspections or travel, the valve
must be replaced. In case of soiling or damage, replace the
basket lter in connection.
Inspection:
3 point
fixing
Pe 21 [bar]
8
3. Automatic emergency brake

Lower the pressure at connection 1 to 0 bar. The emergency
brake connection 21 must be automatically activated.
4. Pressure limit
Opening and securing pressure (closing pressure) to be
checked with a test gauge at the connections 23, 24 and
25 corresponding trailer manufacturing information. Review
leakage, for example with a leak detection spray.
5. Parking brake valve (red button)
Supply pressure to connection 1. Pull up the release valve (red
button). Connection 22 (FBA) must bleed to 0 bar.
58
Release
6
5
4
3
2
1
0
Full
function
1
7
8
Pe 1 [bar]
Input pressure connection 1
Pe 22 [bar]
8
7
Energy discharge connection 22
2. Initial lling
Supply pressure to connection 1. The release valve (black
button) must switch to the operating position (jump out).
Automatic braking
Carry out a sealing and function check as described below.

1. Depressurised system
Press the release valves (black and red buttons) (secure vehicle
trailer).
60
Functional diagrams
Output pressure connection 21
Fig. 98
31
10
26
Fig. 99
6
5
4
3
2
1
0
6
7
8
Pe 12 [bar]
5.1 Brake system

5.1.3 Trailer Control Module TrCM+
Applications
TrCM+ is a parking and shunting valve with with an integrated
emergency brake valve for the service brake system and an
overow valve for auxiliary equipment (e.g. air suspension) which
is used in two-line air brake systems in trailers The TrCM+ has
a ange-tted shunt valve and a parking valve for the service
brake and the spring brake. Parking Hold is a new, additional
function, whose effect is that, when coupling, although the
service brake releases, the spring brake cylinders enter/stay in
the braking position.
Before starting the journey, the spring brake cylinder must
be released manually using the parking valve. In particular,
the Trailer Control Module+ satises the requirements of EEC
Braking Systems Directive 71/320 and ECE Regulation R 13.
Fig. 100
Technical Data
Operating pressure:
Weight:
Pressure limit valve:
Opening pressure:
Closing pressure:
pe = 10 bar
- 40 C to + 70C
approx. 1.7 kg
DIN 74279-C 6-22
Connection designations
1 = Energy ow (coupling head supply)
1-2 = Energy release/ow (tank)
2 = Energy release (spring brake)
3 = Venting (spring brake)
4 = Gate terminal (coupling head brake)
12 = Energy release (2-way valve)
21 = Energy release (EBS/ABS)
Fig. 101
4
21
2
12
21
Thread
M 22 x 1.5
M 16 x 1.5
M 16 x 1.5
23
3
22
12
M 16 x 1.5
M 22 x 1.5
M 16 x 1.5
M 16 x 1.5
M 16 x 1.5
M 12 x 1.5
23
1-2
24
24
25
25
Brake Installation
red
23 24 25
ISO 1185 or
ISO 12098
EBS Cable
Junction box
Trailer lighting
e.g. air suspension
S1A
DIAG PWRB PWRA
PWRB
ISO 76381
3 2
S2A
12
ABS Cable connection
black
S1B
S1B
Coupling head (red)
S2B
12
PWRA
4S/2M Basic Modulator
21
EBS Cable
2core cable:
Earth (white)
Fig. 102
59

5.1 Brake system
Initial charging
Mode of Operation
24 23 1-2
Supply line coupled (Fig. 103 + 104):

When the supply line is connected, the supply pressure provided
by the tractor is available to the braking system in full, the service
brake is released and the spring brakes are operating. When the
overow pressure is exceeded, supply pressure is also available
to the auxiliary devices. When pressing the parking valve (red
button), the spring brakes will be ventilated and thus the parking
brake (Fig. 104) will be released.
Release device for service braking system (Fig. 105 + 106):

The shunt valve (black button) makes it possible to release
the automatic braking (emergency braking) that is triggered
when the supply line is disconnected (cf. EWG-RL, Annex I,
Paragraph 2.2.2.11 or ECE-R13, Paragraph 5.2.2.11). The
automatic braking of the service braking system is cancelled
when the shunt valve is pressed (with the supply line / brake line
uncoupled). This is caused by the disconnection of combination
of port 21 to port 1-2 and production of a connection from port
21 to port 4 (exhaust from the yellow hose coupling). When
the supply line is reconnected and compressed air is applied,
the shunt valve automatically switches back into the normal
operating position.
Manoeuvring operation (Fig. 106):
In order to manoeuvre the uncoupled vehicle, both the operating
knobs, black service braking system and red spring braking
system, must be pressed. Only this ensures that the service
braking system / spring braking system are released and that
the vehicle is not braked. The parking valve must be pulled again
when the manoeuvring process is complete.
12
2
25
3
Brake line coupled (Fig. 104 + 107):

When pressure is introduced through the service coupling, the
pressure is passed on to port 21 through control port 4 without
reduction (no relay effect).
Parking brake activation (Fig. 104, 107 + 108):
When the parking valve (red button) is pulled, the spring brake
unit at port 2 is connected to the exhaust port 3. The pressure
in the spring brake unit therefore falls, and the parking
brake is applied.
When the parking valve is pushed, the spring brake system
at port 12 is connected to the air supply reservoir, ports
1-2. The pressure in the spring brake system therefore
rises, and the parking brake is released again.
The parking brake system must always be released manually
after uncoupling. The release can, however, only be effected
when a pressure of at least 5.0 bar is available in the supply
reservoir (Fig. 104).
4 21
Fig. 103
Pressure rise approx. 6.2 bar

24 23 1-2
4 21
12
2
25
3
Fig. 104
Emergency braking
24 23 1-2
4 21
12
2
25
3
Caution Danger!
There must not be anybody in the hazardous area

when coupling or uncoupling.
Fig. 105
60
5.1 Brake system

Manoeuvring when uncoupled
Pressure loss in the supply line.

Effect on the service braking system (Fig. 105):
If the pressure in the supply line falls by at least 1 bar per second,
the automatic brakes of the trailer vehicle will come on before
the pressure in the supply line falls to 2 bar. This establishes a
direct connection between the supply reservoir (port 1-2) and
port 21. An automatic braking is carried out by the service brake
unit, and ABS remains in operable condition.
24 23 1-2
4 21
12
2
25
3
Effect on the service braking system supply reservoir and

the auxiliary devices:
If the supply line (red coupling head) is pulled off, loss of supply
air from the trailer vehicles supply reservoir and the auxiliary
devices is prevented by the integrated low pressure check valve.
Fig. 106
Effect on the spring braking system (Fig. 105):
The parking valve is pushed out automatically when the spring
braking system is released (red button pressed); the parking
brake actuator is kept released through the integrated double
check valve.
As a result, the pressure at ports 21, 2 and 1-2 is the same. If
the pressure in the supply reservoir falls further, ports 21 and
2 are vented at the same time; this automatically activates the
spring braking system and in that way prevents the trailer vehicle
from rolling away.
Activating the parking brake

when coupled
24 23 1-2
4 21
12
2
25
3
Pressure lost in the auxiliary devices,

effect on the service braking system supply reservoir:
If pressure is lost through an auxiliary device, a safety pressure
is maintained in the supply reservoir of the service brake
equipment by the integrated pressure protection valve.
Applying pressure through the service coupling,

supply reservoir not coupled:
If pressure is introduced through the service coupling (e.g.
when the tractor vehicles parking brake is active) the braking
supply reservoir (and therefore the auxiliary devices as well) are
lled with a pressure that is reduced by the overow loss.
Filling the auxiliary devices depends on reaching the pressure
at which the integrated pressure protection valve will open.
As a result of this, a braking system that is empty or only partially
pressurised is charged even before the palm coupling supply
is connected.
Fig. 107
Releasing the parking brake

when uncoupled
24 23 1-2
4 21
12
2
25
3
Caution Danger!
1
Before starting the journey, the spring brake cylinder
must be released manually using the parking valve.
Fig. 108
61

