WABCO TEBS E Manual 

for trailers (versions TEBS E0 to E4) System Description Edition 7 This publication is not subject to any update service. You will find the current version at http://www.wabco.info/8150100933 © 2014 WABCO Europe BVBA – All rights reserved The right of amendment is reserved. Version 2/01.2014(en) 815 010 093 3

ADR (French: Accord européen relatif au transport international des marchandises Dangereuses par Route); European agreement concerning the carriage of dangerous goods by road BO Factory regulations; BO force circuit = legally defined turning circuit BVA (German: Bremsbelagverschleißanzeige); Brake lining wear indicator ELEX Electronic Extension Module ESD Electrostatic Discharge eTASC Electronic Trailer Air Suspension Control (Rotary slid valve with RTR function) and ECAS function GGVS Act governing the road haulage of hazardous goods GIO Generic Input/Output; programmable input/output IR (German: Individual-Regelung); Individual control; individual control of sensed wheels on one side ISS Integrated Speed Switch LACV-IC Lifting Axle Control Valve, impulse controlled LIN Local Interconnect Network; specification for a serial communication system, also LIN bus, interface for the sensors LSV Load Sensing Valve MAR (German: Modifizierte Achs-Regelung); Modified axle control; Control of two sensed wheels on one axle MSR (German: Modifizierte Seiten-Regelung); Modified side control; Control of two sensed wheels on one vehicle side ODR Operating Data Recorder PEM Pneumatic Extension Module PLC Power Line Communication; Data communication via cable for power supply PREV Park Release Emergency Valve PWM Pulse Width Modulation; modulation type where a technical quantity (e.g. electric current) modulates between two values RSS Roll Stability Support; control for vehicle stability RTR Return To Ride (air suspension) SHV Select High Valve; Valve for providing the higher pressure SLV Select Low Valve; Valve for providing the lower pressure StVZO (German: Straßenverkehrs-Zulassungs-Ordnung); German motor vehicle construction and use regu- lations; (valid in Germany) TASC Trailer Air Suspension Control (Rotary slid valve with RTR function) TEBS Electronic Braking System for trailers TLI Trailer Length Indication; ‘Current vehicle length’ TT Timer Ticks; internal measurement unit of the height sensors USB Universal Serial Bus

TEBS E 5 1 Disclaimer ............................................................................................................................... 8 2 Symbols used ......................................................................................................................... 9 3 Safety information................................................................................................................ 10 4 Introduction........................................................................................................................... 12 4.1 System design............................................................................................................14 4.1.1 braking system ...........................................................................................................14 4.1.2 Braking system with conventional air suspension......................................................15 4.1.3 Electronically controlled air suspension system (ECAS) ........................................... 17 4.2 Overview of functions.................................................................................................19 5 braking system ..................................................................................................................... 22 5.1 System design............................................................................................................22 5.2 Scope of application...................................................................................................22 5.3 Expertise and standards ............................................................................................23 5.4 ABS configurations.....................................................................................................24 5.5 Description of the components of the electropneumatic braking system................... 29 5.6 Components of the TEBS E Modulator......................................................................31 5.7 Supply ........................................................................................................................32 5.7.1 Function test when switching on or coupling .............................................................32 5.7.2 Power supply via stop light (24N)...............................................................................32 5.7.3 Multi-Voltage ..............................................................................................................33 5.8 System monitoring......................................................................................................35 5.8.1 Warnings and system messages ............................................................................... 35 5.8.2 Pneumatic redundancy ..............................................................................................37 5.9 Brake functions...........................................................................................................38 5.9.1 Nominal value detection.............................................................................................38 5.9.2 Load Sensing Valve (LSV).........................................................................................40 5.9.3 Pressure control .........................................................................................................44 5.9.4 Overload protection....................................................................................................45 5.9.5 Anti-Lock Braking System (ABS) ...............................................................................46 5.9.6 Roll Stability Support (RSS).......................................................................................47 5.9.7 Standstill function .......................................................................................................48 5.9.8 Emergency braking function.......................................................................................49 5.9.9 Test mode .................................................................................................................. 49 5.10 ECU-internal functions ...............................................................................................50 5.10.1 Odometer ...................................................................................................................50 5.10.2 Service signal.............................................................................................................51 5.10.3 ServiceMind................................................................................................................51 5.10.4 Axle load output..........................................................................................................52 5.10.5 Notebook function ......................................................................................................54 5.10.6 Operating data record (ODR).....................................................................................54 6 GIO functions........................................................................................................................ 58 6.1 Lifting axle control ......................................................................................................59 6.2 Tag axle control with residual pressure maintenance................................................ 63 6.3 Integrated electronically controlled air suspension system (ECAS) .......................... 64 6.3.1 Nominal level control.................................................................................................. 69 6.3.2 Normal level ...............................................................................................................70

6 6.3.3 Green warning lamp ...................................................................................................72 6.3.4 Temporary deactivation of automatic level control.....................................................73 6.4 Speed switch (ISS 1 and ISS 2) and RTR .................................................................75 6.5 RSS active signal (TEBS E2 or higher)......................................................................77 6.6 ABS active signal (TEBS E2 or higher)......................................................................77 6.7 Traction help...............................................................................................................78 6.8 External axle load sensor...........................................................................................81 6.9 Dynamic wheelbase control .......................................................................................82 6.9.1 Manoeuvering assistance (OptiTurnTM)......................................................................82 6.9.2 Drawbar load reduction (OptiLoadTM).........................................................................84 6.9.3 Connecting the components.......................................................................................85 6.10 Forced lowering and deactivation of the lifting axle function......................................89 6.11 Brake lining wear indicator .........................................................................................91 6.12 Power supply and data communication on GIO5.......................................................93 6.13 Speed signal...............................................................................................................94 6.14 Steady positive voltage 1 and 2 .................................................................................95 6.15 Road finisher brake ....................................................................................................96 6.15.1 Proximity switch..........................................................................................................99 6.16 Trailer Extending Control..........................................................................................101 6.17 Current vehicle length (Trailer Length Indication) (as of version TEBS E4) ............103 6.18 Tilt warning (Tilt Alert) ..............................................................................................105 6.19 Overload detection ...................................................................................................107 6.20 SafeStart...................................................................................................................108 6.21 Electronic parking brake (with version TEBS E4 or higher) .....................................110 6.22 Relaxation function (Bounce Control).......................................................................112 6.23 Steering axle lock .....................................................................................................113 6.24 Forklift control...........................................................................................................115 6.25 Brake release function..............................................................................................117 6.26 Emergency stop light (Emergency Brake Alert) .......................................................118 6.27 Immobilizer ...............................................................................................................120 6.28 Freely configurable functions ...................................................................................125 7 External systems ................................................................................................................126 7.1 Electronic expansion module (ELEX).......................................................................126 7.1.1 TailGUARD functions ...............................................................................................127 7.1.2 Connection from ISO 12098.....................................................................................133 7.1.3 Battery supply and battery charging.........................................................................134 7.2 Trailer Remote Control .............................................................................................136 7.3 External ECAS..........................................................................................................137 7.4 Trailer Central Electronic..........................................................................................138 7.5 Tire pressure monitoring system (IVTM)..................................................................139 7.6 Telematics (TrailerGUARD) .....................................................................................141 8 Installation notes for vehicle installation and retrofitting ..............................................142 8.1 Data on the TEBS E Modulator................................................................................142 8.2 Connections..............................................................................................................144 8.3 Installation in vehicle ................................................................................................145 8.3.1 RSS installation regulation .......................................................................................146

TEBS E 7 8.4 Cable installation / Cable fastening..........................................................................148 8.5 Installation height sensor .........................................................................................150 8.6 Installation of Immobilizer components....................................................................152 8.7 Installation of Trailer Remote Control.......................................................................152 8.8 Installation of TailGUARD components ...................................................................153 8.9 Installation of eTASC ...............................................................................................164 9 Start-up................................................................................................................................ 165 9.1 Parameter definition with TEBS E Diagnostic Software ..........................................165 9.2 Functional test..........................................................................................................166 9.3 Start-up of the LIN ultrasonic sensors...................................................................... 167 9.4 Calibrate the height sensors ....................................................................................169 9.4.1 Calibration for vehicles with mechanical suspension............................................... 170 9.5 Documentation .........................................................................................................171 10 Operation............................................................................................................................. 172 10.1 Warning messages ..................................................................................................172 10.2 Operation with Trailer Remote Control.....................................................................172 10.3 Operation of ECAS level control ..............................................................................180 10.4 Operation of traction help.........................................................................................182 10.5 Operation OptiLoad / OptiTurn.................................................................................182 10.6 Lifting axles operation ..............................................................................................183 10.7 Operating the Immobilizer........................................................................................183 11 Workshop notes .................................................................................................................184 11.1 Maintenance.............................................................................................................184 11.2 System training and PIN ..........................................................................................184 11.3 Diagnostic Hardware................................................................................................185 11.4 Tests / Simulations...................................................................................................186 11.5 Replacement and repair...........................................................................................188 11.6 Tuning the vehicle ....................................................................................................190 11.7 Disposal / Recycling.................................................................................................192 12 Appendix ............................................................................................................................. 193 12.1 Pneumatic ports for TEBS E ....................................................................................193 12.2 Pin assignment TEBS E Modulators and ELEX.......................................................195 12.3 Cable overview.........................................................................................................201 12.4 GIO diagram.............................................................................................................210 12.5 Brake diagram..........................................................................................................212 Index.......................................................................................................................................... 217

mation in this document. All technical information, descriptions and images are ap- plicable for the day of printing this document or respective supplements. We retain the right to any changes as a result of continuous further development. The content of this document provides no guarantees nor warranted characteristics nor can it be construed as such. Liability for damages is strictly excluded, as long as there has been no respective intention or gross negligence on our part or any forced legal provisions in opposition. Text and graphics are subjected to our utilisation rights, copying or distribution in any form require our approval. Any brand markings, even if not indicated as such, are subject to the rules of the labelling rights. If legal disputes arise from the utilisation of the information in this document, these are exclusively to be handled under the regulations of national law. In so far as components or individual formulations of this applicable legal status documentation are no longer or not fully relevant, the remaining parts of the docu- mentation remain unaffected thereby in their content and validity.

safety instruction is not observed. CAUTION Potential hazard situations that can cause minor or moderate personal injury if the safety instruction is not observed. Important instructions, information, or tips that you should always observe. Reference to information on the Internet • List – Step  Consequence of an action TEBS E version The system comprises: • TEBS E as of version 0 (July 2007) • TEBS E as of version 1 (September 2008) • TEBS E as of version 1.5 (December 2009) • TEBS E as of version 2 (November 2010) • ELEX as of version 0 (November 2010) • TRC as of version 0 (November 2010) • TEBS E as of version 2.5 (January 2012) • ELEX as of version 1 (January 2012) • TRC as of version 1 (January 2012) • TEBS E as of version 4 (January 2014) • ELEX as of version 2 (January 2014)

– Read this publication thoroughly. Adhere to all instructions, information and safety information to prevent injury to persons and damage to property. WABCO will only guarantee the security, reliability and performance of their products and systems if all information in this publication is adhered to. – Make sure to follow the specifications and instructions of the vehicle manufac- turer. – Maintain all accident regulations of the business as well as regional and na- tional regulations. Make provisions for a safe work environment: Only trained and qualified technicians are to perform any work on the vehicle. – Use personal protective equipment if required (protective goggles, respiratory protection, ear protectors, etc.). Pedal actuations can lead to severe injuries if persons are in the vicinity of the ve- hicle. Make sure that pedals cannot be actuated as follows: – Switch the transmission to ‘neutral’ and actuate the park brake. – Secure the vehicle against rolling with chocks. – Fasten a visible note to the steering wheel indicating the work is being per- formed on the vehicle and that the pedals are not to be actuated. Avoid electrostatic charge and uncontrolled discharging (ESD): Note during construction and building the vehicle: – Prevent potential differences between components (e. g. axles) and the vehicle frame (Chassis). Make sure that the resistance between metallic parts of the components to the vehicle frame is lower than 10 Ohm. Connect moving or insulated vehicle parts such as axles electrically conductive with the frame. – Prevent potential differences between the towing vehicle and the trailer. Make sure that an electrically conductive connection is made between metal parts in the towing vehicle and the coupled trailer via the coupling (king pin, fifth wheel, claws with pins), even without a cable being connected. – Use electrically conductive bolted connections when fastening the ECUs to the vehicle frame. – Run the cable in metallic casing if at all possible (e. g. inside the U-beam) or behind metallic and grounded protective plating, to minimise the influence of electro-magnetic fields. – Avoid the use of plastic materials if they can cause electrostatic charging. – For electrostatic painting, connect the ground line of the ISO 7638 plug connec- tion (pin 4) to the paint ground (vehicle chassis). Note during repair and welding work on the vehicle: – Disconnect the battery - if installed in the vehicle. – Disconnect cable connections to devices and components and protect the plug- ins and connections from contamination and humidity. – Always connect the grounding electrode directly with the metal next to the weld- ing position when welding, to prevent magnetic fields and current flow via the cable or components. – Make sure that current is well conducted by removing paint or rust. – Prevent heat influences on devices and cabling when welding.

in the vehicle: By optimising production processes at trailer manufacturers, many prefabricated TEBS support modules are installed in the trailer. The TEBS E Modulators as well as many different valves are fastened to these cross-member supports. These support modules are often painted so that when installing in the vehicles, the elec- trical contact between the vehicle frame and the support module has to be properly connected again. Ensuring the electrical contact between the support module and the vehicle frame: – Fasten the support module with electrically conductive bolted fasteners using self-tapping screws with a conducting surface to the vehicle frame. The resistance of the support module and the frame must be < 10 Ohm.

workshops. Since the Trailer EBS E is a very complex system, this system description is ex- tensive. Here are a couple of notes on the structure of the document: Braking system This chapter provides a description of the functions that are required to meet legal guidelines, such as the ABS, RSS and other braking control functions. GIO functions Besides controlling wheel brakes, the Trailer EBS E Premium variant has a number of functions that can be created specific to the respective vehicle. Besides the solu- tions ‘prepared’ by WABCO, such as the control of air suspension systems or the dynamic wheelbase control, the methods for implementing customisable third-party controllers from the vehicle manufacturer is also explained in this chapter. External systems This chapter provides you with information on the following external systems, which can be connected to the Trailer EBS E Modulator: Electronic expansion module ELEX (including descriptions on possible additional functions), Trailer Re- mote Control, (trailer remote control), tire pressure monitoring (IVTM), External ECAS, Trailer Central Electronic and Telematics (TrailerGUARD). Installation notes for vehicle installation and retrofitting This chapter contains descriptions on how individual components and cables are installed and mounted. Start-up Besides start-up and calibration, this chapter also provides information on parame- ter settings and setting with the TEBS E Diagnostic Software. Operation This chapter describes in more detail how to use certain functions via operating units (SmartBoard, Trailer Remote Control etc.). Workshop notes This chapter mainly provides notes on maintenance, system diagnosis, trouble- shooting, fine tuning and on repairing/replacing components. Appendix The appendix contains diagrams and overviews.

Here click on Product catalogue INFORM. Enter the document number into the product number field. Click on the Start button. Click the Publications radio button. Please note that the documents are not always available in all language versions. Publications Brochure Number xx = Language code* General Repair and Test Information 815 xx0 109 3 CAN-Router / CAN-Repeater – System Description 815 xx0 176 3 Diagnosis Hardware/Software – User Manual 815 xx0 037 3 ECAS for towing vehicle – System Description 815 xx0 025 3 Compressed air brake equipment for trailers 815 xx0 034 3 IVTM - system description 815 xx0 045 3 ODR tracker – Operating manual 815 xx0 149 3 SmartBoard – Operating Instructions 815 xx0 138 3 SmartBoard – System description 815 xx0 136 3 TASC Trailer Air Suspension Control – Function and assembly 815 xx0 186 3 Trailer Central Electronic I / II Trailer Central Electronics - system description 815 xx0 030 3 Trailer EBS E connections – Poster 815 xx0 144 3 Trailer EBS E – Replacing the modulator 815 980 183 3 Trailer EBS E System Overview – Poster 815 xx0 143 3 TrailerGUARD (Telematics) – System Overview 815 xx0 179 3 Telematics (TrailerGUARD) – System Description 815 xx0 181 3 Trailer Remote Control - Operating Manual 815 990 193 3 Trailer Remote Control – Installation and connection instructions 815 xx0 195 3 Couplings catalogue 815 xx0 080 3 *Language code xx: 01 = English, 02 = German, 03 = French, 04 = Spanish, 05 = Italian, 06 = Dutch, 07 = Swedish, 08 = Russian, 09 = Polish, 10 = Croatian, 11 = Romanian, 12 = Hungarian, 13 = Portuguese (Portugal), 14 = Turkish, 15 = Czech, 16 = Chinese, 17 = Korean, 18 = Japanese, 19 = Hebrew, 20 = Greek, 21 = Arabic, 24 = Danish, 25 = Lithuanian, 26 = Norwegian, 27 = Slovenian, 28 = Finnish, 29 = Estonian, 30 = Latvian, 31 = Bulgarian, 32 = Slovakian, 34 = Portuguese (Brazil), 98 = multilingual, 99 = nonverbal

basic systems. 4.1.1 braking system Standard semitrailer with 2S/2M ABS configuration Standard drawbar trailer with 4S/3M ABS configuration Legend 1 Power supply via ISO 7638 2 Control line 3 Supply line 4 Stop light supply 24N via ISO 1185 (op- tional) 5 TEBS E modulator (with integrated pressure sensors and integrated backup valve) 6 Park release emergency valve (PREV) 7 Overload pro- tection valve 8 Service brake system reservoir 9 ABS rotational speed sensor 10 EBS relay valve for control- ling the 2nd axle (3rd modu- lator) 11 Support bel- lows 12 Tristop® cylinder The lines represent the cabling and piping of the components.

With the introduction of the new Trailer EBS E braking system the piping and ca- bling for the trailer braking and air suspension system has been simplified consid- erably. Trailer braking system with conventional air suspension Legend 1 Power supply via ISO 7638 2 Control line 3 Supply line 4 Stop light supply 24N via ISO 1185 (optional) 5 Pneumatic Extension Module (PEM) 6 Charging valve (integrated in the PEM) 7 Overload protection valve (integrated in the PEM) 8 Service brake part for the Tristop cylinders 9 Tristop® cylinder 10 Service brake system reservoir 11 Reservoir for the air suspension 12 Lifting/lowering valve (e.g. TASCTASC) 13 Red button for actuating the parking brake system (on PREV) 14 Black button for releasing the auto- matic brake (on PREV) 15 Support bellows 16 Lifting axle valve 17 Levelling valve 18 ABS rotational speed sensor 19 TEBS E Modulator 20 Park-release emergency valve (PREV) The lines represent the cabling and piping of the components. Braking system The trailer vehicle is connected to the towing vehicle via two hose couplings for supply pressure (3) and control pressure (2). The park release emergency valve (PREV, 20) is used to conduct the control pressure to the TEBS E modulator (19). The PREV is equipped with a red actuating button (13) for actuating the parking brake, as well as a further black actuating button (14) for releasing the brake which is automatically actuated when the trailer vehicle is unhitched. The compressed air

valve integrated in the PREV. The PEM includes the following functions: • a charging valve for securing pressure in the air braking system apart from the air suspension, • an overload protection valve to protect the wheel brakes from overloading – when service and parking brake are actuated simultaneously, • a pressure distribution for the supply ‘air suspension’ and supply ‘service brake’. The TEBS E Modulator controls the service brake components (8) for the Tristop® cylinders (9). At least two rotational-speed sensors (18) are connected for sensing the wheel speeds. A pressure test connection is also provided on the PEM for measuring the current braking pressure. The PEM charges the service brake sys- tem reservoir (10) with the supply pressure from the PREV. The same line is used to supply the TEBS E Modulator with supply pressure from the reservoir. The reservoir for the air suspension system (11) is charged via the charging valve integrated in the PEM. The charging valve has the task to ensure that primary pressure is maintained in the ‘Brake’ reservoir and thus the ability of the towing vehicle to brake, in the event of a pressure drop in the air suspension system. In order to protect the wheel brakes from overloading from the additional brake force (diaphragm part and spring chamber of the Tristop® cylinder actuated simultaneously), an overload protection valve (7) is integrated in the PEM. The pressure is distributed to the Tristop® cylinders (9) by the PEM. The parking brake is actuated by pressing the red button on PREV (13). This ex- hausts the parking brake component of the Tristop® cylinder so that the integrated spring can actuate the wheel brake. If the service brake is also used while the parking brake is actuated, the braking pressure flows into the parking brake com- ponent of the Tristop® cylinders via the overload protection valve, thereby relieving the force in the parking brake component in proportion to the braking force built up in the service brake component and so ensuring that there is no addition of force. Conventional air suspension system The conventional air suspension system consists of a levelling valve (17) and a lift- ing/lowering valve, e.g. TASC (12) see chapter 6.4 ‘Speed switch (ISS 1 and ISS 2) and RTR’, page 75. Both valves are supplied with supply pressure from the PEM. The levelling valve adjusts to the normal level (ride height) of the trailer vehicle by adjusting the amount of air in the support bellows (15). The lifting/lowering valve can be used to change the level of the trailer vehicle manually, e. g. for loading or unloading. In addition, a lifting axle valve (16), which is modulated by the TEBS E Modulator relative to load, may also be installed. The lifting axle valve is also sup- plied with supply pressure from the PEM.

An electronically controlled air suspension (ECAS) is an integral part of the TEBS E Modulator (Premium). 1-point control with a height sensor and a lifting axle (for semitrailers) The brake lines are not shown in this schematic. Legend 1 Power supply via ISO 7638 2 Control line 3 Supply line 4 Stop light supply 24N via ISO 1185 (optional) 5 Height sensor 6 TEBS E Modulator (Premium) with integrated control unit and integrated bellows pressure sensor for lifting axle control 7 External remote control unit, e.g. SmartBoard, Trailer Remote Control, ECAS remote control unit or ECAS control box 8 ECAS solenoid valve (with lifting axle control) 9 Charging valve 10 Lifting bellows 11 Tristop® cylinder 12 Support bellows 13 Service brake system reservoir 14 Reservoir for the air suspension 15 Park-release emergency valve (PREV) The lines represent the cabling and piping of the components.

Legend 1 TEBS E Modulator (Premium) 480 102 06. 0 2 Electronic expansion module (ELEX) 446 122 070 3 Battery box 446 156 090 0 4 ECAS solenoid valve 472 880 001 0 Optionally 472 905 111 0 (+ pulse-controlled lifting axle) 5 External remote control unit, e.g. SmartBoard 446 192 110 0 6 Height sensors 441 050 100 0 7 Cable for TEBS E battery supply 449 808 ... 0 (not required with TEBS E4 or higher) 8 Battery distribution cable and/or light 449 803 ... 0 9 Cable for SmartBoard 449 906 ... 0 10 ECAS 2-point control cable 449 439 ... 0 11 Switch (for activating/deactivating the battery charge) 12 Cable for height sensor 449 811 ... 0 13 Cable for ELEX supply 449 303 020 0 14 Supply cable 449 273 … 0 15 TEBS E battery cable 449 807 … 0 16 Cable for switch 449 714 … 0 2 point control can also be implemented without ELEX. This applies for the Premium or multi-voltage variant. ECAS solenoid valves or two eTASC can be used for control of the air suspension.

TEBS E Modulator (Standard) TEBS E Modulator (Premium) TEBS E Modulator (Multi-Voltage) From version: Basic functions 2S/2M TEBS E0 TEBS E0 TEBS E1.5 4S/2M – TEBS E0 TEBS E1.5 4S/2M+1M – TEBS E0 TEBS E2 4S/3M – TEBS E0 TEBS E2.5 Roll Stability Support (RSS) TEBS E0 TEBS E0 TEBS E1.5 RSS communication in road trains CAN 5V connection for subsystems (IVTM, Telematics, SmartBoard) TEBS E0 TEBS E0 TEBS E1.5 CAN 5V and power supply on GIO5 (telematics) – TEBS E0 TEBS E1.5 RSS active signal TEBS E0 TEBS E0 TEBS E2 ABS active signals TEBS E0 TEBS E0 TEBS E2 Operation Data Recorder (ODR) TEBS E0 TEBS E0 TEBS E1.5 Speed-dependent functions Speed signal TEBS E0 TEBS E0 TEBS E2 Speed signal 1 / RTR TEBS E0 TEBS E0 TEBS E2 Speed switch 2 TEBS E1 TEBS E1 TEBS E2 Lifting axle control Lifting axle (with lifting axle or ECAS valve) Lifting axle valve only TEBS E0 TEBS E2 2 separate lifting axles (with lifting axle or ECAS valve) Lifting axle valve only TEBS E0 TEBS E2 Lifting axle control with LACV-IC – TEBS E2.5 – Traction help TEBS E0 TEBS E0 TEBS E2 Start traction help by means of reverse gear Forced lowering TEBS E0 TEBS E0 TEBS E2 Individual forced lowering of lifting axles OptiTurn (manoeuvering assistance) – TEBS E0 TEBS E2 Start OptiTurn via reversing OptiLoad (Drawbar load reduction) – TEBS E0 TEBS E2 Traction help ‘off-road’ TEBS E1 TEBS E1 TEBS E2 Forklift control – TEBS E2 TEBS E2 Forklift control on 2 lifting axles (change of the main axle) – Internal ECAS function Electronic level control (ECAS 1-point control) – TEBS E0 TEBS E2 Electronic level control ECAS 2-point control with ELEX – TEBS E2 TEBS E2

Electronic level control ECAS 2-point control without ELEX – Unloading level – TEBS E0 TEBS E2 Normal level II – TEBS E1 TEBS E2 Tag axle control with residual pressure maintenance – TEBS E2 TEBS E2 Green warning lamp – TEBS E2 TEBS E2 Deactivation of the automatic level control – TEBS E2 TEBS E2 eTASC support – TEBS E3 TEBS E3 Brake functions Connection ‘Road finisher brake’ TEBS E0 TEBS E0 TEBS E2 Proximity switch for road finisher brake – TEBS E1 TEBS E2 Relaxation function TEBS E1 TEBS E1 TEBS E2 Brake release function (Bounce Control) TEBS E1 TEBS E1 TEBS E2 Brake release function (advanced) – TEBS E2.5 TEBS E2.5 Trailer Extending Control – TEBS E2 TEBS E2 Safety functions Brake lining wear indicator (BVA) TEBS E0 TEBS E0 TEBS E2 Roll Stability Adviser (Trailer Remote Control) TEBS E1 TEBS E1 TEBS E2 Immobilizer – TEBS E1.5 – Additional brake light (Emergency Brake Light) – TEBS E2 TEBS E2 SafeStart – TEBS E2.5 TEBS E2.5 Electronic parking brake – – TiltAlert TEBS E0 TEBS E0 TEBS E2 TiltAlert only with raised tipping body Overload message via indicator lamp Other functions Freely configurable digital function with output TEBS E0 TEBS E0 TEBS E2 Freely configurable analogue function with output TEBS E0 TEBS E0 TEBS E2 Steady positive voltage 1 and 2 TEBS E0 TEBS E0 TEBS E2 Steering axle lock TEBS E1 TEBS E1 TEBS E2 ServiceMind TEBS E2 TEBS E2 TEBS E2 Notebook function TEBS E2 TEBS E2 TEBS E2 Overload message via indicator lamp –