5.1 Brake system
24.5
9
M22x1.5 12 deep
97
5x M8 12 deep
6 x M16x1.5 12 deep
2 point
fixing
(~
66
86
~ 142
86.5
22
23
32
52
12
20
18.5
46
1.5
21
38
5
3
33
43.5
24
31
10
32.8
26
max. permissible
connecting piece 12
Charging valve
3 point
fixing
10
25
60
73.5
Maintenance
Control according to the legal requirements of 29 StVZO. If
defects are found during vehicle inspections or travel, the valve
must be replaced. In case of soiling or damage, replace the
basket lter in connection.
Inspection:
Carry out a sealing and function check as described below.
1. System without pressure
Release valve (black button) must be pushed in (securing the
trailer vehicle previous to this test), parking valve (red button)
automatically pushed out.
2. Initial lling
Supply pressure to connection 1. The release valve (black
button) must switch to the operating position (jump out). The
parking valve (red button) remains pushed out.
3. Automatic emergency brake
Lower the pressure at connection 1 to 0 bar. The emergency
brake connection 21 must be automatically activated and the
red button jump out.
4. Pressure limit
Opening and securing pressure (closing pressure) to be
checked with a test gauge at the connections 23, 24 and
25 corresponding trailer manufacturing information. Review
leakage, for example with a leak detection spray.
5. Parking brake valve (red button)
Apply pressure to port 1. Parking valve (red button) automatically
pushed out, push the parking valve (red button) in, at least 5.0 bar
in the supply reservoir, pull the parking valve (red button), port 2
(spring brake system) must vent down to 0 bar, vehicle braked.
62
Functional diagrams
Pe 21 [bar]
8
Automatic braking
Release
Output pressure connection 21
The TrCM+ should be attached to the vehicle chassis through

its mounting ange, using two or three M 8 (15 Nm) screws
and spacing washers. The maximum tightening torque for the
threaded bushings is 34 Nm. The function plate must be attached
to a visible area near the palm coupling. Ensure that the operating
equipment is easily accessible. Ports that are not needed must
be closed off. When painting, the valve openings must be
protected to prevent paint penetration. Refer to the respective
manufacturers instructions for the screwed/push-in ttings.
6
5
4
3
2
1
Full
function
7
8
Pe 1 [bar]
Input pressure connection 1
Pe 2 [bar]
8
Parking brake valve diagram
Fig. 109
6
5
4
3
2
1
0
Fig. 110
6
7
8
Pe 12 [bar]
Energy input connection 1
5.1 Brake system

5.1.4 Brake lining wear sensoring
Cable tie
55
64.5
74
93
28
AUX cable / cable length 2 m
Sensor 1 / cable length 2.5 m

Fig. 111

The brake lining wear sensoring allows several wear sensors to
be connected to just one auxilliary (AUX 4) of the ECU.

attachment
These can be connected to all types of trailer vehicles which

have the option of brake linings. Selection is effected without
the wheels having to be taken off by using the Trailer Monitor
or Trailer Manager diagnostic tools.
92
75
The system is connected to special indicators of the brake

linings. If corresponding wear of the linings occurs, a signal
is transmitted to the ECU of the ECO Tronic EBS, which then
results in the warning lights coming on.
125
The brake lining wear sensoring helps to provide early

recognition of worn brake linings. It meets the requirements of
IP67 (BS EN 60529) when using the ECO Tronic EBS and meets
the ADR provisions for Classes 2 to 9.
Cable tie fixing centres
Operating note:
Fig. 112
Unused sensor connections (e.g. with two-axle vehicles) should

be provided with a BPW blind plug.
Technical Data
Cable material:
ECU Connector:
PUR
- 40 C to +70C
blue
Recommended xing screws M 6 x 1 or cable ties.
63

5.2 Air suspension
Fig. 113
BPW Air Suspension

A running gear system is only ever good as its suspension. BPW
air suspension systems are individually designed to cope with
where and for what theyre going to be used, and what load
theyre going to carry. Only in this way it is possible to ensure the
optimum driving safety at the same time as reducing the stress
on the driver, the cargo and the body. This reduces wear on the
tyres and cuts down the stress on the vehicle body and the cargo
- as well as reducing your expenses. The modular construction
means that its easy to exchange individual components in the
event of a repair.
The vehicle suspension has the task of ensuring that jolts
occurring during a journey due to uneven driving surfaces are
not transferred with full force to the body of the vehicle, but
to a reduced degree. Air suspension can easily fulll this task.
All types of construction of air suspensions are deployed as
supporting springs for the load of the body.
Fig.
Abb.114
????
Dual-circuit air suspension installation

BPW air suspension systems possess high roll stability
characteristics providing minimum body roll when cornering,
leading to optimum road safety. This high roll stability
characteristic is achieved because the body is supported when
cornering not only by the air bags but also by the stabilising
effect of the axle beam to trailing arm connection.
The specication of the air suspension installation also has a
signicant inuence on the roll stability characteristics:
Dual-circuit version with transverse ow restrictor:
The air bags on the left and right sides of the vehicle are
pneumatically separated and only connected together by a
transverse ow restrictor in the air suspension levelling valve
(see illustration). During cornering, the air can only equalise
itself slowly between the two sides of the vehicle. As a result,
the air bags additionally assist in supporting the rolling motion
of the vehicle body.
64
The use of single-circuit air suspension installations can lead

to damage to the vehicle as a result of the higher loads. For
this reason, BPW cannot offer any warranty for chassis and
suspension damage resulting from this effect.
To achieve optimum function and the greatest possible
road safety, in particular in critical situations, we expressly
recommend using dual-circuit air suspension installations with
a ow restrictor.
Lifting axles are the only exception to this recommendation. In
this case, it is permitted for at most one lifting axle in a three or
four-axle unit to be installed single circuited.
5.2 Air suspension

5.2.1 Standard air spring valve dimensions and connections
57,5
45
91
20
24
50
25
Charging
20
122
Identification mark for the

lever mounting position,
lever swivel angle 360
42
39
110
50
40
Washer DIN 125B

Tightening torque: 22 24 Nm
87
51
45
min. 80
max. 320
31
Linkage assembled
without tension (valve axle)
48
66
min. 60
X+100
Discharging
M8
Fig. 115
10
Application
The levelling valve is installed as a level control valve for load
depended control using the air bellows of vehicles with air
suspension. Depending on the version, additional functions,
such as 2. drive height, through a lap position control are
possible.
Air suspension valve
Principle of operation
Air spring valves are secured on the vehicle frame and are
connected to the axle with the round or at lever via leverage.
The pneumatic connections are made via a reserve connector
(1), two energy outows (21 and 22), as well as via the vent (3).
When in the resting state, the valve is said to be in the so-called
nishing position, i.e. both inow and also outow are closed.
Fig. 116
65

5.2 Air suspension
When the vehicle is being loaded, the body (frame) approaches
the axle, causing the leverage and the control lever to rise and
allowing access via the carrier shaft, cam and pistons. Reserve
air from connection 1 now ows past the check valve, over the
opened inow, through the space between pistons and inlet
bodies via connection 21 and 22 to the air bags. This means
the body (frame) is raised until the point where the control lever
is horizontal once again, that is to say in the nishing position.
When the vehicle is being unloaded, the body is raised upwards
due to the higher airbag pressure. The control lever is moved
downwards through the leverage. The movement of the control
lever is transferred via the carrier shaft as well as the cam to the
piston, which opens the outlet during its downwards movement.
Compressed air now ows through the open outlet from the air
bags into the atmosphere, which causes the body (frame) to
lower once again into the driving position, (air suspension valve
control lever horizontal).
Vehicles are usually only equipped with one air suspension
valve. Exceptions can be found, for example in the case of fth
wheel trailers or semi trailers with independent suspension. The
airbags on the right as well as the left side of the vehicle are
supplied via this one air suspension valve with cross-throttling.
Technical Data
Operating pressure, dyn.:
Permitted dyn. bellow pressure:
pe max. 13 bar
pe max. 20 bar
- 45C to + 85C
Operating range (charging - and exhausting): 45

Side of control:
Dead angle at 7 - 8 bar:
on the left and on the right

2
Connection designation:
1
21/22
3
= Energy ow
= 1./2. Energy release
= Venting
Turning the operating handle 180 achieves the same

function within a tolerance range of 3.5, as in the
adjustment shown.
Piping diagram
Supplementary functions
Air suspension valve with cross-throttling
Air suspension valve with cross-throttling and height
limitation
Air suspension valve with zero point adjustment for 2nd
driving height
22
21
Air suspension valves with cross-throttling

Air suspension valves with cross-throttling prevent the vehicle
becoming unstable when cornering, as would occur if the
pressure of the air bag on the outside of the curve were to
even out to match that of the air bag on the inside of the curve
(danger of an accident; tendency already apparent in the body
while taking the corner would thus be reinforced even further). A
special formation of the inlet valve allows for increased pressure
compensation to be achieved between connection 21 and 22
and therewith between the right and left air suspension valve
(vehicle side).
Fig. 117
Adjustment of mechanical part
Assembly instructions - Mechanical