– Shared warning signal for several functions External sensors External axle load sensor TEBS E0 TEBS E0 TEBS E1.5 Second external axle load sensor c-d TEBS E2 TEBS E2 TEBS E2 External nominal value sensor TEBS E0 TEBS E0 TEBS E1.5 Height sensor mechanical suspension – TEBS E0 TEBS E1.5 External systems Trailer Central Electronic support TEBS E0 TEBS E0 TEBS E2 External ECAS support TEBS E0 TEBS E0 TEBS E2 SmartBoard support TEBS E0 TEBS E0 TEBS E2 IVTM support TEBS E0 TEBS E0 TEBS E1.5 ELEX support TEBS E2 TEBS E2 TEBS E2 TailGUARD (all configurations) with ELEX – TEBS E2 TEBS E2 Battery supply / charging – TEBS E2 TEBS E2 GIO terminal extensions through ELEX – TEBS E2 TEBS E2 Connection to ISO 12098 from ELEX – TEBS E2 TEBS E2 CAN-Router / CAN-Repeater CAN communication TEBS E0 TEBS E0 TEBS E1.5 Desired pressure sensor on CAN router/CAN repeater TEBS E2 TEBS E2 TEBS E2

with load-dependent braking pressure regulation, automatic antilocking system (ABS) and electronic stability control (RSS). Trailer vehicles equipped with a trailer EBS E braking system may only be towed by motor vehicles with an extended ISO 7638 plug connections (7-pin; 24 volts; towing vehicles with CAN data line) or with an ISO 7638 plug connections (5-pin, 24 volts; towing vehicles without CAN data line). Only with the TEBS E Multi-Voltage Modulator is a 12 V supply to ISO 7638 also possible. 5.2 Scope of application Vehicles Trailer vehicles with one or more than one axle in classes O3 and O4 according to the directive 70/156/EWG, Annex II with air suspension, hydraulic suspension, me- chanical suspension, disc or drum brakes. Braking systems Power braking system with a pneumatic or pneumatic-hydraulic transmission sys- tem in accordance with the directive 71/320/EEC or ECE R 13 regulation or legal regulations StVZO (applies only in Germany). Single and dual tires For each axle whose rotational speed is sensed, identical tire dimensions and iden- tical numbers of pole wheel teeth must be used. A ratio of tire circumference to number of pole wheel teeth of ≥ 23 to ≤ 39 is per- missible. Example: For a pole wheel with 100 teeth and a rolling circumference of the tire of 3250 mm, the maximum wheel speed that can be processed by the EBS is vwheel max. ≤ 160 km/h. Brake calculation For using the Trailer EBS E, a specific brake calculation is necessary for the vehi- cle or vehicle series. Speak to your WABCO partner. Form ‘Technical vehicle data for the brake calculation for trailers’ Open the WABCO website http://www.wabco-auto.com. Here click on Product catalogue INFORM. Enter the publication number 826 000 472 3 (for German) or 826 000 473 3 (for English) into the Product Number field. Click the Publications radio button. Click on the Start button.

Expertise Expertise Open the WABCO website http://www.wabco-auto.com. Here click on Product catalogue INFORM. Enter the search term Expertise in the Index field. Click on the Start button. Select the search term Expertise from the list. Click the link Publications. Certificate (Language) Subject EB123.10E (en) ABS EB123_supply.1E Additional certificate for 4- to 10-axle vehicles according to ECE R13, Annex 20 EB124.6E (includes ID EB 124.5E) (en) EBS • Extension of ECE R13, series 11, supplement 4 • Annex 1, chapter 3.2.3.1 Electromagnetic Compatibility • Annex 2 CAN Repeater / CAN Router EB167.1E (de, en) RSS for TEBS E and TEBS D according to ECE R 13 Series 11 TUEH-TB2007-019.01 (de, en) Trailer EBS E (ADR/GGVS) RDW-13R-0228 (en) Comparative expert report TEBS D / TEBS E ID_EB158.0 (en) Brake release and relaxation function EB124_CanRou_0E (en) CAN Router Standards Standards Title ISO/TR 12155 DIN 75031 Commercial vehicles and trailer vehicles – Warning devices for manoeuvring – Requirements and tests DIN EN ISO 228 (Part 1 - 2) Pipe threads for connections that are not sealed with the threads ECE R 48 (2008) Directive No. 48 of the Economic Commission of the United Nations for Europe – Uniform conditions for the certification of vehicles regarding the installation of light- ing or light signalling equipment ISO 1185 Road vehicles – Plug connections for electrically connecting towing vehicles and trailer vehicles – 7-pin plug connection Type 24 N (normal) for vehicles with 24 V nominal voltage ISO 4141 (Part 1 - 4) Road vehicles - Multi-wire connecting lines ISO 7638 (Part 1 - 2) Road vehicles – Plug-in connectors for the electrical connection of towing vehicles and trailer vehicles – Part 1: Plug-in connectors for braking systems and braking equipment of vehicles with 24 V / 12 V nominal voltage ISO 11898 (Part 1 -5) Road vehicles – CAN ISO 11992 (Part 1 -2) Road vehicles – Exchange of digital information via electrical connections between towing vehicles and trailer vehicles ISO 12098 Road vehicles – Plug connections for electrically connecting towing vehicles and trailer vehicles – 15-pin plug connection for vehicles with 24V nominal voltage

lator (standard) 2x ABS rotational speed sensor 1- to 3-axle semitrailer / central axle trailer with air suspension, hydraulic or mechanical sus- pension Each control channel has one ABS rotational speed sensor and one TEBS E pressure control channel. All remaining wheels of a vehicle, if existing, are controlled indirectly; Individual brake force control (IR). In this case, each side of the vehicle is provided with the braking pres- sure that is possible based on the road conditions and the brake char- acteristics during emergency braking. 2S/2M+Select-Low valve 1x TEBS E Modu- lator (standard) 2x ABS rotational speed sensor 1x Select Low Valve (SLV) 1- to 3-axle semitrailer / central axle trailer with air suspension, hydraulic or mechanical sus- pension and a steering axle The steering axle is supplied with the respective lower pressure from the pressure control channels via the SLV, so that the axle remains stable even in i-split situations (different friction on each side). 4S/2M 1x TEBS E Modu- lator (Premium) 4x ABS rotational speed sensor 2- to 5-axle semitrailer / central axle trailer with air suspension, hydraulic or mechanical sus- pension Two ABS rotational speed sensors are arranged on each side of the vehicle. Each side of the vehicle is controlled individually. The braking pressure is the same for all wheels on one side. The two wheels on this side of the vehicle with sensors are controlled according to the principle of modified side control (MSR). In this case, the first wheel to lock on one side of the vehicle is the determining factor for ABS control. The principle of individual regulation (IR) is used for the both sides of the vehicle. 4S/2M+1M+Double check valve 1x TEBS E Modu- lator (Premium) 4x ABS rotational speed sensor 1x ABS relay valve 1x Double check valve (SHV) For 2- to 5-axle semitrailers / 2- to 3-axle central axle trailers with air suspension, hydraulic or mechanical suspension and a steering axle Two ABS rotational speed sensors, one SHV and an ABS relay valve are arranged on the steering axle. The steering axle is controlled according to the modified axle regula- tion (MAR) principle and the other axle according to the principle of individual control (IR). 4S/3M 1x TEBS E Modu- lator (Premium) 4x ABS rotational speed sensor 1x EBS relay valve 2- to 5-axle drawbar trailers / 2- to 5-axle semitrailers / 2- to 3-axle central axle trailers with air suspension and one steering axle. Two ABS rotational speed sensors and an EBS relay valve are ar- ranged on the front axle. The steering axle is controlled according to the Modified Axle Control (MAR) principle. The wheel on the steering axle which tends to lock up first is dominant for ABS control. On an additional axle one ABS rotational speed sensor and one TEBS E pressure control channel control each side separately. These wheels are individually controlled (IR).

axles or wheels. Multi-axle units require an almost identical adhesion utilisation on these axles when braking. If not all wheels have sensors, those axles that have the greatest tendency to lock up need to be applied with ABS rotational speed sensors. Multi-axle assemblies with static axle load allocation only should be equipped in such a way (brake cylinders, length of brake levers, etc.) that the wheels of all ax- les reach the locking limit as simultaneously as possible and a directly controlled wheel does not indirectly control more than two wheels or one axle. Lifting axles 2S/2M: Lifting axles must not be sensed. All other system configurations with at least 4S with the exception of drawbar trail- ers: Lifting axles can be fitted with ABS rotational speed sensors e-f. 2 axle vehicles with two lifting axles are supported as a 4S/2M system. TEBS E automatically detects which axle is lifted and uses the axle on the ground as the main axle, see chapter 6.24 ‘Forklift control’, page 115. Tag axles Vehicles with tag axles must be equipped with a 4S/2M+1M or 4S/3M system to prevent the tag axle from locking up. If the frame is more rigid (e.g. box bodies), a 4S/3M system must be used to pre- vent the outside wheel from locking up when braking in corners. Steering axles Constrained controlled axles are to be treated as rigid axles. WABCO recommendation: Trailers with self-steering axles are configured with 4S/3M, 4S/2M+1M or 2S/2M+SLV. If the vehicle is equipped with RSS, one of these configurations must be used to prevent the vehicle from breaking away in a curve when RSS actuates. 2S/2M or 4S/2M EBS systems with steering axles: During the type approval for a trailer, driving tests are to ensure that no impermissible vibrations or course devia- tions occur. The reactions of all available steering axles must be evaluated during an ABS test. If additional stability is required during ABS operation for a self- steering axle, the steering axle should be switched to rigid using the speed switch (ISS).

Modulator ABS rotational speed sensors System axle Control type Trailer c-d Main axle (not lifting) IR/MSR Trailer e-f Additional axle (lifting) MSR ABS / EBS e-f Additional axle, steering axle or lifting axle MAR Legend Driving direction Trailer modulator Double Check Valve (SHV) Sensed wheel (directly controlled) EBS relay valve ABS relay valve Select Low Valve (SLV) Not sensed wheel (indirectly controlled) ABS configurations for semitrailers, central axle trailers, drawbar trailers and dolly Semitrailer and central axle trailer Drawbar trailer

Vehicles with many axles and several TEBS E Modulators On vehicles with 5 to 10 axles, two TEBS E systems can be installed using the CAN router. A 2S/2M and a 4S/3M system can be combined in this respect. An additional CAN router is required to integrate a third TEBS E Modulator. All axles of a TEBS E Modulator can be lifted at the same time without the TEBS E signalling a fault via the warning lamp, see chapter 5.8 ‘System monitoring‘, page 35. ABS configurations for internal loaders (example: Transport of sheets of glass or concrete slabs) These vehicles have a U-frame with no mechanical connection from the left to the right side of the vehicle in the axle region. The trailer modulator must be installed at the front in the vicinity of the pick-up plate and the brake cylinders are connected using brake lines up to 10 m long. Additional relay valves must be used to improve the response time and ABS per- formance. The overview shows the configurations tested in the ABS EB123.10E certificate. As previously, other configurations must be approved by the German Technical In- spection Agency (TÜV) through individual acceptance. Legend SRV Single relay valve DRV Dual relay valve Permissible lengths and diameters for hoses and pipes Semitrailers, central axle trailers, drawbar trailers and dolly Hoses and pipes Min. diameter Max. length Reservoir to trailer modulator ø 12 mm *) *) Reservoir to relay valve ø 9 mm *) *) Trailer modulator to brake cylinder ø 9 mm 6 m Relay valve to brake cylinder ø 9 mm 6 m

Diameter Max. length Reservoir to trailer modulator min. ø 12 mm *) Reservoir to relay valve min. ø 9 mm *) Trailer modulator to relay valve max. ø 9 mm 10 m Trailer modulator to brake cylinder min. ø 9 mm *) 10 m Relay valve to brake cylinder min. ø 9 mm min. ø 9 mm 3 m 3 m *) The length of the hoses and pipes between the reservoir and modulator are only allowed to be long enough for the response time as per ECE R13 annex 6 to be met.

Components / Part number Application / Vehicle type Purpose/Function TEBS E Modulator 480 102 ... 0 (Overview of variants, see chapter 12.1 ‘Pneumatic ports for TEBS E’, page 193) All trailers Control and monitoring of the electro- pneumatic braking system. Side dependent control of the brake cylinder pressures on up to three axles. Control of ABS, RSS etc. TEBS E Modulator with flange-mounted Pneumatic Extension Module (PEM) (Overview of variants, see chapter 12.1 ‘Pneumatic ports for TEBS E’, page 193) 461 513 ... 0 All trailer vehicles with air suspension Pneumatic distribution module with integrated charging valve for the air suspension and integrated overload protection valve. The PEM reduces the number of cou- plings and simplifies the installation of the TEBS E braking system. EBS relay valve 480 207 001 0 (24 V) 480 207 202 0 (12 V) On the front-/rear-axle with drawbar trailers or additional axle with semitrail- ers. 4S/3M systems Control of braking pressures with sens- ing of actual braking values. Electrical actuation and monitoring via TEBS E. ABS relay valve 472 195 037 0 Additional axle on semitrailers 4S/2M+1M systems The braking pressure produced for this axle is not monitored with this configura- tion. The braking pressure of the axle con- trolled directly by the TEBS modulator is used as the control pressure. If the pressure of the TEBS E Modulator is different on either side, the greater pressure is used by means of a Select- High valve. Electrical actuation (ABS function) via TEBS E.

Application / Vehicle type Purpose/Function Park Release Emergency Valve (PREV) 971 002 900 0 (M 16x1.5; with plate) 971 002 902 0 (M 16x1.5) 971 002 910 0 (ø8x1, with pressure test connection) 971 002 911 0 (2x ø10x1; 3x ø8x1) 971 002 912 0 (ø8x1, with plate and pressure test connection) 971 002 913 0 (2x ø10x1; 3x ø8x1) All trailer vehicles Functions of the trailer brake valve and the double release valve combined in one unit (including emergency brake function). Select Low Valve (Double cut-off valve) 434 500 003 0 Vehicles with 2S/2M+Select Low con- trol, e.g. with steering axle. The input pressures are the pressures output by the trailer modulator for each side. The lower pressure is directed to the axle to be braked. Select High Valve (Double check valve/Two-way valve) 434 208 055 0 Vehicles with 4S/2M+1M system for actuating the separate ABS relay valve. The input pressures are the pressures output by the trailer modulator for each side. The higher pressure is fed to the ABS relay valve. ABS rotational speed sensors 441 032 808 0 (0.4 m) 441 032 809 0 (1 m) On the brake mounts of the axles or the main axles. Detection of the movement status of a rotating pole wheel together with the vehicle wheel. Pressure sensors 441 044 101 0 441 044 102 0 On one of the support bellows of the axle to be monitored. On the yellow coupling head. Axle load measurement. Measurement of pressure at the yellow coupling head.

Application / Vehicle type Purpose/Function CAN router 446 122 050 0 (Socket) 446 122 056 0 (Socket; with connection for nominal pressure sensor) 446 122 052 0 (Connector) 446 122 054 0 (Connector; with connec- tion for nominal pressure sensor) Tractor trailers with multiple trailer brak- ing systems (EuroCombis or road trains). Between towing vehicle/trailer interface and TEBS E Modulator(s). Power supply and distribution of CAN signals to multiple TEBS E Modulators. Up to four CAN routers in series can supply up to five TEBS E Modulators. By connecting an optional pressure sensor, the brake/control pressure is measured in the vicinity of the coupling head and is sent as a CAN signal to the TEBS E Modulator(s) connected to the outputs, to guarantee optimal response time even without an EBS towing vehi- cle. CAN repeater 446 122 051 0 (Socket) 446 122 053 0 (Connector) For special vehicles, the cable lengths of which do not correspond with regula- tions, e.g. telescoping low-beds or long- log transporters. Between towing vehicle/trailer interface and TEBS E Modulator. Amplification of the CAN signal to en- sure information supply for the con- nected TEBS E over greater distances. Note: ISO 11992 stipulates that the line in the trailer be maximum 18 m. The cable length for Trailer EBS E together with the CAN repeater can be up to 80 m. Cable Cable overview, see chapter 12.3 ‘Cable overview’, page 201. Connecting components 5.6 Components of the TEBS E Modulator The TEBS E Modulator is controller electronics with four input channels for rota- tional-speed sensors and one CAN interface ‘Towing vehicle’. The components of the modulator are: • An internal pressure sensor ‘Braking pressure’ • An internal pressure sensor ‘Axle load’ • A backup valve for emergency operation if the power fails • Two modulators for controlling the brake cylinders • Two internal pressure sensors for measuring the pressures for the brake cylin- der • One control output for controlling another axle • One internal pressure sensor for monitoring the supply pressure • One lateral acceleration sensor for monitoring the driving stability

tion (terminal 15) and then supplied with power via pin 2 (terminal 30). WARNING Increased risk of accidents due to locking wheels as well as delayed braking effect If the ISO 7638 plug connection to the towing vehicle is not connected, the ABS-, EBS- and RSS-control functions are not available. – Instruct the driver by suitable means with regard to this circumstance (e.g. ad- hesive label, operating instructions). 5.7.1 Function test when switching on or coupling Two seconds after switching on the Trailer EBS E a system check is performed and the solenoids can be heard to briefly switch on and off. If the system check is not audible when the 7 or 5 pin ISO 7638 plug connection is connected, there is a problem in the power supply between towing vehicle and TEBS E (terminal 15, 30 or ground connection of the coiled cable or power cable to the Trailer EBS Modulator). Consequence: The modulator is not supplied with voltage. Remedy: Take great care while you drive to the nearest workshop. 5.7.2 Power supply via stop light (24N) In the event of a failure of the power supply via the ISO 7638 plug connection, the TEBS E braking system can be supplied via an optional stop light power supply (24N) – as a safety function. In accordance with ECE R13, an exclusive supply via the stop light is not permitted. Please note that with the supply via 24N or ISO 12098 while travelling, the function ‘RSS’ and the GIO outputs are not active. This means that ECAS control integrated in TEBS is also missing. If the ECU is only supplied by the stop light while travelling in a braking procedure, the following functions are available: • the load-related braking force distribution (LSV function) • the ABS with limited, delayed control characteristics • the ISS output for actuating a rotary slide valve with RTR function (TASC) • the ECAS RTR function

Semitrailer, central axle trailer with maximum 4S/2M+1M system. Semitrailer, central axle trailer and drawbar trailer with a 4S/3M sys- tem. Purpose The TEBS E Modulator (multi-voltage) 480 102 080 0 can be operated with 12 V towing vehicles as well as with 24 V towing vehicles. TEBS E multi-voltage no longer supports the PLC communication with the towing vehicle common in the US. This may mean that the TEBS E warnings are not dis- played in the dashboard of US trucks. Connection of the TEBS E Modulator (multi-voltage) with the tractor For installation and use in mixed operation, an extra 12 V coded connection socket must be installed in addition to the 24 V coded ISO 7638 connection socket: • 24 V connection socket with CAN signal (446 008 380 2 or 446 008 381 2) Use power cable 449 173 … 0 for connecting the 24 V connection socket for example. • 12 V connection socket without CAN signal (446 008 385 2 or 446 008 386 2) Use a 5-pin (if necessary 7-pin) cable for connecting the 12V connection socket. • 12 V connection socket with CAN signal (446 008 385 2 or 446 008 386 2) Use a 5-pole (7-pole with 12 V CAN support) cable to connect the 12 V connec- tion socket. A 'Y' power cable must be made using a cabling box to connect the 24V and the 12V connection. Multi-voltage capable functions Because there is normally no CAN signal in 12 V towing vehicles, the ‘Brake’ con- trol pressure is only transferred to the trailer pneumatically. The following components can be connected: • External pressure sensors on GIO1 or GIO3 • Buttons and switch inputs (e.g. for road finisher brakes) on the GIO1-7 • Brake lining wear indication (BVA) an GIO1-4 or GIO6-7 • SmartBoard or IVTM on SUBSYSTEM Different GIO functions are available, depending on the TEBS E version. 12 V valves are connected for this purpose.

Lifting axle control Lifting axle valve 463 084 050 0 TEBS E2 4S/2M+1M systems ABS relay valve 472 196 003 0 TEBS E2 4S/3M (drawbar trailer) EBS relay valve 480 207 202 0 TEBS E2.5 ECAS eTASC 463 080 5.. 0 TEBS E3 ECAS Valve rear axle 472 880 072 0 TEBS E4 TailGUARD ELEX TEBS E2 OptiTurn Tag axle valve 472 195 066 0 TEBS E4 Battery operation Multi-Voltage systems can only be connected (via ELEX or directly) to 12 V batter- ies in the trailer. The charging function for the battery is only available while the trailer is supplied with 12 V. The Wake-up function is not available if the vehicle is supplied with 24 V. Connecting 12 V components to GIOs other than those specified in the circuit dia- grams can destroy system components.

Lamp signal indications after turning on the ignition Based on ECE R 13, two reactions are permitted when switching on the ignition and can be defined with the TEBS E Diagnostic Software. Variant 1 The fault indicator / warning lamp in the towing vehicle illuminates after switching the ignition on. If no current fault is detected, the fault indicator / warning lamp goes out after approx. 2 seconds. Trailer EBS E is operational. If a current fault was detected, such as a sensor error, the fault indicator / warning lamp remains on. If a sensor fault was detected during the last drive, the warning lamp / fault indica- tor goes out at speeds v > 7 km/h. If the warning lamp / fault indicator does not go out even after starting to drive, the driver must have the fault rectified at a workshop. Variant 2 The fault indicator / warning lamp in the towing vehicle illuminates after switching the ignition on. The warning lamp / fault indicator goes out at v ≥ 7km/h. If the warning lamp / fault indicator does not go out even after starting to drive, the driver must have the fault rectified at a workshop. Warnings and system messages If the amber or red fault indicator / warning lamp on the instrument panel lights up or flashes while driving, a warning or system message is indicated. Amber fault indicator / warning lamp: Controlled by pin 5 of the ISO 7638 plug connection and via CAN bus Red fault indicator / warning lamp: Controlled via the CAN bus of the ISO 7638 plug connection Any events that occur during operation are stored in the Trailer EBS E and can be read out in the workshop using the TEBS E Diagnostic Software. The fault indicator / warning lamp must be monitored by the driver. If the fault indicator / warning lamps are illuminated, a visit to the workshop is nec- essary. The instructions on the display must be observed if applicable. The faults are displayed according to the fault's priority level. The priority level of the faults is grouped into five classes: Class 0: Minor, temporary faults are indicated by an amber fault indicator / warning lamp. Class 1: Medium severity, which cause partial functions (e.g. ABS) to be deacti- vated, are indicated by an amber fault indicator / warning lamp. Class 2: Severe faults in the braking system are indicated by a red fault indicator / warning lamp. Class 3: Minor faults that can cause deactivation of GIO functions (such as speed signal) are indicated by the amber fault indicator / warning lamp flashing after the respective function is engaged. Class 4: Minor faults that can cause deactivation of GIO functions (such as the remote control unit). There is no indication through the fault indicator / warning lamp.

The power supply via ISO 1185 (24N, light) or ISO 12098 is provided as a safety function in order to maintain important control functions in the event of a power supply failure from the ISO 7638 plug connection. If the ISO 7638 plug connection fails completely, warning via pin 5 is not possible. If the connection via pin 5 is intact, the fault indicator / warning lamp is actuated and the driver is warned. Warning signal sequences in the event of unspecified faults in accordance with ECE R 13 Following the switching on procedure and the warning indicator / warning lamp test, the fault indicator / warning lamp will flash in the event of non-specified faults in ac- cordance with ECE regulations. The fault indicator / warning lamp is no longer illuminated when the vehicle's speed exceeds 10 km/h. The following states can cause the fault indicator / warning lamp to flash: • Immobilizer activated • Electronic parking brake activated • Service interval reached (BVA brake lining wear indicator) • Brake lining worn • Current class 3 faults (e.g. ECAS faults) • Loss of tire pressure (IVTM) Warning signal with ignition on without detecting motion TEBS E switches the warning lamp / warning indicator on 30 minutes after the igni- tion has been turned on if no speed is detected via the wheel sensors. This func- tion results in incorrect messages when on a trailer with many axles and several TEBS E all axles of one TEBS E are lifted. With TEBS E4 or higher. tab 8, General functions can be used to con- figure by means of parameters that TEBS E only signals a warning if no wheel speed is detected even though an axle load is detected. Alternatively the previous function (warning after 30 minutes) can be set. Supply pressure monitoring Application Integrated function in the TEBS E Modulator. Purpose Monitoring the supply pressure by TEBS E. Function Fault indicator / warning lamp: If the supply pressure drops below 4.5 bar in the trailer vehicle, the driver is warned by the fault indicator / warning lamp (red and amber) switching on. If this is the case while in motion, a message is also saved in the diagnostic memory. The fault indicator / warning lamp only goes out if the sup- ply pressure exceeds 4.5 bar again.

The vehicle can no longer be braked by means of the service brake. If the pres- sure at the coupling head is below 2.5 bar, the vehicle is automatically braked by the spring chambers. – As soon as the fault indicator / warning lamp (red and amber) is illuminated, the vehicle must be stopped and parked in a safe location. – The pressure supply must be checked and a repair service must be called when necessary. 5.8.2 Pneumatic redundancy In the event of a system fault, which requires a (partial) shut-down of the overall system, the pneumatic control pressure is switched through to the brake cylinder directly, however without consideration of the axle loads (LSV). The ABS function is maintained to the greatest possible extent. Fault indicator / warning lamp: The driver is notified of the system status by an il- luminated red fault indicator / warning lamp.

via the yellow coupling head. The backup valve, integrated in the TEBS E modula- tor and separates the control pressure from the pressure control circuits in normal operation, remains open. When the Trailer EBS E is functional, the backup valve is pressurised at the begin- ning of a braking procedure and therefore the control line from the yellow coupling head is disconnected from the pressure control of the Trailer EBS E modulator. Now, based on the nominal value recognition and then load, the pressure regula- tion is controlled via the pressure control circuit. 5.9.1 Nominal value detection The braking request issued by the driver is referred to as the nominal value. If the trailer is towed by an EBS towing vehicle with a 7-pin (ABS) plug connection according to ISO 7638, the TEBS E gets the nominal value from the EBS vehicle via the trailer interface (CAN). If no nominal value is available via the trailer interface, e.g. when operating the trailer vehicle behind a towing vehicle with a convention braking system, a nominal value is created by measuring the control pressure on the yellow coupling head. This is either done via the nominal value pressure sensor that is integrated in the TEBS E Modulator or installed externally. The external nominal value pressure sensor is especially recommended with exceptionally long trailer vehicles to ex- clude the delay caused by long lines. To enable the pressure in the trailer vehicle to build up as quickly as possible, the nominal value received via CAN (ISO 7638, pin 6 and 7) is always prioritised for control purposes. In order to adapt the brake forces to various loading conditions, the axle loads on vehicles with air suspension and vehicles with hydraulic suspension are measured by sensing the bellows pressures. For mechanically suspended vehicles, the load status is determined by measuring the compression travel with one height sensor or two height sensors see chapter 5.9.2 ‘Load Sensing Valve (LSV)’, page 40. Nominal value via CAN with 12 V For TEBS E2 it can be configured whether or not the data from the CAN bus should be ignored when the supply voltage is less than 16 V. Activation is done via tab 8, General functions.

Vehicle type All trailers, particularly where there is a great distance between yellow coupling head and TEBS E Modulator. Purpose Improving the response time in towing vehicles without EBS (no CAN signal). Installation In the control line on the front of the vehicle or directly on the CAN router or CAN repeater see chapter 5.5 ‘Description of the components of the electropneumatic braking system’, page 29. A desired value pressure sensor cannot be connected to the ELEX. Components Component Figure Part number TEBS E Modulator (Premium) 480 102 06. 0 Nominal value pressure sensor (0 to 10 bar) Use only at the responsibility of the vehicle manufacturer, depending on the vehicle construction. Assignment of the GIO connections is determined using the TEBS E Diagnostic software. 441 044 101 0 441 044 102 0 Cable for desired pressure sensor 449 812 ... 0 CAN-Router or CAN-Repeater A precise description of the CAN-Router and CAN-Repeater can be found in the corresponding documentation see chap- ter 4 ‘Introduction’, page 12 => ‘More in- formation’ section. CAN- Repeater CAN-Router 446 122 05. 0 Overview of variants, see chapter 5.5 ‘Description of the components of the elec- tropneumatic braking system’, page 29 Parameter setting Activation is done via tab 8, General functions.