The levelling valve has to be installed vertically with exhaust
port at bottom. For xing use at least two M8 screws. The valve
should be secured via the middle of the axle. Tightening torque:
15 Nm (13.5 16.5 Nm).
The freedom of movements of the eccentric shaft must be
tested. The leverage must be installed free of tension. The
marking on the eccentric shaft must point in the direction of
the steering device in order to ensure the operation of the air
suspension valve on the correct side (see Fig. 118).
Arrow marking must indicate direction of linkage
Fig. 118
66
5.2 Air suspension

Assembly instructions - Pneumatic
Pipe connection
Assembly plastic pipe
In the case of the valves with push-on connections, 8 x 1 plastic

tubes according with DIN 74 324 are to be used as pneumatic
lines. Care must be taken during assembly that the tubes are
cut off at right angles and burr-free for the required length.
Before the tubes are inserted into the push-on connections,
support sleeves must be pressed into the ends of the tubes.
Insert the tube at least 22 mm into the push-on connectors. By
pressing down on the over-hanging lock ring (e.g. with an open
end spanner), the plastic tube can be removed again (e.g. in
case of replacement).
Dismantling plastic pipe

1. Press in clamp ring
When painting is being undertaken, all open connections and

the breather must be protected against paint penetrating inside
by using suitable means. The protective measures must be
removed again once the painting work has been completed.
A tubing lter is to be inserted into the line coming from the air
tank (prevents soiling occurring).
After installation of the valve and connecting the pipe ttings

the length of the connecting rod must be determined between
axle and valve, after the vehicle chassis has been set at the
desired height (vehicle manufacturer- specication). The raising
of the frame or chassis to this desired height is reached by lifting
the control lever in position charging. At this process the air
bellows are inated with air.
At reaching the desired height the control lever must be
positioned immediately in the lap position, which can be the
horizontal position (depend to version), and x it with a locking
pin (d=4h8) on housing and on bore of the spindle. Statutorily
prescribed max. heights must be adhered to. Please see the
BPW documentation for air suspension systems for further
information.
Fig. 119
Zero point adjustment

4x9
Setting the valve
2. Remove plastic
pipe
Zero point adjustment

of the valve by means
of the dowel pin 4 x 20
The actual length of the connecting rod between the linkage to

axle and the linkage at the control lever can now be determined,
and the connecting rod can be fastened. The connecting rod is
to be connected using the rubber linkages and fastened with
the hose clamps supplied.
Last of all remove the locking pin.
If a problem-free nishing position still cannot be achieved with
the control level in this position, then it is possible to effect a
corresponding correction:
To lock the lap position, use pin d = 4h8 x 20 DIN 7 x spindle
as well as linkage (d = 6 mm) in horizontal position. Remove
the rubber boot and lter pad. With a screwdriver turn the
valve tappet so far, that neither a rise nor drop in pressure
occurs. As an alternative an adjustment at the linkage to axle is
possible: loosen counter nut and shift angles at the axle bracket
accordingly. Tighten counter nut again.
Fig. 120
Inspection
Check function and leak.
In the lap position at the delivery ports 21, 22 neither rise of
pressure nor drop of pressure may result. Free movement
and condition of the linkage is to be checked, bent or welded
linkages are to be exchanged. Brittle or hardened rubber pieces
are to be renewed.
67

5.2 Air suspension
5.2.2 Air suspension valve with height limitation
dimensions and connections
max. 320
min. 80
63
50
25
88
20
67
40
SW 27
44
20
9.5
57.5
42
23
Charging
SW 13
M = 15 20 Nm
50
Identification mark
for the lever
mounting position
12
4
20
99
71
43
185
Discharging
3.3
23
23
Adjusting screw
1.3
23
Exhaust valve
4
18
SW 13
36
Fig. 121
61
Application
The air suspension valve with height limitation controls the
pressure in the bellows for vehicles with air suspension and limits
the raising procedure in connection with a raising and lowering
mechanism (COLAS+) when a maximum permitted body
height has been reached, in order to protect other components
from being damaged.
Operation of the height limitation function

The raise/lower valve is fed via the levelling valve from port 12
to port 23.
If maximum body height is reached during the lifting action, the
twisting of the shaft and the associated downward motion of
the pipe cause the valve plate to sit on the valve seat, which
interrupts the supply from port 12 to port 23 and so ends the
lifting action.
Technical Data

Nominal diameter/type:
Side of control:
Dead angle at 7 - 8 bars:
1.3
2
Connection:
1, 21, 22 =
12, 23 =
M 12 x 1.5
M 16 x 1.5
Tightening torques of the connection

1, 21, 22
12 to 15 Nm
12, 23
20 to 25 Nm
1/12
21/22/23
3
68
pe max. 13 bar
pe max. 20 bar
- 40C to + 80C
1./2. Energy ow
1./2./3. Energy release
Venting
5.2 Air suspension

5.2.2 Air suspension valve with height limitation
Piping diagram
Adjustment of Height Limitation

The height limitation can be set over a range of = 15 to 40.
If the factory-set height limitation of = 45 2 needs to be
changed, the dump valve must be removed (using SW 13) and
the adjuster screw turned with a suitable tool.
Clockwise rotation: < 45
Anticlockwise rotation: > 45
23
The angle here refers to the downwards excursion of the

control lever from the horizontal, in degrees.
12
23
22
21
Then ret the dump valve.
Inspection
The pressure should neither rise nor fall at the delivery ports in
the neutral position.
Fig. 122
Check the linkage moves freely and is good condition, replace

if bent.
Changing the body height depending on the lever length

Changing the body height depending on the lever
length while limiting height
12
25
23
23
35
45
320
280
300
240
260
200
220
160
180
120
140
80
100
40
60
0
20
Fig. 123
Linkage distance
Deection
60
80
100
120
140
160
180
200
220
240
260
280
300
320
45
42
57
71
85
99
113
127
141
156
170
184
198
212
226
35
34
46
57
69
80
92
103
115
126
138
149
161
172
184
25
25
34
42
51
59
68
76
85
93
101
110
118
127
135
height changing
69

5.2 Air suspension
max. 320
min. 80
104
50
40
G2
2.
87
51
42
20
20
ght
hei
45
Discharging
e
Rid
176
1. Ride height
G2
57.5
Charging
24
G2
92
Identification mark for

the lever mounting position,
leverswivel angle 360
Washer DIN 125B

Tightening
torque: 22 24 Nm
9
5.2.3 Air suspension valve with zero point adjustment

dimensions and connections
G2
3
48
66
Linkage assembled
without tension (valve axle)
M8
10
Fig. 124
Application
The levelling valve is tted as a level control valve for loaddependent control of the air spring bellows volume in vehicles
with air suspension. This version provides a second ride height
by means of a zero point adjustment.
Operation of the zero point adjustment
Technical Data
pe max. 13 bar
pe max. 20 bar
- 40C to + 80C
In the case of admission ow of connection 4, the zero point in

the valve is adjusted by 20 via a tappet. This opens the inow
and the body is raised in order to reach the nishing position.
Nominal diameter/type: 1.3

Side of control:
1st ride height dead angle at 7-8 bar:
2
2nd ride height dead angle at 7-8 bar:
3.5
The integrated construction of the zero point adjustment has

the following advantages:
Necessary switching pressure:
a 2nd ride height on vehicles with lift axles, so that when the
axle is lifted, the wheel does not contact the road surface
when passing over unevenness in the ground, thus preventing increased tyre wear.
can be matched to various trailer heights, thereby facilitating

operations for the eet operator.
70
1=
21/22 =
3=
4=
6.5 bar
Energy ow
1./2. Energy release
Venting
Gate terminal
If the actuator lever is twisted through 180, the same

function is obtained with a tolerance range of 3.5 for the
rst ride height and 4,5 for the second ride height, as for
the setting shown in the drawing.
5.2 Air suspension

5.2.3
Air suspension valve with zero point

adjustment
Piping diagram
Inspection
21
Check the linkage moves freely and is in good condition, replace

if bent or welded. Replace hardened or brittle rubber parts.
22
The pressure should neither rise nor fall at the delivery ports 21,
22 in the neutral position.
Fig. 125
Adjustment of the body height in a zero point setting

Change of the body height depending on the
level length at zero point setting
25
35
45
320
280
300
240
260
200
220
160
180
120
140
80
100
40
60
0
20
Fig. 126
Linkage distance
Deection
60
80
100
120
140
160
180
200
220
240
260
280
300
320
45
42
57
71
85
99
113
127
141
156
170
184
198
212
226
35
34
46
57
69
80
92
103
115
126
138
149
161
172
184
25
25
34
42
51
59
68
76
85
93
101
110
118
127
135
height changing
71