1-circuit Axle load determination Vehicle type Trailers with all suspension types. Purpose Trailer EBS E includes a load-dependent braking pressure control, with which the braking pressure is adapted to the load status. Characteristic curves are stored based on the braking calculations via the parameter settings. The current load status is determined by sensing the air-suspension bellows pres- sure, the hydraulic pressure, by evaluating the compression travel with mechanical suspension or derived from the rotational speed differentials of the wheel speeds in two axles sensed with rotational speed. Semitrailers and drawbar trailers are controlled differently. 2-circuit Axle load determination (right/left) Vehicle type Trailer vehicles with separate hydraulic suspension or air suspension per side. Purpose This function enables the creation of a right-left average value of the axle loads. This improves the braking behaviour of the trailer (more precise determination of the actual load status). An additional axle load sensor is installed on the main axle c-d, which must be set in the TEBS E Diagnostic Software as a second External axle load sensor c-d. Determining the axle loads The axle load of main axle c-d can be determined with the following options: • Measuring the air spring pressure with a pressure sensor integrated in the modulator with air-suspension vehicles • Measuring the air spring bellows pressure using an external pressure sensor for air/hydraulically suspended vehicles (External axle load sensor c-d) • Measuring the compression travel with a height sensor for mechanically sus- pended vehicles The axle load of additional axle e-f can be determined with the following options: • Measuring the bellows pressure using an external pressure sensor for air/hydraulically suspended vehicles • Measuring the compression travel with a height sensor for mechanically sus- pended vehicles (External axle load sensor e-f) • Determining the axle load via slip detection in 4S/3M systems Safety function ‘Vehicle on buffer’ If the bellows pressure is less than 0.15 bar and less than 50 % of the defined empty bellows pressure (always the lower value), the LSV characteristic curve ‘Laden’ is controlled because the vehicle frame is probably resting on the buffer of the axle and no reliable conclusion can be drawn regarding the load status.

In this example, the nominal value or control pressure (pm) increases in the application range from 0 bar to 0.7 bar. With this control pressure, the braking pressure (pcyl) increases from 0 to 0.4 bar. At 0.7 bar, the response pressure in the wheel brake is reached and therefore the vehicle can start to build up braking force from that point on. This point, being the response pressure of the entire trailer brake, can be set in the parameters within EC braking bands. The braking band indicates, in which range the decel- eration (in %) must be situated at a certain control pressure pm. As the sequence continues, the braking pressure fol- lows a straight-line characteristic when the vehicle is laden. This line takes it through the calculated value at 6.5 bar. When the vehicle is unladen, the response pressure is also applied at 0.7 bar. Afterwards, the braking pres- sure is reduced relative to the load. The response pressures of the brakes are once again output at the limit of the application range. These pres- sures may also differ from one axle to another. In the partial braking range pressures are delivered for opti- mum wear. In a drawbar trailer with type 24 cylinders on the front axle and type 20 cylinders on the rear axle, for exam- ple, the pressure at the front axle is slightly reduced and that at the rear axle is slightly increased in accor- dance with the configuration. This ensures that the load is distributed evenly between all wheel brakes and is more exact than the function of the adapter valve used with conventional braking systems. In the stability range, the pressures are output in such a way as to ensure the same adhesion utilisation (possi- ble adhesion utilisation) as a function of the axle load.

Generally, the definition of a linear characteristic is sufficient. In special cases a special characteristic can be defined by means of an additional characteristic point. By default, three values are preset: Application range Wear range Transition range (optional) Stability range Pressure at the yellow coupling head (Control pressure or nominal value) p ≤ 0.7 bar 0,7 bar < p ≤ 2.0 bar 2,0 bar < p ≤ 4,5 bar 4,5 bar < p ≤ 6.5 bar Calculated deceleration of the vehicle 0 % at 2 bar: 12,6 % at 4.5 bar: 37 % at 6.5 bar: 56,5 % The braking pressure level control is adapted proportionally to the measured vehi- cle load. The aim is to achieve a deceleration of 55 % during all loading conditions and when the pressure at the yellow coupling head (control pressure or nominal value) is 6.5 bar. Pressure sensor for hydraulic suspension The pressure sensor has to be selected based on the pressures that occur. The signal output must be linear between 0.5 and 4.5 V. Hydraulic Pressure: 0 bar = 0.5 V Maximum system pressure = 4.5 bar Various manufacturers supply matching pressure sensors, such as WIKA (Model 894.24.540 with measuring range of hydraulic pressure 25 to 1000 bar) or Hydac (pressure transducers HDA4400, range of measurement 250bar). Next to the pressure range, the pin assignment on the electrical port must be checked. Example Hydraulic bellows pressure ‘unladen’ = 50 bar Hydraulic bellows pressure ‘laden’ = 125 bar The pressure input for the TEBS E LSV parameters ‘laden’ and ‘unladen’ is sought after. Default Search for hydraulic pressure sensor, which corresponds with the measuring range from 125 bar. ‘Hydraulic’ pressure sensor: 0 to 250 bar => 0.5 to 4.5 V WABCO standard EBS pressure sensor ‘pneumatic’ as comparison value: 0 to 10 bar => 0.5 to 4.5 V Calculation Range of measurement 250 bar: WABCO standard EBS pressure sensor 10 bar = 25 bar Parameter value for bellows pressure ‘laden’ => 125 bar / 250 bar * 10 bar = 5 bar Parameter value for bellows pressure ‘unladen’ => 50 bar / 250 bar * 10 bar = 2 bar Conversion of the hydraulic pressure into the pneumatic reference pressure is carried out in the TEBS E Diagnostic Software and simpli- fies the setting of parameters. Deviations in the calculation of the parameter values are also pro- duced by rounding or down within the binary numeric system.

Vehicle type Vehicles with leaf-spring suspension (mechanical suspension). Purpose Determining the axle loads Function The axle load information for the LSV function is derived from the compression travel of the axle combination. ECAS height sensors are used for this purpose. In this particular case of application the sensor delivers a signal that is proportional to the suspension travel and therefore the current axle load. Further information see chapter 5.9.2 ‘Load Sensing Valve (LSV)’, page 40. Connecting the components Extract from diagram 841 802 154 0 Item Component Figure Part number 1 TEBS E Modulator (Premium) Installation: Possible on front or rear axle. 480 102 06. 0 2 Height sensor Installation: Height sensor A on axle c-d; height sensor B on axle e-f 441 050 100 0 3 Linkage (available in different lengths) 441 050 71. 2 4 Lever (extending the height sensor lever) 441 050 718 2 441 050 641 2 5 Cable for height sensor 449 811 ... 0

Parameter setting Definition of a vehicle with mechanical suspension is carried out via tab 2, Vehicle. The GIO port for the height sensor is specified via tab 11, Connectors. Calibration Information on calibrating, see chapter 9.4.1 ‘Calibration for vehicles with mechani- cal suspension’, page 170. 5.9.3 Pressure control The pressure control circuits take the set point pressures specified by the LSV function and convert them into cylinder pressures. The TEBS E Modulator takes the actual value pressures measured at the output of the relay valves and compares them with the nominal pressure specification. If there is a discrepancy, this is compensated for by actuating the inlet or exhaust solenoids of the modulator or the 3rd modulator. If the measured supply pressure exceeds 10 bar, pressure control and ABS control is deactivated and braking is done via the backup alone. In accordance with the EC- and ECE guidelines, a maximum of 8.5 bar supply pressure is permitted in the trailer. Pneumatic predominance and Predominance via CAN For fine-tuning and harmonizing of brake pad wear, a predominance can be de- fined. The values for the pneumatic predominance and CAN predominance can vary. Parameter setting A predominance is entered via tab 3, Brake data.

Purpose To protect the wheel brake from overload (added force) when the service and spring chamber brake are actuated simultaneously. Connecting the components The anti-compound relay valve is already integrated in the PEM: If there is no PEM available, overload protection must be ensured using a separate anti-compound relay valve: Item Component Figure Part number 1 TEBS E Modulator 480 102 0.. 0 2 Anti-Compound Relay Valve 973 011 ... 0 3 PEM 461 513 0.. 0

Vehicle type All trailers Purpose Prevents locking one or more wheels. Function The ABS control logic determines from the wheel rotation speed whether one wheel or more wheels can be locked and decides whether to decrease, maintain, or increase the braking pressure on it. ABS rotational speed sensors Only the signals from ABS rotational speed sensors c-d and e-f are evaluated for the ABS control logic. In all ABS configurations (see chapter 5.4 ‘ABS configurations’, page 24) additional brake cylinders for other axles can be connected to the existing modulators, be- sides the brake cylinders on the wheels with sensors. These indirectly controlled wheels do not send any information to the TEBS E. Consequently it is not possible to guarantee that these wheels will not lock. Semitrailers, central axle trailers and dolly The main axle, which is not allowed to be a lifting, steering- or tag axle, always has the c-d ABS rotational speed sensors. The e-f ABS rotational speed sensors are fit- ted on the other axle or on the semitrailer axles that can be lifted. As of TEBS E4 there is exception in the regard for 2-axle central axle vehicles with 2 lifting axles. Here one or the other lifting axle can be raised to balance the vehicle in the event of an uneven load. The re- spectively other axle then becomes the main axle. Drawbar trailer The axles with sensors are not allowed to be either a lifting or tag axle with c-d ABS rotational speed sensors or e-f ABS rotational speed sensors. The c-d ABS rotational speed sensors must always be put on the modulator side. In this case the modulator can either be installed at the front, on the drawbar or at the rear. The status of the lifting axles is read by the ABS control logic. This means that lift- ing axles with sensors no longer causes speeds to decrease under ABS control. If the lifting axle is raised, speed information from this axle is not considered when controlling. Tire sizes For optimum function of the ABS control logic it is necessary to parameterise the installed tire dimensions. A deviation to the defined tire dimensions of +15 % / -20 % is permissible if this af- fects all wheels with sensors to the same extent. An individual wheel may only de- viate from the parameterised tire dimension by a maximum of 6.5 %. Parameter setting The tire size is entered via tab 3, Brake data.

Trailers of class O4 with up to 3 axles with air suspension, which are certified as of July 2010, must be equipped with a stabilisation function according to European legal requirements. RSS is mandatory as of July 2011 when certifying a vehicle for the first time. With WABCO RSS, all legal requirements concerning safety and traf- fic are met. Vehicle type All trailer vehicles Purpose Roll Stability Support is a function integrated into the EBS, which introduces the brake application as a preventative measure when there is a danger of tipping, to stabilise the vehicle. Function The RSS function uses the input values of the Trailer EBS E, such as wheel speeds, loading information, and target deceleration, as well as a lateral accelera- tion sensor that is integrated into the TEBS E Modulator. For this purpose, test pressure activations are performed for restricted periods at low pressure if the calculated lateral acceleration critical for tilting is exceeded in the trailer. The duration and magnitude of the pressure depend on the lateral ac- celeration sequence. The risk of overturning is detected on the basis of the wheel reaction of the wheels braked during a test. If a danger of tilting is detected, brake application at high pressure is initiated in the trailer vehicle at least on the individually controlled (IR) outside wheels in order to reduce the vehicle speed, lateral acceleration, and therefore the danger of tilting or to prevent overturning. The braking pressure for the wheels on the inside of the curve is largely unchanged. As soon as there is no danger of tipping, the RSS brake application is ended. On an axle with a modified axle control (MAR), depending on the system it may not be possible to control the braking pressure differently for ‘right/left’. In this case, Select-High control is actuated when a danger of tipping is detected. RSS control is started in unbraked or partially braked driving mode. The RSS con- trol is deactivated if the driver brakes heavily enough (deceleration above the level of RSS deceleration). If the driver defines a pneumatic or electrical nominal braking value for the trailer while an RSS control is taking place, and this is higher than the RSS control, the RSS control is interrupted and the respective nominal value is used for the braking procedure. The type of pressure control for the wheels on axle e-f depends on the vehicle type and the ABS system configuration.

Comment • Semitrailer with trailing steering axles with 4S/3M, 4S/2M+1M or 2S/2M+SLV • The MAR axle generally brakes with lower or equal pressure to ABS control (for the cornering stability of adhesion-steered axles). • Drawbar trailer with 4S/3M • Semitrailer without trailing steering axle or central axle trailer with 4S/3M or 4S/2M+1M • During RSS control, the behaviour of the wheel on the inside of the curve is not considered in the ABS logic. • As long as the inside wheel of the MAR axle is not yet lifted, the MAR axle will be braked with low pressure in order to avoid tire flat spots. • If the inside wheel of the MAR axle lifts, i.e. indicates a tendency to lock up at low pressure, the pressure in- creases – depending on the behaviour of both outside wheels. • The output pressure on the MAR axle can be reduced at the outside wheel by ABS control requirements. • Vehicles with adhesion-steered steering axle with 2S/2M+SLV (Steering axle controlled via a Select Low Valve), 4S/2M+1M or 4S/3M+EBS/ABS (Steering axle MAR-controlled). • RSS on vehicles with adhesion-steered steering axle is only possible with adjacent system configurations. • An adhesion-steered trailing steering axle must be clicked on in the TEBS E Diagnostic Software. Setting the sensitivity of the RSS function for vehicles where tilting is critical The sensitivity of the RSS function can be set in the TEBS E Diagnostic Software. Several TEBS E in a special vehicle or a road train that communicate with one another via CAN routers, coordinate their RSS interventions. This increases the stability of the vehicle combination. 5.9.7 Standstill function Application Integrated functions in the TEBS E Modulator. Purpose To avoid unnecessary current consumption if the vehicle is parked with the parking brake applied and the ignition switch actuated. Function When the vehicle stops, braking is done via the redundancy circuit only. The elec- tro-pneumatic pressure control is deactivated. The function is deactivated as soon as the drive begins (v > 2.5 km/h).

Application Integrated function in the TEBS E Modulator. Purpose Applying the maximum possible brake force. Function If the braking wish of the driver (electrical or pneumatic) is greater than 90 % of the available supply pressure or > 6.4 bar, i.e. panic braking is evident, a steady in- crease of braking pressure is applied up to the characteristic curve of the laden ve- hicle and up to the possible intervention of ABS control. The emergency braking function is deactivated again once the braking wish drops below 70 % of the available supply pressure. 5.9.9 Test mode Application Integrated function in TEBS E Modulator. Purpose Checking the LSV characteristic curve in a stationary vehicle. Function In this test mode, automatic load-dependent brake force control can be checked depending on the hose coupling pressure and the current axle load or the current bellows pressure. The standstill function and the emergency brake function are deactivated for test purposes. Simulation start – Switch the ignition on with the control line depressurised (service brake system and parking brake system of towing vehicle not actuated), to switch the elec- tronic braking system into test mode.  The standstill function and the emergency braking function are switched on as soon as the vehicle is moving. As soon as the vehicle exceeds 10 km/h, the test mode ends. Vehicle laden simulation The ‘Laden’ status can be simulated when the vehicle is unladen by depressurising the support bellows (< 0.15 bar) or lowering the vehicle onto buffers. Correspond- ing with the safety function ‘Vehicle on buffer’, the full braking pressures are pro- duced. Mechanical suspension: Unhook the linkage for the height sensor and turn the lever to the position that corresponds with the spring-deflected vehicle. Simulation by diagnosis The TEBS E Diagnostic Software can be used to simulate these safety functions via the Control menu.

5.10.1 Odometer Vehicle type All trailer vehicles Purpose The Trailer EBS E is equipped with an integrated odometer which measures the distance travelled during operation. The precision is determined with the tire size relative to the defined tire size. The odometer requires operating voltage. If the TEBS E is not supplied with volt- age, the odometer does not work either and is therefore not secure against tamper- ing. If a SmartBoard is installed, the distance travelled is also recorded here - inde- pendently of the TEBS E. This odometer keeps working even when the TEBS E is not supplied with voltage. Since the odometer in TEBS E counts the average values of all wheels, whereby the odometer in the SmartBoard counts distance on wheel sensor c, different tire circumferences (tire wear) can cause the odometer to vary. No Y-cable is necessary for connecting the wheel sensor c to the SmartBoard, since the connection is already integrated in the SmartBoard cable. The following individual functions are possible: Total odometer The total odometer records the entire distance covered since initial installation of the TEBS E system. This value is saved regularly and is read via the TEBS E Diagnostic Software or via the SmartBoard (Sub-menu ‘Odometer’). Daily odometer The trip odometer can determine the distance travelled between two service inter- vals or within a specific time span. Reading and deleting the daily odometer is possible e.g. with the TEBS E Diagnos- tic Software or the SmartBoard. No special calibration of the trip odometer is necessary. A calibration factor is cal- culated on the basis of the tire tread circumferences and the number of teeth of the pole wheel from the EBS parameters. Parameter setting Tire circumference and number of teeth on the pole wheel are entered in tab 3, Brake data. When a modulator is replaced the odometer reading of the new unit can be increased to adjust it to the mileage of the vehicle. Reducing the odometer reading is not possible. The settings are made via the TEBS E Diagnostic Software using the Tools, Increase odome- ter reading.

Vehicle type All trailers Purpose The service signal is there to remind the driver that service work is due to be per- formed. Fault indicator / warning lamp: When the vehicle has covered a defined distance (e.g. 100,000 km), the warning indication / warning lamp (amber) will be activated to show 8 flashes when the ignition is switched on again (while stationary or while driving). The flashing is repeated each time the ignition is actuated. Additionally the service notices is stored in the operating data recorder integrated in the ECU. If the service work has been completed successfully, the service signal should be reset via the TEBS E Diagnostic Software (Tools, Service interval). If the vehicle reaches the next defined service interval (e.g. 200,000 km), the ser- vice signal is generated again. Parameter setting The service signal is not active in the factory default settings of the TEBS E Modu- lator. Activation and entering the interval is done via tab 8, General functions. 5.10.3 ServiceMind Vehicle type All trailers Purpose The GIO operating hours counter (ServiceMind) sums up the operating times of monitored GIO input signals and the outputs switched by the TEBS E (e.g. ECAS stand-by times). Fault indicator / warning lamp: Upon achieving the predefined operating times, an even (service notice) can be started and can be displayed via the TEBS E Di- agnostic Software or SmartBoard. Optionally, the event can also be output via the fault indicator / warning lamp (amber, ABS) or via an external warning lamp at- tached to the trailer. As soon as the service notice is displayed, the respective ser- vice should be performed on the vehicle. Parameter setting The ServiceMind input is entered via tab 8, General functions. Service name: You can assign a name to display in the SmartBoard for the moni- toring function. Service interval (hours): Enter a sensible interval time for the selected compo- nent/function here. Service interval can be reset: The right to reset the service interval on the start page in the TEBS E Diagnostic Software (Tools, Service interval) here or via the SmartBoard. The counter can always be reset via the TEBS E Diagnostic Software. Service interval can be changed: Here the right can be granted to reset the service interval on the start page in the TEBS E Diagnostic Software (Tools, Service inter- val) or via the SmartBoard. Input signal, Internal signal: Here you can use the dropdown menu to assign the corresponding GIO function to the internal signal (see table below). You can define whether the operating time of the function should be recorded when it is active or inactive.

activated) must be assigned to the analogue signal and it must be specified whether the operating time should be recorded above or below this value. Display with ABS light / Display with external signal light: Here you can select whether the warning should be indicated via the fault indicator / warning lamp (am- ber, ABS) and/or via an external warning lamp attached to the trailer. Components The following components can be used for indication and operation: Component Figure Part number SmartBoard (optional) 446 192 110 0 Cable for SmartBoard (optional) 449 911 ... 0 External green warning lamp (optional) 446 105 532 2 5.10.4 Axle load output Axle loads can be output to the towing vehicle via the CAN ports, to the Smart- Board / Trailer Remote Control via SUBSYSTEMS. The display in the towing vehicle depends on the support or activation of the ‘Trailer axle load display’ function. TEBS E generally provides this information. In the case of vehicles with mechanical suspension, however, the accuracy is re- stricted by the construction. The axle load is not output and is not stored in the operating data record (ODR) if the following conditions apply: • Drawbar trailer with only one axle load sensor on the axle c-d. • Vehicles with lifting axles that are not controlled by TEBS E (mechanical control, control via Trailer Central Electronic or external ECAS). • On semitrailers with a tag axle and no additional pressure sensor. For drawbar trailers with 4S/3M, an additional pressure sensor must be installed on a support bellow of the second axle to detect the axle loads. An additional axle load sensor can be installed on semitrailers with 4S/2M+1M and 4S/3M to increase the precision of the measurement. In the absence of additional axle load sensors, the single axle load is distributed evenly over all axles. The installation of an additional axle load sensor is described in the following chap- ter, see chapter 6.8 ‘External axle load sensor’, page 81. Transfer of the axle load to the towing vehicle via CAN is configured as default in the TEBS E and can be displayed in the dashboards of most towing vehicles. If in the case of trailers with two axle load sensors the loading state output is not indicated correctly in the towing vehicle, the transfer of the CAN messages can be adjusted.

EBS22: No message with the total load from the sum of the single axles is trans- mitted to the towing vehicle. RGE22: The individual loads of the axles are not transmitted to the towing vehicle. Transmission of both messages is the default setting. In some towing vehicles faults can occur if the transmitted data appears implausi- ble. One of the messages should be deactivated where this is the case. Calibration of the axle load output In order to attain higher precision for the axle load output, the output can be cali- brated via the SmartBoard. The calibrated value is transferred to the towing vehicle via the ISO 7638 port and also displayed on the SmartBoard. For calibration, an additional characteristic curve based on the weights of an unladen, partially laden and fully laden vehicle. A 3-point characteristic curve is stored in TEBS E. A detailed description can be found in the ‘SmartBoard – Sys- tem description’ see chapter 4 ‘Introduction’, page 12 => ‘More information’ section. The calibration procedure has been improved so that a message is not stored in the diagnostic memory in the event of a failed calibration. Optionally 1, 2 or 3 points can be calibrated. Each value can be changed separately, significantly improving the accuracy of the indica- tion. Once a value has been calibrated it is immediately integrated in the characteristic curve for the axle load output. The calibrated minimum/maximum values may only deviate up to max 20 % from the characteristic curve defined by LSV. The calibrated values for the unladen, partially laden and laden vehicle must not be below a defined minimum distance from one another (minimum of 10 %). The bellows pressure changes slightly when the vehicle height is changed. Prior to calibration, the vehicle height should therefore be adjusted to the height subse- quently relevant for the axle load output. Generally this will be the normal level. Because the air bellows' properties change over the service life, a recalibration may be required. Please note that a calibration already started via the SmartBoard must also be con- cluded, otherwise a fault message is issued. Fault indicator / warning lamp: Optionally it is also possible to program the unit in the SmartBoard so that the fault indicator / warning lamp (red) flashes on the SmartBoard when the axle load reaches 90 % and 100 % to indicate the danger of overloading, when loading particulate material for example. Components The following components can be used for indication and operation: Component Figure Part number SmartBoard 446 192 11. 0

449 911 ... 0 Additional axle load sensor (optional) Cable for axle load sensor (optional) 5.10.5 Notebook function Vehicle type All trailers Purpose The notebook function enables the viewing of manual processing and saving for TEBS E data (e.g. listing the installed components) or vehicle data (Service history, e.g. rectified faults, last service date). The data is stored in table format in the memory of the TEBS E. Using the function – Call up the function via the TEBS E Diagnostic Software => (Menu Tools, Note- book). The Notebook function does not require any additional parameter setting or ac- tivation. Read data – To read data from the ECU, press the Read from ECU button. – To read data from a prepared PC file (CSV file), press the Read from file button. CSV file: You can create this file on your PC (using a spreadsheet program for example). The data must be alphanumeric (no formatting or special characters). In total, the storage space based on the number of characters takes up approximately page of A4, which can be divided into a maximum of 10 columns. Editing data – If necessary, edit the data using the TEBS E Diagnostic Software in the input mask. Writing data to the ECU – To save data in the ECU, press button Write to ECU. To save data in your PC, press button Write to file. 5.10.6 Operating data record (ODR) Purpose Saving various data to document vehicle operation and enable conclusions to be drawn concerning vehicle handling. This operating data can be evaluated using the ‘ODR-Tracker’ PC analysis tool. The operating data recorder is split into ‘Historical data’ (trip accumulator, histo- grams) and the event recorder.

password can be assigned by the TEBS E Diagnostic Software (ODR, password management). Statistical data The statistical data is stored as sums or mean values throughout the unit's service life or starting from the last time the Operating Data Recorder (ODR) was erased. Statistical data is: • Operating hours • Number of trips • Average load • Overload counter (trips) • Average braking pressure • Number of brake actions • Number of brake applications with pressure on yellow coupling head (without CAN connection) • Number of braking applications in 24N operation • Number of brake applications with anti-jackknifing brake • Number of park brake actuations • Odometer and operating hours since the brake linings were last replaced • Data pertaining to air suspension system and lifting axle activation • Number of RSS brake applications or critical lateral acceleration Trip accumulator A trip has a driving route of at least 5 km and a minimum speed of 30 km/h. The trip accumulator stores data from the last 200 trips. The following data is recorded per trip: • Kilometres at start of trip • Distance driven in kilometres • Operating hours at start of trip • Driving hours • Maximum speed • Average speed • Average control pressure • Brake actuations • Braking frequency • Aggregate load at beginning of trip • ABS brake applications • RSS interventions, stage 1 (test brake) • RSS interventions, stage 2 (deceleration brake application) If a SmartBoard is connected, the trips are provided with time and date information. Date and time can also be transferred from the towing vehicle. Up to 600 trips can be stored. The average lateral acceleration is additionally stored in curves per trip.

stantly captured during operation. Histograms represent the frequency of events with the respective measured values. This enables one, for instance, to determine whether the driver applied the brake in a forward-thinking manner, softly or rather more sharply on the basis of the distri- bution of brake actions in classified braking pressure ranges. The following histograms can be retrieved: Aggregate load (sum of all axles) Recording the kilometres travelled per combined multi-axle class Axle load (axle load for one axle) Recording the kilometres travelled per combined axle load class Braking time Recording the braking time per class and the maxi- mum occurring pressure Control pressure Recording the braking requests per class and the maximum occurring pressure Braking pressure Recording the executed braking pressures per class A detailed description of the histograms can be obtained from the ODR Tracker operating instructions, see chapter 4 ‘Introduction’, page 12 => ‘More information’ section. Event recorder The event recorder stores the number of events (a maximum of 200), i.e. braking system events. Each event is saved in the TEBS E Modulator, together with the time of occurrence (only in SmartBoard) and the odometer reading at that time. Such events can include: • ABS interventions • RSS interventions • Warning display illuminated • Messages • Manual deactivation of TailGUARD • Immobilizer events • events definable by GIO parameter settings (e. g. if a connected door contact switch indicates the opening of a door) Up to 700 events are stored and these also include any diagnostic messages.