5.2 Air suspension
5.2.4 COLAS+
COLAS+
Applications
The COLAS+ raising/lowering valve has a broad range of
functions. The following features are integrated: deadman
function, RoRo position and Reset to Ride (RtR) function.
Mode of Operation
Drive position
The lever is in the central position when pulled out and is secured
by an anti-rotational lock.
In this position connection 11 is coupled to connection 21 and
connection 12 to 22, enabling a direct air connection between
the air suspension valve and the air bags.
Stop position
The lever is in the central position when pressed in. Connection
11 is not coupled to connection 21 and connection 12 is not
coupled to connection 22
Lower position
The lever is rotated clockwise from the Stop position approx.
35 degrees, so that connections 21 and 22 is connected to
connection 3, enabling venting of the air bags.
After releasing the lever, it automatically rotates back to the
central Stop position and de-couples connection 21 and 22
from connection 3 (so calleddead man switch). The air bags
are then no longer vented.
RoRo (Lowered locked) position
The lever is rotated clockwise from the Stop position, approx.
35 degrees and pressed into this position. This de-activates the
dead man function and the lever remains xed in the rotated
position after it is released. Connections 21, 22 and 3 remain
coupled to each other. The air bags are continuously vented.
This venting is, for example, required with ferry or rail loading
of the vehicle.
Fig. 127
Piping diagram
Raise position
The lever is rotated counter clockwise from the Stop position
approx. 35 degrees so that connection 21 and 22 are coupled
to connection 1, enabling the charging of the air bags.
After releasing the lever, it automatically rotates back to the
central Stop position and de-couples connections 21 and 22
from connection 1 (so called dead man switch).
Resetting of Stop or Lower Locked position to Travel
position
Resetting from the central position is performed manually by
pulling out the lever, so that the anti-rotational lock is again
activated.
For vehicle speeds in excess of 15 km/h (adjustable) the solenoid
valve is pulsed from the ABS/EBS, automatically pressing the
lever to the Travel position. This function prevents driving with
vented air bags and thus damage being done to the running gear.
Drive
Raise
Stop
Lower
LowerLocked
Fig. 128
Caution Danger!
During the raising and/or lowering process, no
persons may be present in the hazardous zone.
A lowered body can automatically lift during
start-up, Reset to Ride.
72
22
21
3
12
11
1
5.2 Air suspension

5.2.4 COLAS+
94.5
38
270
37
32
6 26
177
160
Test point
34.5
11
21
1
12
4x 9.5
4x M 8
44
36
54
134
33
12
121
205
30
10.5
53
22
39.5
86
Rest Position Lower
56.6
94
Stop Position
110
56.6
50
Travel Position
Technical Data
Operating pressure:
Weight:
pe max. 8.5 bar

- 40 C to +80C
approx. 1.5 kg
Solenoid Valve:
Fig. 129
Mechanical Part:
Attachment is by at least 2 holes provided on the housing with
M 8 bolts and a tightening torque of 15 Nm (13.5 - 16.5 Nm).
The installation site must be chosen so that the COLAS+ valve
is protected from spray or high pressure wash water. Good
accessibility to the operating lever must be provided. Ensure that
the unit does not protrude outside the overall vehicle width. The
vehicle manufacturer must provide suitable protection against
unauthorised activation.
perm. duty cycle

Voltage
Current / Output
Protection class
10 s
UB = 24 VDC +7/-8
lo= 250 mA / Po = 6 W
DIN 40050 - IP 6K 9K
Electrical Connection
Electrical Part:
Bayonet connection according to DIN 72585. For the bayonet
connection, turn the union nut clockwise to make certain that
it is correctly attached and locks in to ensure optimum sealing.
An electrical connection to the solenoid valve is permissible only
via the ECO Tronic EBS-ECU, which provides a signal Reset
to ride height. BPW Bergische Achsen is not liable for other
types of actuation.
Fig. 130
73

5.2 Air suspension
5.2.4 COLAS+
Connection Designations
Pneumatic Part:
The pneumatic connection can be implemented according to
the installation diagrams. COLAS+ is equipped as standard
with PTC (Push To Connect) push-on connectors. Protect
the ventilation connection 3 from penetration of dirt and
water. During installation of the pneumatic pipelines, make
sure that they are cut to the required length, at right angles
and free of burrs, with suitable tools.
To ensure the permitted spring deections are not exceeded
during the raising process, it is advisable to use a height
limitation device (e.g.: BPW air suspension valve with height
limitation). Any exceeding of permitted spring deections can
lead to individual components being damaged.
For painting tasks, protect all open plug connections and the
venting with suitable covers against penetration by paint. After
painting, remove the protective covers again. Attach the BPW
sign (Fig. 132) near COLAS+.
11
21
12
22
Maintenance
If defects are found during vehicle inspections, travel or during
commissioning, the device must be replaced. When working
with high-pressure cleaners, keep a safe distance of at least
50 cm from the COLAS+.
1
11
12
21
22
3
= Supply, DIN 74324 - 8 x 1

= from air suspension valve, DIN 74324 - 8 x 1
= to air suspension valve, DIN 74324 - 8 x 1
= to air bags, DIN 74324 - 8 x 1
= to air bags, DIN 74324 - 8 x 1
= Venting (at least DN 9)
Fig. 131
BPW Sign COLAS+
Fig. 132
74
5.2 Air suspension

5.2.5 ILAS-E
ILAS-E
Application
ILAS-E is used for electrically controlled lifting and lowering
of one or several lift - axles with conventional air suspension
systems.
With electronically controlled air brake systems, e.g. EBS,
ILAS- E are controlled by the load depended output signal.
Electrically actuated lift axle control device for lifting and
lowering of lift axle(s).
With electric power on: Axle is up
With electric power off: Axle is down
Traction control: By using a traction control device you have to
follow the regulations for lift devices (97/29/EG).
Mechanical Part:
The ILAS-E should be mounted using the holes which are
provided. It should not be located in an area where there is
excessive water spray / splash and should be protected from
high pressure washing equipment. Additional protection should
be provided by the vehicle manufacturer against unintentional
activation.
Fig. 133
Technical Data
Pneumatical Part:
A nylon pipe in accordance with DIN 74 324 - 8x1 should be
used for the versions with push-in ttings. When assembling
the air pipes, care should be taken to ensure that the pipes
are cut square, to the required length and are free from burrs.
Inspection
Medium:
Operating pressure:
Required switch pressure:
Voltage:
Current Power
consumption at 20C:
Permissible duty:
Type of protection:
Air
pe max. 8.5 bar
- 40 C to +80C
pe > 2.5 bar
24 VDC
IO = 250 mA/P0 = 6W
100%
DIN 40050-IP 67 A
Check function of unit and security.

Function:
With electric power on:
With electric power off:
Axle is up
Axle is down
To lower the lifting axle, e.g. for servicing work (HU, SP), the
power supply must be interrupted. Alternatively, the lifting device
can also likewise be switched off during operating through
pre-xing of a stop cock with venting before connection 1 (axle
lowers itself).
Porous rubber parts must be replaced.
When painting is being undertaken, all open connections, the
atmospheres connection and the breather must be protected
against paint penetrating inside by using suitable means. The
protective measures must be removed again once the painting
work has been completed.
A safety distance of at least 50 cm should be kept when working
with high pressure cleaners.
75

5.2 Air suspension
5.2.5 ILAS-E
- Identication of ports and xings
Bayonet connection according
to DIN 72585
All ports
Push-in ttings for tube
DIN 7424 - 8x1 - 23 mm deep
204. mm
49.5 mm
65 mm
22.1
67 mm
22.2
21.1
41 mm
9.2 mm
18.4 mm
14 mm
40.5 mm
9 mm
21.2
17 mm
3
34 mm
40 mm
Note:
The installation of a maximum of one single-circuit lifting axle
is permitted within a three or four axle suspension.
76
Description
Reservoir port
Exhaust port
Air bags, no lifted axles
Air bag of lifted axle
Air bag of lifted axle
Air bag respect. lifting cylinder of axle lift device
Air bag respect. lifting cylinder of axle lift device
50 mm
Fig. 134
Port No.
1
3
11
21.1
21.2
22.1
22.2
137 mm
11
Notes
5.2 Air suspension
35
68.5
64.5
28
56
M22 x 1.5
M22 x 1.5
5.2.6 Shut-off cock
17
17
30
26
52
60
105
42
84
Fig. 135
Application
The shut-off cock is used for lling and exhausting compressed
air lines, e.g. lift axle valves, combined chambers or steering
axles.
The shut-off cock is used, for example, for manually activating
the steering axle lock when reversing (see example of application
p. 79). The version with exhaust is installed for this.
In the shut position, the handle is at right-angles to the ow
direction (transverse to the line) and the passage is blocked. If
the handle is turn 1/4 of a turn (parallel to the line), the passage
is clear and compressed air can ow through it.
Installation instructions
Fig. 136
There must be enough room to operate the handle manually.
Technical Data
Maintenance
Grease the shut-off cock with a mineral oil grease if it becomes
stiff.
Medium:
Operating pressure:
Handle:
Air
max. 8 bar
- 40C to + 80C
Aluminium
77

5.2 Air suspension
5.2.7 3/2-Ways magnetic valves
70
27
M 12 x 1.5
39
11
134
Bayonet connection
according
to DIN 72585
.4
15
M 12 x 1.5
12
3
Fig. 137
24
Application
3/2-ways magnetic valves are used to control ventilation and
breathing procedures in pneumatic installations. These valves
are operated electrically and used in connection with the ECO
Tronic EBS, for example for controlling steering axle blocks or
for zero point adjustment in the case of air suspension valves
with a 2nd driving height in air suspension systems.
Installation instructions
Install vertically with the solenoid at the top. Installation site
must be protected against splash water. Mount using bolts and
nuts in holes in the body.
They can be mounted as a block, in which case replace the bolt
and seal ring with gasket (ordered separately).
Inspection
Check for operation and leaks.
Fig.
g. 138
Technical Data
Voltage:
Input power consump.:
Emergization time:
Nominal size:
Pressure range:
Type of protection:
Fitting position:
78
24V
11W
100 %
2.5
0 - 10 bar
DIN 40050-IP67
Solenoid above
- 40C to + 85C
5.2 Air suspension

5.2.8 Example of an application of a steering axle block
(with 3/2-ways magnetic valve and manual shut-off cock)
1
2
22
21
1
10
11
21
22
6
AUX1
12
AUX2
41
1 = Item
1 = Prot
9
Fig. 139:
Item
3-axle semi trailer, COLAS+ with auto reset to ride (RtR), air suspension levelling valve,
3/2-ways magnetic valve for installation with a steering axle lock as well as manual shut-off cock
Description
Air reservoir suspension
Drain valve
3/2-ways magnetic valve
Manual stop-cock, exhausting the air
Lock cylinder for steering axle
Test point
Modulator
Suspension air bags
10
COLAS+
Notes
79

5.3 Soft Docking
Increased control into reversing through
innovation and engineering
Soft Docking
Reversing into docking bays has always been an area where

damage is likely to occur to the vehicle or the dock if the vehicle
is allowed to hit the dock at speed.
BPW offers added security with Soft Docking, when linked to
the ECO Tronic EBS which can apply the brakes automatically
when reversing into a loading bay.
Benets:
Independent from truck braking system
Measures braking power to match load and speed
Audible and visual reversing aids
Silent mode for night deliveries
The system cannot replace the drivers responsibility to ensure
a clear passage when manoeuvring. BPW cannot be held
responsible for any accidents encountered when using the
system.
Dimensions
Width: 234.5 mm
Height: 155.5 mm
Fig. 140
Components
1.
2.
3.
4.
5.
6.
Soft Docking junction box including the electronics.

Power Supply Cable
Adjustable sensor in protective housing
Reversing Alarm (Audible warning system)
Warning lights (visual warning signals)
Auxiliary cable to EBS
2.
8000 mm
7 x 1 mm2
3.
1.
8 pol.GE
8 pol. GN
1000 mm
4 x 0.75 mm2
1000 mm
4 x 0.75 mm2
2100 mm
2 x 1 mm2
7000 mm
3 x 0.75 mm2
5.
5.
80
8 pol. SW
2100 mm
2 x 1 mm2
4000 mm
2 x 1 mm2
Fig. 141
3.
1500 mm
4 x 0.75 mm2
1500 mm
4 x 0.75 mm2
8 pol.SW
200 mm
12 x 1 + 3 x 2.5 mm2
4.
6.
5.3 Soft Docking

Preparation
- Determine a suitable mounting point for:
- Soft Docking junction box
- Reversing alarm
Soft Docking Junction Box

116 mm - 6 mm
Installation
72.5 mm
6 mm
All cables must be installed where suitably protected by the

trailer chassis. Fix all cables every 10 - 15 cm with a cable tie.
Do not t the cables onto surfaces that can become hot.
Fixing of cables along with hydraulic uid pipes is not allowed.
Unnecessary cables should be xed coiled up. Ensure that the
junction box gland nuts are closed correctly.
Fig. 142
Installation of Soft Docking Junction Box
LED Outline Marker Lights
The position of the junction box has to be in a suitably protected

position in the rear part of the trailer. The box has to be xed
on to the chassis. Position in a rigid location unsusceptible to
large vibration and ensure cables run upwards to the junction
box and are safely installed.
Installation of LED Outline Marker Light

The new LED outline marker lights has to be assembled in the
same locations as the old lamp (ensure that the lights can be
seen from the truck mirrors clearly). The connectors has to be
plugged into the Soft Docking junction box. Please ensure the
existing connections for the old outline marker lamps are sealed.
79 mm
6 mm
It is essential that you only use LED outline markers not

incandescent bulbs, they are clearer in daylight and require
less power.
Fig. 143
Installation of Reversing Alarm

Fit the reversing alarm in a protected position unsusceptible to
vibration. Normally on the rear light panel or near the rear axle.
When assembling pay attention to the location of the alarm, the
cable entry must be at the top (observe TOP on the alarm).
Plug the cable into the Soft Docking junction box.
Reversing alarm
Entry cable at the top
28.4 mm
Fig. 144
81

5.3 Soft Docking
Installation of Sensor onto Rear Bumper
Drill a hole of 35 mm, pass the sensor lead through with the
7 pin ASS2 connector from the sensor. Fix the sensor with four
xing screws onto the rear bumper (Fig. 145). Plug the cable
into the connector from the Soft Docking junction box.
Sensor on rear bumper
Note:
The sensor is ineffective when the load is longer than the trailer,
or the trailer/container overhangs the sensor, as it can only
measure the distance between the sensor and the loading bay.
(Example: skeleton trailer for long containers ie. 45 ft)
Installation of Power Supply into an existing

Junction Box: (None Aspck)
Cut the connector off the end of the power cable. Insert cable
through spare entry of existing junction box. Connect wires
as appropriate. Ensure waterproof installation.
84.5 mm - 10 mm
Contact allocation:
black tail light left
grey reverse light
brown tail light right
white earth connection
60 mm
10 mm
Close the junction box.

Important!
Ensure the junction box gasket is seated correctly.
Fig. 145
Installation of Power Supply with an Adapter

Cable
Disconnect the connector between main cable and the rear
junction box cable.
Installation with an adapter cable

Main cable
Rear junction box cable
Plug the adapter for the power supply between these two
connectors (main cable and rear junction cable) (Fig. 146).
Fig. 146
Connection to ECO Tronic EBS

Plug the Auxiliary Cable into the AUX ports 4 or 5 in the EBS
Modulator (Fig. 147).
Connection to the Modulator
Soft Docking has to be enabled using the Trailer Manager

software.
Fig. 147
82
5.3 Soft Docking

Functional Test
After the installation is completed you should test the system
thoroughly. For this test you require a test sample (preferred
material is a cardboard box approx. 500 x 500 mm, if there
is no box available, you can use a similar object material with
Step
1
Activity
Ignition on / Tail light on
a smooth surface). Please ensure that there are no obstacles

situated within the range of 4 m x 4 m behind the vehicle. The
test procedure must be carried out in the following steps:
Result
LED outline marker has to shine
LED outline marker is deactivated when the radar is at 3 m from
the obstacle.
LED outline marker: slow ashing frequency
Reverse alarm: slow beep
Completed phase 1 (see picture below) (area greater than 3 m)
Engage reverse gear
Place the test sample in perpendicular to a sensor

within a range of 3 m behind the vehicle
Remove the test sample from the vehicle until the

beeping and LED outline are extinguished.
Move the test sample slowly inwards towards the

trailer sensor
Run through the complete range of phases as shown within

diagram below.
Repeat step 4 with the second sensor
See step 3/4
Repeat step 5 with the second sensor
See step 5
Testing of the silent mode (night silent switch off)

8
Place the test sample in the distance as in step 3.
Engage the reverse gear twice (within 2 seconds)
10
Let the system work for min. 10 seconds. After this,

disengage the reverse gear.
Engage reverse gear once only.
Reverse alarm: returns to slow beep frequency
11