Component Part number ODR Tracker program (on USB stick for use with computers having Windows operating systems). Available memory see http://www.wabco-auto.com, Diagnosis WABCO System Diagnostics, Overview of product numbers

TEBS E Modulator and other components. Normally, a TEBS E modulator (Pre- mium) is required for these functions, see chapter 4.2 ‘Overview of functions’, page 19.. Introduction to GIO GIO means Generic Input/Output and designates programmable inputs and out- puts. The Standard variant of the Trailer EBS E Modulator has 4 GIO slots, the Premium variant has 7 GIO slots. It is possible to use the GIO functions to activate various additional functions in the trailer modulator. More GIO slots are made available via the ELEX electronic expansion module , see chapter 7.1 ‘Electronic expansion module (ELEX)’, page 126, to enable additional components to be connected. The standard functions are allocated (preset) with the TEBS E Diagnostic Software. Many are multi-use functions (e.g. integrated lifting axle control, speed switch ISS, steady positive voltage). The parameter settings can be used to assign different functions to the GIO slots. Parameter definitions can also be used for choosing whether cable breaks should be monitored on outputs for safety reasons. If a load is connected to a GIO output with no parameterised function, a fault is detected. All GIO slots have at least one switching output (power stage) and one ground con- tact. The other two pins are assigned differently. The implication is that not all func- tions can be utilised on all slots to the same extent, see chapter 12.2 ‘Pin assign- ment TEBS E Modulators and ELEX’, page 195. The maximum charge for all GIO switching outputs is 1.5 A. GIO functions are available if the system is supplied with sufficient voltage and is fault-free. GIO power stage The GIO power stage can be used to switch electrical charges (e.g. solenoid valves, lights). The GIO power stages can also be used as inputs. Whether a switch has an open circuit or is switched to ground can be sensed this way. If the switch is switched to positive, a fault is detected when the switch is closed. GIO analogue input The GIO analogue input can be used to read in analogue signals (e.g. from the pressure sensor) or to detect signals from buttons. GIO height sensor input ECAS height sensors can be connected to the GIO height sensor inputs for internal level control or, in the case of mechanical-suspension vehicles, for sensing the compression rebound as a means of determining the axle load.

Vehicle type Trailer vehicle with one lifting axle or multiple lifting axles. Lifting axle control in drawbar trailer With a 3-axle drawbar trailer, it is possible to use axle 2 or 3 as a lifting axle. If the TEBS Modulator is installed on the front axle of the vehicle, the rear axle, which remains on the ground, must be monitored with an external pressure sensor. Purpose Lifting one axle of the partially laden or unladen vehicle reduces tire wear, particu- larly while driving around curves. Function Control of the lifting axles via TEBS E depending on the current axle load and the current load status. Several lifting axles of a vehicle can be controlled jointly or separately. The driving speed at which it is still permitted to lift the lifting axle(s) can be set. The sequence in which the axles are lifted can be set in the parameter settings. Parameters are set for the pressure applied for lifting and lowering the lifting axle. The 1st lifting axle is always lifted first, then the second lifting axle. The TEBS E Diagnostic Software provides intelligent bellows pressure values for the lifting axle control. However, these suggestions can be adapted by the user for special vehicles (e.g. 3-axle drawbar trailer with forklift transport). The position of the lifting axles is transmitted to the ‘Towing vehicle’ CAN interface and can be displayed there on the instrument panel provided the required towing vehicle equipment is installed. The bellows and supply pressure are checked in TEBS E1 or later. The lifting axle is no longer raised if the vehicle has been lowered to the buffer or the supply pressure is too low (< 6.5 bar). A new plausibility check for the lifting axles is also integrated when lifting or lowering to prevent a so-called yo-yo effect. This yo-yo effect always occurs if the pressure difference between lifting/lowering pres- sure is < 1.0 bar. This pressure difference is checked by the TEBS E Diagnostic Soft- ware on entry and an appropriate message is provided when entering the parameter. If the ISO 7638 power supply does not exist while the towing vehicle is driving and therefore the ECU is supplied only via the 24N stop light supply, there is no lifting axle control. Only if ISO 7638 power supply is guaranteed and v = 0 km/h, will the lifting axle control work correctly. Setting the behaviour of the lifting axle when the ignition is switched off With a spring returned lifting axle valve (LACV), the lifting axle is al- ways lowered when the ignition is turned off. With a pulse-controlled lifting axle valve, the lifting axle can remain in lifted position. Up to three pulse-controlled valves can be controlled in parallel on the TEBS E Modulator.

Pulse-controlled: The valve has two solenoids that can be used, apart from charging and venting, to effect a holding position to partially relieve the lifting axle. Spring-returned: The lifting axle is lowered or lifted without intermediate positions. If the voltage is switched off, the lifting axle is lowered. Single-circuit or dual-circuit: With the dual-circuit valves the support bellows for the lifting axles are connected separately (by side) with the other support bellows. These valves are required for soft or split axles. Due to the stiffness of the axles typical for trailers, the simpler single-circuit lifting axle systems are now prevalent. Here the two support bellows of the lifting axle are directly connected to one an- other. Lifting axle control LA1 You have the following connection options for control of the 1st lifting axle or two lifting axles controlled in parallel: A spring-returned lifting axle control valve 464 084 0.. 0 or a pulse-controlled lifting axle valve 463 084 100 0 or a pulse- controlled ECAS solenoid valve block with lifting axle control 472 905 114 0. Lifting axle control LA2 The following connecting methods are available for controlling the 2nd lifting axle: A spring-returned lifting axle valve 463 084 0.. 0 or a pulse-controlled lifting axle valve 463 084 100 0. Components Component / Part number Vehicle type Purpose/Function Comment Connecting cable Lifting axle valve LACV 463 084 0.. 0 All trailer vehicles with lifting axle(s) Control of up to two lifting axles, dependent on the current axle load. Traction help possible with re- sidual pressure maintenance (only with added solenoid valve, e.g. 472 173 226 0). All variants 1-circuit, spring-returned 463 084 031 0 (with- out threaded cou- plings) 463 084 041 0 (with threaded couplings) 463 084 042 0 (with threaded couplings) 463 084 050 0 (12 V variant with NPTF thread; for Multi- Voltage applications) Standard cable for lifting axle, RTR 449 443 ... 0 Lifting axle valve 463 084 010 0 All trailer vehicles with lifting axle(s) Control of up to two lifting axles in a 2-circuit air-suspension system dependent on the cur- rent axle load. 2-circuit, spring- returned Standard cable for lifting axle, RTR 449 443 ... 0 Without DIN bayonet connection; this re- quires the use of adapter 894 601 135 2.

All trailers with lifting axle(s) or tag axle Use of a lifting axle for actuating the additional axle in 3-axle semitrailers, for dynamic wheel- base control (OptiTurn/ Opti- Load). Traction help possible with re- sidual pressure maintenance. Pulse-controlled Cable for lifting axle valve 449 445 ... 0 or 449 761 ... 0 ECAS sole- noid valve 472 905 114 0 Semitrailer/Drawbar trailer (with lifting axle) Lifting axle control in combina- tion with ECAS 1 point control. Control of the vehicle level for one axle or multiple axles. Lifting/lowering one or two paral- lel controlled lifting axles. Traction help possible with re- sidual pressure maintenance. 1 circuit, pulse- controlled ECAS solenoid valve cable 449 445 ... 0 (2x) ECAS sole- noid valve 472 905 111 0 Semitrailer/Drawbar trailer (with lifting axle) Lifting axle control in combina- tion with ECAS 2 point control. Control of the vehicle level for one axle or multiple axles. Lifting/lowering one or two paral- lel controlled lifting axles. Traction help possible with re- sidual pressure maintenance. 2 circuit, pulse- controlled ECAS solenoid valve cable 449 445 ... 0 ‘ECAS 2-point control’ cable 449 439 ... 0 Tag axle valve 472 195 066 0 Trailers with TEBS E Multi-Voltage as of TEBS E4 Pressurising and venting of the support bellows of a tag axle, e.g. for OptiTurn. To maintain a residual pressure, a pressure sensor is required on the tag axle.

Lifting axle valve spring returned 463 084 010 0 463 084 031 0 Lifting axle valve pulse-controlled 463 084 100 0 ECAS solenoid valve pulse-controlled 472 905 114 0 472 905 111 0 In combination with TEBS E Modulator 480 102 03. 0 (Standard) In combination with TEBS E Modula- tor 480 102 06. 0 (Premium) Behaviour of the lifting axle with the ignition switched off Lifting axle remains in the desired and defined posi- tion (lifted or lowered). - Lifting axle lowers. - - Lifting axle control, Traction help, Forced lowering, OptiTurn/OptiLoad A lifting axle without dynamic wheelbase control. Two lifting axle without dynamic wheelbase control. Recommendation of the axle manufacturer: With two lifting axles, one lifting axle should be 2 circuit. One lifting axle or tag axle with dynamic wheelbase control on axle 3 for axle load distribution under load or automatic lifting during circular-course driving. Operation Information on operation see chapter 10.6 ‘Lifting axles operation’, page 183. Parameter setting The vehicle configuration is defined in tab 2, Vehicle. The further definition of lifting axle valves and switching pressures is done in tab 5, Lifting axle control. The GIO slots to use are defined in tab 11, connector.

Vehicle type Semitrailer with tag axles / trailing steering axles. Semitrailer with tag axles and OptiTurn/ OptiLoad function see chapter 6.9 ‘Dy- namic wheelbase control’, page 82. Purpose When using tag axles, the bellows should not be completely depleted of air, other- wise parts of the air bellows will rub against one another (wrinkling the bellows) and cause damage. The integrated function helps avoid tire damage, increased tire wear and possible damage to the bellows by using a residual pressure maintenance in the support bellows. Installation With tag axles, the wheel speed must be sensed and braking controlled via a sepa- rate modulator. WABCO recommendation: Brake the tag axle using an EBS relay valve (4S/3M system). An external axle load sensor e-f must also be installed to measure the bellows pressures on the tag axle. To control the tag axle, a pulse controlled lifting axle valve (LACV-IC) must also be used. It is not possible to use spring-returned lifting axle valves. Parameter setting An axle must be defined as a tag axle via tab 2, Vehicle. The residual tag axle pressure is then defined via tab 5, Lifting axle control. The residual pressure can be set as a value greater than 0.3 bar.

Vehicle type All trailer vehicles with air suspension. It is possible to implement two control circuits (1-point or 2-point control as of ver- sion TEBS E2). System designs: Semitrailer, central axle trailer: 1-point control or 2-point control as side control in vehicles with independent wheel suspension. Drawbar trailer: 2-point control for front and rear axle. Purpose The ECAS basic function is the compensation of level changes, which e.g. occur from changes in the load status or with new nominal value definitions (e.g. from the remote control unit). These control deviations cause the distance between the ve- hicle's axle and its superstructure to change. ECAS balances these control devia- tions by means of level control. The essential benefit of ECAS lies in the reduced air consumption and faster con- trol when stationary. While a levelling valve only controls the normal level, ECAS can keep every level constant. Function A height sensor is mounted on the vehicle body and is connected to its axle via a lever system. The height sensor picks up the distance between the axle and the vehicle body. The intervals depend on the vehicle's operating condition (driving or loading operation). This measured value is used as the actual value in the control loop and is sent to the ECU. The ECU compares this actual value to the nominal value predefined in the ECU. In the event of a difference between the actual value and the nominal value (con- trol deviation), the ECAS solenoid valve receives an actuating signal. Depending on the type of actuating signal received, the ECAS solenoid valve now increases or decreases the air pressure in the support bellow. The change in pressure in the support bellow alters the distance between the axle and the vehicle body. The new distance is also picked up by the height sensor, and the cycle begins again.

with flange-mounted PEM 480 102 06. 0 All trailer vehicles with air suspension Control and monitoring of the electronic air suspension TEBS E Modulator (Premium) with PEM ELEX 446 122 070 0 In combination with TEBS E Modulator (Premium) 2 point control (with version TEBS E2 or higher) Not required for 2 point control with TEBS E4 or higher Requirements for 2 point control for TEBS E2 up to TEBS E3 Cable to the TEBS E 449 303 … 0 eTASC 463 090 5.. 0 All trailer vehicles with air suspension ECAS valve with man- ual actuation for lifting and lowering Only possible in com- bination with TEBS E Modulator (Premium) as of version EBS E3 and height sensor ECAS solenoid valve cable 449 445 ... 0 ECAS solenoid valve 472 880 030 0 Multi-Voltage 472 880 072 0 Semitrailer / Central axle trailer (without lifting axle) 1-point control Control of the ride height on one or multi- ple axles on parallel circuits (lifting/lowering) The support bellows on the vehicle sides are connected via a cross flow throttle. ECAS solenoid valve cable 449 445 ... 0 ECAS solenoid valve 472 880 020 0 (front axle) 472 880 030 0 (rear axle) Front axle and rear axle Drawbar trailer (without lifting axle) 2-point control (lift- ing/lowering on two axles) 2 point control with version TEBS E2 or higher The support bellows on the vehicle sides are connected via a cross flow throttle. 2x ECAS solenoid valve cable 449 445 ... 0

472 880 001 0 472 880 070 0 (Multi- Voltage) Semitrailer/Central axle trailer (support bellows of the axle(s) are not connected to one an- other) (without lifting axle) Drawbar trailer (sup- port bellows of the axles are respectively connected to one an- other) 2-point control of the vehicle sides or control of front and rear axle of a drawbar trailer 2 point control with version TEBS E2 or higher ‘ECAS 2-point control’ cable 449 439 ... 0 ECAS solenoid valve 472 905 114 0 Semitrailer / Central axle trailer with lifting axle / rear axle Drawbar trailer with lifting axle 1-point control Control of the ride height on one or multi- ple axles on parallel circuits (lifting/lowering) Pulse-controlled lifting axle The front axle of a drawbar trailer can be additionally controlled using a valve 472 880 030 0. ECAS solenoid valve cable 449 445 ... 0 ECAS solenoid valve 472 905 111 0 Semitrailer/Central axle trailer with lifting axle (support bellows of the axle(s) are not con- nected to one another) / Rear axle drawbar trailer (without lifting axle) Drawbar trailer with lifting axle (support bellows of the axles are respectively connected to one another) 2-point control Control of the ride height on one or multi- ple axles on parallel circuits (lifting/lowering) 2 point control with version TEBS E2 or higher Pulse-controlled lifting axle ECAS solenoid valve cable 449 445 ... 0 ‘ECAS 2-point control’ cable 449 439 ... 0 Height sensor 441 050 100 0 Semitrailer / Drawbar trailer with air suspen- sion Normal level meas- urement Use only height sensor 441 050 100 0. Cable for height sensor 449 811 ... 0 Lever 441 050 718 2 441 050 641 2 Attaching the height sensor Extending the height sensor lever Linkage 433 401 003 0 Connection to the axle