Reverse alarm: no signal
The controlled automatic braking commences at 1 meter
distance from the dock. The system is equipped with distance
sensors and distance from the dock is rst detected when the
trailer is in reverse and less than 3 meters away from the dock.
The braking command is delivered from the ECO Tronic EBS

via an auxiliary port. The braking at 1 meter distance lasts for 2
seconds before the system releases the brakes giving control
back to the driver.
Working range
Please note during the function test
that the test sample will be moved
always perpendicular to the respective
sensor axis.
The maximum detectable distance is
3 m from the sensor and detection is
shown below in ve phases. Please
study the sketch below.
> 3 meters
No Beep / Flashes
2.0 - 3.0 meters
3 Beeps per sec (3 Hz) / Flashes

Fig. 148
Permanent Tone / Lamp
1.0 - 2.0 meters

0.5 - 1.0 meters
< 0.5 meters
83

5.3 Soft Docking
Adjusting the sensors:
If you cannot position the sensor assembly on the outermost
area of the rear panel, you can adjust the detection of the
sensors with a special tool (DIN 546). The available adjustable
area of the sensor is 10 horizontal and vertical.
Adjusting the sensors
By rotating the screw clockwise, the housing will be inclined in

the direction of the rotated screw.
Fig. 149
Due to the order of the screws (3 x 120) you have the possibility
to incline the sensor in any direction (maximum adjusting area
is 10). The adjustment should only be made with an obstacle
in place.
You adjust the sensor by rotating

3 xing screws (DIN 546)
Adjusting with an obstacle

Obstacle
Fig. 150
ATTENTION:
Soft Docking is protected against an AC voltage supply, but will
not function. It will function again correctly when reconnected
with DC supply.
Operating instructions:
The complete system is installed into the last third of the trailer.
Thus the Soft Docking is independent of the truck and also very
well suited for changes of the truck and trailer combination.
Engage the reverse gear and you activate the system.
System check 1.
(De-activation of the system by switching on the tail lights):
If the tail light is on while engaging the reverse gear, the tail
light function in the outline marker is deactivated for about 2
seconds. As soon as the obstacle is more than 3 m away, the
lamp is switched to normal permanent operation. The buzzer
is not activated. If you get nearer than 3 m to the obstacle, the
system switches to the 5 test phases.
System check 2.
Both sensors indicate the distance to an obstacle to the system
electronics. Depending on the distance to an object, the system
electronics will give out a warning signal (from the reversing
alarm and LED outline marker), which varies depending on the
object distance.
(Activation of the system during the day with tail lights switched
on):
After engaging the reverse gear the outline marker is turned
on.
Distance to the obstacle > 3 m:
Outline marker is on, buzzer is silent!
Distance to the obstacle < 3 m:
System switches to the ve test phases.
84
5.3 Soft Docking

Night Silent Mode
If the reverse gear is engaged twice (within 2 seconds) the
acoustic warning installation (buzzer) will be night silent. The
outline marker is however active. The night silent option is to
prevent audible nuisance at night in residential areas.
Technical Data
Nominal voltage
Operating voltage
Operating temperature
Current consumption
24 V
19 bis 32 V
-30 bis +65 C
< 300 mA (total system)
Ultrasonic sensors:
Max. range
Min. range
Detection angle
Operating voltage
Max. current consumption
Frequency
2500 mm
350 mm
15
12 - 30 V
< 35 mA
180 kHz
Reversing alarm:
Operating voltage
12 - 30 V
Max. current consumption < 35 mA
Superpoint LED
Operating voltage
24 V
Max. current consumption < 35 mA
Sensor diagnosis
Sensor faults are indicated by six LEDs inside the Soft Docking
junction box (Fig. 151).
1) One green LED:
shows, that the voltage supply is in

order.
2) Two red LEDs:
indicates in which of the sensors a

fault has occurred.
The sensor has an area (< 350 mm), within which the
measurement result might not be 100% accurate.
Fault indicator junction box
3) Three yellow LEDs: indicates an error code, which

describes the type of default.
Error code
2 1 0
Possible reasons
Repair
Sensor cable break
Change sensor
Defect on head of sensor
Change sensor
Sensor cable break
Change sensor
In the case of an error the LED outline marker will permanently

illuminate and the reverse alarm will permanently sound for
about 5 - 7 seconds.
Afterwards the alarm switches off automatically and the LED
outline marker continues to operate.
Fig. 151
Error repair / Sensor diagnosis

Error
Possible reason
Repair
Display an obstacle,
when none present
A sensor is obscured
Adjust Sensor
Soft Docking doesnt

work
- Reversing light, tail light L/R and earth connection is defective - Establish or check all the connections
- One of the fuses (tail light L/R or reversing light) defective
- Change one of the fuses
- Supply voltage is too small (< 19 V)
- Check the light control unit of the truck
LED outline marker

light does not shine
- LED defective
- When activating the system an error occurs
- Change LED
- Activate the system once again
Reverse alarm
doesnt work
- Defective alarm
- Silent mode is active
- Change the alarm

- Engage the reverse gear
85

5.3 Soft Docking
Error repair
Except a complete failure of the system the following situations
can lead to an erroneous signal on the display. The reason for
this is that in these cases, the physical limits of the ultrasonic
sound are exceeded.
Physical Limit
a) If the trailer is driven at an angle to the dock, it is possible

for the sensor not to detect the dock (Fig. 152, a).
a)
b) Caution while reversing towards ramps with oors that point
out from the main body (Fig. 152, b).
b)
Fig. 152
ATTENTION:
It is the drivers responsibility to manoeuvre safely.
Ramps with curtains
Ramps with curtains require special attention:

a) The material of the curtains can absorb the ultrasonic, this
means that the reected sound is too weak for the sensor
to detect (Fig. 153).
b) If the curtain is deformed, so that the ultrasonic signal could
deected not absorbed (Fig. 153).
a)
Some materials like textiles weaken the ultrasonic signals,

signicantly reducing the sensing distance.
Fig. 153
Conditions of no detection
The system will not detect the dock when the vehicle is not in
reverse. System will not operate if the speed of the vehicle is
excessive (more than 15 km per hour). If the trailer is driven at
an angle to the dock, it is possible for the sensor not to detect
the dock. Some materials like textiles weaken the ultrasonic
signals, signicantly reducing the sensing distance. The system
cannot replace the drivers responsibility to ensure a clear
passage when manoeuvring. The operation needs to be tested
on a vehicle after installation. The vehicle requires BPW ECO
Tronic EBS system to function.
Liability Exclusion
The system is not totally accurate under all circumstances. The
driver must manoeuvre with care up to the dock. BPW cannot
be held responsible for any damage that may occur when using
the system. It is the drivers responsibility to reverse safely.
86
b)
Hazardous goods / ADR installations
Vehicles equipped to transport hazardous goods or explosive

substances are required to have electrical systems with
specied levels of safety and protection. These requirements are
dened in the European Agreement on International Transport
of Dangerous Goods by Road (ADR 2007).
ADR/GGVS: ---/----/--
The ADR requirements apply to the following classes of

dangerous load carrying vehicles: EX/II, EX/III, FL, OX, and AT.
The following key points should be observed on Hazardous
Goods/ADR trailer installations.
Data of the Load Plate

The print out of the Load Plate Pressure Data from the Trailer
Manager programme must have the ADR/GGVS certicate
number as indicated (Fig. 154).
Fig. 154
Cable routes
Sensor cable route should not be installed to brake air
pipes. Do not run sensor leads in spiral wrapping on hoses.
Cables should be securely fastened to prevent abrasion and
positioned to protect against mechanical and thermal stress.
It is recommended that the cables are either run in trunking or
secured at no less more than 400 mm intervals.
Note: All cables should run up to ECU connections.
Brake lamp back-up power supply

The brake lamp power supply can be either an ISO 12098 or
an ISO 1185 (24N) connector. These connectors must be fully
approved for use on an ADR vehicle (Fig. 155).
Fig. 155
Warning lamps
It is the installers responsibility to ensure that the green trailer
warning lamp, if tted, is fully approved for use on an ADR
vehicle (Fig. 156).
The warning lamp bulb must be of twin pole bayonet type.
Fig. 156
87
Hazardous goods / ADR installations
Junction box
Any wiring required to a junction box (for brake lamp power
supply) must be fully approved for use on an ADR vehicle
(Fig. 157).
Fig. 157
Auxilliary connections
It is the installers responsibility to ensure that the auxiliary
component tted, the connector and cable must be sealed in
accordance with ADR requirements (Fig. 158).
DIN connector
Fig. 158
Towing vehicles
Towing vehicles in categories EXIII and FL must have a battery
master switch tted so that all electrical loads including the
trailer are connected to the non-battery side of the master
switch.
88
Programming
To complete the ECO Tronic EBS installation

the ECU must be programmed
by using the Trailer Manager software.
Refer to Trailer Manager Operators Guide BPW-BA-TM 37071102e for further information.
89
90
System diagnostics
An important feature of the ECO Tronic EBS is that it provides an

extensive on board diagnostic capability. The system displays
a range of codes, which allow rapid diagnosis of the problem
should one occur. BPW offers a diagnostic case containing the
necessary software and connectors.
Alternative positions
Diagnostic communication is in accordance to ISO 11898 using

Keyword Protocol (KWP2000). It is accessed by an optional sideof-vehicle connector, or by the ISO 7638 - 7 pin connector which
uses pin 6 and 7 as a CAN data bus using the ISO Interface
Assembly (Fig. 159), or directly via the diagnostic connection to
the ECU (Fig. 160, 161). Any suitable device connected to this
CAN data bus may read diagnostic information.
The Trailer Monitor can be connected permanently to the
ECUs diagnostic DIAG connection. While the ECU is powered
information is transferred to the Trailer Monitors memory, which
can be recalled. Power is supplied from the vehicle system via
the ECU diagnostics connector. The Trailer Monitor also contains
a replaceable battery.
PC Interface
The Trailer Monitor displays the following on a backlit dotmatrix LCD screen:
PC Interface
Distance:
Total distance in km
Trip distance in km
Distance and time to next service
...
Information:
Active DTCs (DTC = Diagnostic Trouble Codes)
Stored DTCs
Conguration of the trailer
Version of the ECU
Pressure values of the sensors in the ECO Tronic EBS
Brake lining wear information
...
ISO Interface assembly
Fig. 159
Settings:
Service interval
Tyre size
Date
Time
Units
...
Connect to
side-of-vehicle
connector or to
ECU directly
Diagnostic
connection
'DIAG' on ECU
Auxiliaries:
Detect the presence of auxiliaries
Test auxiliaries
...
Test:
Vehicle load
Detected speed of each wheel sensor
...
PC Interface
Fig. 160
0
Pressure values, wheel sensor values and vehicle load are

displayed with bar-graph style visual indicators. Please refer
to the Trailer Monitor documentation for additional information.
A PC based programme from BPW - Trailer Manager may be used for more advanced diagnosis. This also allows
conguration with system parameters to be entered and an
End-of-Line Test to be carried out.
Please bear in mind our extensive and practical training
courses on this topic, since only trained and qualied specialist
personnel are allowed to undertake work on the vehicle and the
corresponding software.
Fig. 161
Connected to side-of-vehicle connection

or - as an alternative - directly to ECU
91
System diagnostics
8.1.1 Warning lamp
A warning lamp located on the drivers console of the towing
vehicle is operated from the ISO 7638 power cable only when
the ECO Tronic EBS is powered by the ignition switch (Fig. 162).
As an option in addition to the cab warning lamp a trailer
mounted warning lamp may be provided as an auxiliary function.
This lamp shows the signal to the cab warning lamp (will only
function if the ISO 7638 power is connected).
Note: The signal produced may be different to that produced by
the cab device due to possible modication of the cab device
by the towing vehicle.
8.1.2 System check procedure

1. When the ignition is turned on the warning lamp shows the
following ash sequences, according to the conguration in
the Trailer Manager software, to indicate an error-free system:
Option A (Fig. 163)
ON for 2 seconds
Warning lamp OK and system selfchecking.
OFF
System self-check (not sensors)

completed
Fig. 162
Option A
ON
OFF
ON
OFF
Fig. 163
Option B
Option B (Fig. 164)

ON for 2 seconds
Warning lamp OK and system selfchecking.
OFF for 2 seconds
System self-checked and preparing to

check sensors.
ON until moving
System waiting for vehicle to move

above 10 km/h in order to check that
the sensors are working
OFF
Once the vehicle is moving above

10 km/h and the warning lamp clears,
the electronic system is fully checked.
2 sec
2 sec
2 sec
at 10 km/h
ON
OFF
ON
OFF
Fig. 164
In the case of an error the warning lamp comes on and stays on

if it is set according to option A, while it stays off if it is congured
according to option B.
1X
1X
22
21
2. During the self-check procedure, the system cycles the

EPRVs. With foot brake applied one exhaust of air from each
EPRV will be audible (Fig. 165).
If the results are not satisfactory, Trailer Monitor or Trailer

Manager should be used to establish the diagnosis.
2X
2X
Once these two checks are made with correct results, no further
checks are required.
22
22
21
0X
0X
22
Fig. 165
92
21
21

8.1.3 Power up ECO Tronic EBS
The ECO Tronic EBS system has two power up modes. When
switching the ignition on (24 V on B+) the following occurs:
With no yellow line pneumatic pressure (i.e. Brakes OFF)
The system adopts automatic load sensing mode when the
brakes are applied. This load sensing mode is limited to
2 minutes for any single brake application, after which it returns
to a push-through condition (approx 1:1).
The push-through condition is cancelled on vehicle movement
above 10 km/h returning the system to automatic load sensing
operation.
With yellow line pneumatic pressure (i.e. Brakes ON) (Park
on air)
Apply foot brake, switch ignition on.
The system adopts a push-through (approx 1:1) condition. When
the brakes are released and re-applied the system remains in
push-through unless the brakes are released for longer than
2 minutes, after which it returns to automatic load sensing
operation.
This condition is cancelled on vehicle movement above
10 km/h returning the system to automatic load sensing
operation.
8.1.4 Other errors shown by the warning lamp

The warning lamp will ash when the system is powered up
at rest. The ECO Tronic EBS incorporates a sequence of three
ashes. This lamp sequence relates to:
1. Service due - indicates that trailer or system service distance
is due. After servicing the trailer or system the next service
distance must be reset by using the Trailer Monitor or Trailer
Manager.
2. Non EBS fault - a fault with a device connected to the ECO
Tronic EBS but not directly effecting the Modulator, for
example: Reset-to-Ride valve (COLAS+).
93
System diagnostics
If a Diagnostic Trouble Code displayed is not listed here, check for intermittent sensor and wiring faults.
DTC Displayed
Description
DTC Displayed
ECU TIME OUT

or
NO LINK
No supply on ignition
switched line.
Brake Apply Solenoid Group
Possible causes:
Truck fuse blown
Trailer Monitor or cable fault.
Open circuit B -. ISO7638
not connected
Sensor Group
WHEEL SENSOR 1A
CONTINUITY
1A Sensor/wiring open or
short circuit
WHEEL SENSOR 1B
CONTINUITY
1B Sensor/wiring open or
short circuit
WHEEL SENSOR 2A
CONTINUITY
2A Sensor/wiring open or
short circuit
WHEEL SENSOR 2B
CONTINUITY
2B Sensor/wiring open or
short circuit
Intermittent Low Sensor Output Group
Description
BRAKE APPLY SOLENOID

SHORT CIRCUIT
Brake apply solenoid short

circuit

OPEN CIRCUIT
Brake apply solenoid open

circuit

SHORT TO B+
Brake apply solenoid

short circuit permanently
energised
BRAKE APPLY
UNSPECIFIED FAULT
Brake apply solenoid control

circuit fault
EPRV 21 Hold and Dump Solenoid Group

EPRV 21 HOLD SOLENOID
SHORT CIRCUIT
Modulator 21 hold solenoid

short circuit
EPRV 21 DUMP SOLENOID

SHORT CIRCUIT
Modulator 21 dump solenoid

short circuit

OPEN CIRCUIT

open circuit

OPEN CIRCUIT

open circuit

SHORT TO B+

energised

SHORT TO B+

energised
WHEEL SENSOR 1A
SIGNAL INTEGRITY
1A Sensor signal fault
WHEEL SENSOR 1B
SIGNAL INTEGRITY
1B Sensor signal fault
WHEEL SENSOR 2A
SIGNAL INTEGRITY
2A Sensor signal fault
WHEEL SENSOR 2B
SIGNAL INTEGRITY
2B Sensor signal fault

UNSPECIFIED FAULT

control circuit fault
Possible causes:
Loose sensor, sensor
connection, bracket or
exciter ring. Damaged
exciter ring, cable insulation
worn or maladjusted senor.

UNSPECIFIED FAULT

Low Sensor Output Group
EPRV 22 Hold and Dump Solenoid Group

SHORT CIRCUIT

short circuit
WHEEL SENSOR 1A
OUTPUT LEVEL
1A Sensor system fault

SHORT CIRCUIT

short circuit
WHEEL SENSOR 1B
OUTPUT LEVEL
1B Sensor system fault

OPEN CIRCUIT

open circuit
WHEEL SENSOR 2A
OUTPUT LEVEL
2A Sensor system fault

OPEN CIRCUIT

open circuit
WHEEL SENSOR 2B
OUTPUT LEVEL
2B Sensor system fault

SHORT TO B+

energised

SHORT TO B+

energised

UNSPECIFIED FAULT


UNSPECIFIED FAULT

Possible causes:
Sensor worn, maladjusted
sensor, wiring open or short
circuit
94

DTC Displayed
Description
DTC Displayed
Description
Demand Pressure Transducer Group
Air Suspension Pressure Transducer Group
PRESSURE DEMAND
SENSOR SHORT CIRCUIT
Service line pressure

transducer short circuit
SUSPENSION SENSOR
SHORT CIRCUIT
Suspension pressure
PRESSURE DEMAND
SENSOR OPEN CIRCUIT

transducer open circuit
SUSPENSION SENSOR
OPEN CIRCUIT
Suspension pressure
SUSPENSION PRESSURE
LOW
Suspension pressure values

outside operating range
PRESSURE DEMAND FAULT Service line pressure

transducer fault
PNEUMATIC DEMAND
ERROR

transducer fault
Pressure Switch Group
Delivery Pressure Transducer Group
REV PRESSURE SWITCH

SHORT CIRCUIT
Relay emergency valve

pressure switch short circuit
EPRV 21 DELIVERY
Modulator 21 delivery
pressure transducer short
circuit
REV PRESSURE SWITCH

OPEN CIRCUIT

pressure switch open circuit
EPRV 21 DELIVERY
SENSOR OPEN CIRCUIT
pressure transducer open
circuit
REV SWITCH PNEUMATIC

FAULT

pressure switch pneumatic
fault
EPRV 22 DELIVERY
pressure transducer short
circuit
REV PRESSURE SWITCH

SIGNAL FAULT

pressure switch failed to
activate
EPRV 22 DELIVERY
SENSOR OPEN CIRCUIT
pressure transducer open
circuit
ISO11992 (CAN) Electrical Signal Group

PNEUMATIC DEMAND
LOSS
No corresponding
pneumatic demand pressure
One Wheel with Slow Recovery Group
TOWED CAN DEMAND

LOSS
CAN line (pin 6 and 7 on

ISO7638) fault
EPRV 21 SLOW WHEEL

RECOVERY
Slow recovery of one wheel

of Modulator 21
TOWED CAN CONTROL

LOSS
CAN line (pin 6 and 7 on

ISO7638) data fault
EPRV 22 SLOW WHEEL

RECOVERY

of Modulator 22
Possible causes:
Slow brake release,
foundation brake mechanical
faults, dry bearings, broken
spring, restricted piping
Check for kinks and
blockages etc. Incorrect
piping, Wiring.
Modulator fault. Sensor
wiring crossed across an
axle
Supply Voltage Group

ISO7638 POWER FAILURE
Power loss on pin 1 or 2

(ISO7638)
LOW VOLTAGE
Supply voltage at ECU less

than 19 V when brake apply
solenoid energised
HIGH VOLTAGE
Supply voltage at the ECU

greater than 32 V
UNSPECIFIED POWER
FAULT
Internal ECU fault
ECU Group
Reservoir Pressure Transducer Group
ECU EEPROM ERROR
RESERVOIR SENSOR
SHORT CIRCUIT
Internal ECU fault or ECU

not programmed
CONFIGURATION ERROR

not programmed
ECU UNSPECIFIED ERROR

not programmed
ECU SHUTDOWN
Internal ECU fault, the power

supply to the solenoids has
been isolated
Reservoir pressure
RESERVOIR SENSOR OPEN Reservoir pressure

CIRCUIT
EXCESSIVE RESERVOIR
PRESSURE
Reservoir pressure above

9.75 bar
95
System diagnostics
DTC Displayed
Description
DTC Displayed
UNKNOWN
The ECU has generated a

DTC that is not recognised
by this version of Trailer
Manager or Trailer Monitor
and so cannot be decoded
Lining Wear Group
UNCONFIGURED SYSTEM
Added to CONFIGURATION
ERROR when the system
has never been congured
SLAVE LOAD PLATE
ERROR when there is
a problem with the load
sensing parameters for the
slave Modulator
LOAD PLATE
ERROR when there is
a problem with the load
sensing parameters
VALVE
ERROR when there is a
problem with the wheel to
valve mapping parameters
TRAILER ROLL STABILITY

SENSOR (TRS)
ERROR when there is a
problem with the Trailer Roll
Stability (TRS) parameters
Auxiliary Components Group

AUX1
Auxiliary 1 system / wiring

open, short circuit or
unknown
AUX2

unknown
AUX3

unknown
AUX4

unknown
AUX5

unknown
GENERAL LIFT AXLE
This is appended to AUX n

when there is a lift axle fault
REMOTE OVERLOAD LAMP
This is appended to AUX n

when there is an overload
lamp fault
UNKNOWN AUX
ECU is programmed with an

auxiliary function that this
Version of Trailer Manager
or Trailer Monitor does not
recognise
96
BRAKE PADS
Description
Lining wear wiring open
circuit

SENSOR (TRS) SHORT
CIRCUIT
Lateral accelerometer wiring

short circuit

SENSOR (TRS) OPEN
CIRCUIT
Lateral accelerometer wiring

open circuit

SENSOR (TRS) SIGNAL
Lateral accelerometer signal

fault
Slave Valve Group

SLAVE VALVE SENSOR
Pressure transducer open or

short circuit
SLAVE VALVE MODULATOR
Hold, Dump or Brake Apply

solenoid open or short
circuit
SLAVE VALVE CABLE
Link cable open or short

circuit
SLAVE VALVE SLOW

RECOVERY

slave valve
SLAVE SUSPENSION
PRESSURE LOW
Suspension pressure values

outside operating range
Note: If a DTC is displayed and after following recommended

procedure, no fault is found, the Modulator should be
replaced.
Recommended maintenance schedule
Time or Mileage
(whichever occurs rst)
Component
Operation
Every 3 months or 40,000 km
Complete system
Perform system check out and air leakage check.
Annually or every 160,000 km
Complete system
Perform system check out and air leakage check.

Check wiring and piping security and integrity.
Sensor
Check for wear clean and readjust.

Check output
97
Notice
98
99
BPW-EA-EBS 37041103e
BPW Bergische Achsen Kommanditgesellschaft . P.O. Box 12 80 . D-51656 Wiehl . Phone: +49 2262 78-0 . info@bpw.de . www.bpw.de

Eco - Tronic EBAS

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Operating and Installation Instructions

BPW THE QUALITY FACTOR

ECO Tronic EBS.

BPW Operating and Installation Instructions

1.3 Safety information

1.4 System layout

1.5 General components

Location of components in the trailer

Connectors / Blanking plugs

4.3 Air suspension system piping layout

5 Operating and installation instructions

2 Installation options (Congurations)

5.1 Brake system

2.1 Semi and centre axle drawbar trailers

2.2 Drawbar trailers (full trailers)

3.2. Electrical wiring

5.2 Air suspension

5.3 Soft Docking

6 Hazardous Goods / ADR Installations

8.2 Diagnostic Trouble Codes (DTC)

9 Recommended maintenance schedule

Basic functions of an EBS

These installation and operating instructions for the ECO Tronic

Companies which want to transport goods from A to B as

New ECO Tronic product range

ECO Tronic is the name of the BPW product range

The rst product is the ECO Tronic EBS with

ECO Tronic EBS means BPW is the system

In contrast to pneumatically operated brake systems, an EBS

1.1. ECO Tronic EBS

Trailer Roll Stability

In the background, there is an electronic safety system for the

Lifting axle control

Automatic steering axle lock

All cable connections of the ECO Tronic EBS are grouped

Automatic service brake activation

This EBS function automatically applies the brakes on vehicles

Paver brake function

Priority on safety. This is especially important in the transport

Assembly Data Managment

Road Condition Monitoring

Brake Performance Monitoring

ABS system with 2 rotational speed sensors and 2 modulators

Anti-Lock Braking System

Prevents the locking of braked wheels to maintain lateral grip

Assembly Data Management

Software function for storing all important vehicle data

Adaptive Surface Control

ABS control that dynamically adapts to road conditions

Additional input / output for sensors or actuators / valves

Brake Performance Monitoring

Software function for monitoring brake performance

Controller Area Network

Lift and lower valve

Double Check Valve

Diagnostic Trouble Codes

Brake system error / warning codes for diagnosis and repair

Electronic Braking System

Economic Comission for

Electro-pneumatic brake system with CAN communication between the

Electronic Control Unit

Electrically Erasable Programmable

Electronic Load Sensing