446 156 02. 0 446 156 021 0 Semitrailer without lifting axle 446 156 022 0 Semitrailer with lifting axle 446 156 023 0 Drawbar trailer Remote control unit (with 6 buttons) for adjusting the level and the lifting axle control by the driver Installed on the side of the trailer Cable for ECAS control box 449 627 ... 0 ECAS remote control unit 446 056 117 0 Semitrailer / Drawbar trailer Remote control unit (with 9 buttons) for adjusting the level and the lifting axle control by the driver. Normally installed on the side of the trailer. Remote control unit and cable connection must be protected against humidity. Cable for ECAS remote control unit 449 628 ... 0 ECAS remote control unit 446 056 25. 0 Semitrailer / Drawbar trailer Remote control unit (with 12 buttons) for adjusting the level and the lifting axle control by the driver Normally installed on the side of the trailer Remote control unit and cable connection must be protected against humidity. SmartBoard 446 192 11. 0 446 192 110 0 (with integrated battery) 446 192 111 0 (for hazardous goods vehi- cles) Display and operating console for adjusting the level and the lifting axle control by the driver Normally installed on the side of the trailer Replacement battery 446 192 920 2 Connection to TEBS E 449 911 ... 0 Connection to ELEX449 906 ... 0 Trailer Remote Con- trol 446 122 080 0 Application in towing vehicle for controlling trailers with TEBS E and ELEX Display and operating console for influencing the level and the lifting axle control by the driver (outside the driver's cab) Only in combination with ELEX and version TEBS E2 see chap- ter 7.1 ‘Electronic ex- pansion module (ELEX)’, page 126 or higher Connecting cable be- tween Trailer Remote Control and fuse box in the truck and a bracket are included in deliv- ery. Operation Information on operation see chapter 10 ‘Operation’, page 172.

pension (ECAS) and the manual lever operation of a conventional air suspension system with rotary slide valve (combination of TASC and ECAS solenoid valve). The front and rear axles of drawbar trailers are controlled by using two eTASC de- vices. Lateral control with two eTASC devices on semitrailers is not permitted. The following functions described below are subject to power supply ISO 7638 and ‘ignition switched on’. Lifting By manually turning the lever counter-clockwise, the bellows are pressurized re- sulting in raising the body of the vehicle. After lifting has stopped (stop position) Trailer EBS E will detect the new nominal (current) level. This nominal level is set to default until next time the operator changes it, - or until next time the ignition is switched off, - or until vehicle starts driving again. Lowering By turning the lever clockwise, the bellows are de-pressurized and the body of the vehicle will be lowered (venting through eTASC). Device variant ’Dead-Man's Safety System’: After taking hand off the lever, it automatically returns to the ’Stop’ position. Trailer EBS E will now recognise the current level as the new nominal level. This nominal level is set to default until next time operator change demand, - or until next time the ignition is switched off, - or until vehicle starts driving again. Device variant ’Lock in lowering’: If the lever is turned counter-clockwise until lock position. After taking hand off the lever, it remains in ’Lowering’ position. As a result the vehicle body will be lowered until reaching air bellow buffer level (internal air bellow mechanical stop). Assuming the operator does not intervene, the lever will only return to ’Stop’ automatically, when vehicle starting to drive, triggered by Trailer EBS E sending signal to eTASC for return to normal ride level (Return to Ride function). Device variant ’Lock in lifting’: If the lever is turned clockwise until lock position. After taking hand off (let go) the lever, it remains in ’Lifting’ position. As a result the vehicle will be lifted until reaching the calibrated maximum height level. Without power supply it is possible to start lifting the vehicle (turn lever clockwise until lock position) until reaching mechanical stop (shock absorber max. stroke, suspension stroke limitation cables, - or pneumatic air supply cut off through a height limitation valve. At the start of driving, the lever automatically returns to ’Stop’ and Trailer EBS E sending signal to eTASC for return to normal ride level (Return to Ride function). Behaviour with ignition off / Vehicle uncoupled During ‘ignition off’ – or trailer uncoupled, all functions described above are oper- ated in the same manner as with the ‘ignition turned on’. The system is working purely mechanically controlled and no automatic adjustments will be performed by eTASC (no electrical power supply) during loading or unloading. RtR function is only available when the vehicle is power supplied via ISO 7638, and subject to speed signal reading at Trailer EBS E. If power is supplied via ISO 1185 (24N), RtR will only be working for the duration of brake actuation (apply brake pedal) during driving (speed signal must be recognized by Trailer EBS E).

Variant Connections 1, 2.2, 2.4 Pressure test connection Lock in Lifting Lock in Lowering 463 090 500 0 Ø 12x1.5 X - X 463 090 501 0 Ø 8x1.5 X - X 463 090 502 0 M 16x1.5 X - X 463 090 503 0 M 16x1.5 X X X 463 090 504 0 Ø 8x1.5 Ø 12x1.5 X - X 463 090 510 0 M 16x1.5 - - - Height limitation With eTASC, the vehicle can be lowered or lifted even when the ignition is turned off. In this case the manual change of height is not electronically monitored, hence the automatic ECAS height limitation does not work. It is recommended to install a pneumatic height limitation valve 964 001 002 0. This valve ‘cuts off’ the pneumatic air supply between air reservoir and eTASC valve upon reaching the predefined mechanical settings. Installation of eTASC Information on installation, see chapter 8.9 ‘Installation of eTASC’, page 164. Height sensors With 2-point control using TEBS E and ELEX: Height sensors are subject to the following options for installation and parameter settings: 1. One height sensor is connected to TEBS E, another height sensor is connected to ELEX. 2. Both height sensors are connected to ELEX. 3. Both height sensors are connected to TEBS E (from TEBS E4). Height sensors to be assigned as part of the parameter settings. Installation Information on installing the height sensors, see chapter 8.5 ‘Installation height sensor’, page 150. 6.3.1 Nominal level control Nominal level The nominal level is the nominal value for the distance between vehicle body and vehicle axle. This nominal level is defined by calibration, by setting parameters or by the driver (e.g. via the SmartBoard). Function The actuator is a solenoid valve, which by increasing and decreasing the pressure in the support bellows bringing the actual level into line with the nominal level. This occurs if there are: • Control deviations exceeding a tolerance range (e.g. with changes in weight)

level) Unlike conventional air suspension systems, ECAS controls not only the normal level but also any other predefined level. Therefore a level which is set for loading or unloading processes is assumed to be the nominal level. In other words: If the loading condition changes, the vehicle remains at the set level, whereas in vehicles with conventional air suspension this level must be ad- justed manually or the vehicle body lowers when laden and raises when unladen. If the power supply is interrupted or if the air supply is insufficient, e.g. when the ig- nition is switched off, no further nominal level control occurs when the ignition is switched off. By using the speed signal the electronic level control system differentiates between static and dynamic changes in the load, unlike conventional air suspension sys- tems. A level change is adjusted with a delay while driving. Otherwise readjusting the vehicle would waste compressed air in certain conditions - when the suspen- sion is compressed on roads with potholes for example. Static wheel load change Dynamic wheel load change Application • At load change • When stationary • At low vehicle speeds • Dynamic wheel load changes are caused by road irregularities at higher speeds. • The wheel load changes on an uphill or downhill stretch, which affects the control performance. Control functions Check the actual value and make correction by pumping up or deflating the respective air suspension bellows in short intervals (1x per sec- ond) with the electronic level control Extended ECAS parameters, control delay. Dynamic wheel load changes are usually balanced by the compliance behaviour of the support bellows. In this case, bellow charging or venting would not be desirable because only the bellow that is isolated has almost constant suspension properties. When the excess air is exhausted from the bellow during rebound action, it must be re- placed again during compression which in- creases compressor load and fuel consump- tion. For this reason, the regulation is checked in larger intervals when the vehicle is moving at higher speed - usually every 60 seconds. The comparison of actual value to the nominal value is made continuously. Comment Because not every unevenness on the road is compensated, e.g. when driving on roads in bad condition, less air is consumed by the electronic air suspension than by conventional level control systems with levelling valve. 6.3.2 Normal level Normal level I (normal level) Driving level I (normal level) refers to the nominal level defined by the vehicle manufacturer for driving under optimal conditions (optimum body height). Normal level I is defined by the overall vehicle height, which is bound by legal guidelines and the height of the vehicle centre of gravity that is especially important for driving dynamics.

Normal level II Normal level II is defined as the difference to driving level I (normal level). If normal level II is lower than normal level I, this value must be entered as a negative in the TEBS E Diagnostic Software. Application • If the semi trailer is operated behind different towing vehicles (with different plat- form heights) the body can be set level. Normal level III Normal level III is a normal level like normal level II but it corresponds with the maximum body height and is therefore the highest normal level. Normal level III could only be selected by the speed previously. As of version TEBS E2, the selection is now possible by the ECAS remote control unit as well. Application • Used for adjusting the trailer to various platform heights. • For fuel saving (e.g. at higher speed). • For lowering the vehicle centre of gravity to achieve more lateral stability. Lowering the superstructure depending on the vehicle's speed, is based on the as- sumption that higher speeds are achieved on sound road surfaces which do not require the whole of the bellows' spring stroke to be utilised. Normal level IV Whether the unloading level or an additional normal level IV function should be used is selected by parameter settings. Unloading level The unloading level is only actuated when stationary or at low speed for easier unloading of the vehicle. When the speed is achieved, the last saved level is read- justed automatically. Application • Lower a tipper vehicle to prevent hard rebounds because of a sudden release (dumping the load). • Moving road tankers automatically into the best unloading position. • Improving stability. Unloading level switch Example: The switch is attached on a tipping body, the vehicle will then lower automatically to a defined level, as soon as the body is tipped. Ideally this value corresponds to the buffer or lower calibration level. This avoids overloading the axle combination during sudden unloading. This function is automatically deactivated v > 10 km/h. If the parameterised unloading level is outside the parameterised lower or upper level, the stroke is restricted to this level. An unloading level is only realised between the upper and lower calibration level - even when the parameter settings specify a value outside this range. The unloading level can be switched off at times with the SmartBoard, e.g. for op- erating before road finishers.

There are 2 parameters for the unloading level in the TEBS E Diag- nostic Software. • Lowering the body to the buffer • Lowering the body to the lowest calibrated level These parameters also apply for actuating this function via the Smart- Board, the Trailer Remote Control, the ECAS control box and the ECAS remote control unit. A speed-dependent parameter was created for the unloading level in the TEBS E Diagnostic Software. This means that the unloading level as well as the normal level IV (normal level IV) can be used. It is also possible to run switch inputs for normal level I, normal level II or nor- mal level IV independent of one another. Memory level Unlike the unloading level, which is defined in the ECU, the memory level can be defined and changed by the driver any time. Once defined, the system will store any memory level until it is changed by the user, i.e. even when the ignition has been switched off. The memory level applies to the whole of the vehicle. For each system two different memory levels can be used. Application • Repeating loading operation on a ramp with height defined one time. An ECAS remote control unit or the SmartBoard is required to request the memory function. More information on the operating capabilities for levels see chapter 10 ‘Operation’, page 172. 6.3.3 Green warning lamp Vehicle type All trailer vehicles with ECAS. Purpose Indication of ECAS faults (light flashes). Indication if the trailer is outside the normal level (lamp is permanently on). Function If the light is on permanently, there is a deviation between the currently selected normal level and the physical ride height of the vehicle. The level can be changed using the SmartBoard, the ECAS-control box/remote control unit, the Trailer Re- mote Control or the Lifting/Lowering buttons. – Move the vehicle back to normal level if necessary. The selected normal level is the reference level. – Move the vehicle at a speed greater than the parameterised RTR-speed.  Then the vehicle is automatically moved to the selected normal level. If the light flashes, there is an ECAS-related fault. – Read the diagnostic memory with TEBS E Diagnostic Software and rectify the fault.

Extended ECAS parameters. – Activate the function by clicking on Warning lamp installed. With an LED, click on parameter as LED (no cable break detection). – Set the Behaviour upon faults parameter to define whether a fault should only be indicated after the ignition is switched on or permanently via the fault indica- tor (warning lamp). Connecting the components Extract from diagram 841 802 236 0 Item Component Figure Part number 1 Green warning lamp (LED or bulb) Assembly on the trailer vehicle into the driver’s field of vision (above rear mirror). 446 105 523 2 (LED) 2 GIO universal cable Cable for green warning lamp (Superseal / with open end) 449 535 ... 0 449 900 100 0 6.3.4 Temporary deactivation of automatic level control Vehicle type All trailers with ECAS (integrated in TEBS E). Purpose Temporarily deactivating automatic level control while stationary to reduce the air consumption on the ramp during loading and unloading, for example. Function Level control is deactivated when stationary via a switch or via the SmartBoard. The menu is only visible in the SmartBoard if the function Level control circuit breaker is activated or eTASC is parameterised. Actuating the switch or use the ‘Level control off’ menu item in the SmartBoard to interrupt the adjustment when stationary.

matic lifting axle control, traction help, OptiTurn etc. All lifting axles are lowered. After the ignition is reset or as soon as the vehicle is moved at a speed of > 5 km/h again, the automatic level control (+ including all lifting axle functions) is activated again. Connecting the components The following components can be used for operation: Item Component Figure Part number A Switch Not part of WABCO's scope of supply Alternatively: SmartBoard 446 192 11. 0 Cable for SmartBoard 449 911 ... 0 GIO universal cable 449 535 ... 0 Parameter setting Activation of ECAS and assignment of components is done in tab 2, Vehicle and tab 7, Air suspension. More settings are made in tab 7, Air suspension, Extended ECAS parameters. The GIO slots to use are defined in tab 11, connector.

Vehicle type All trailer vehicles Purpose The two integrated speed switches, ISS 1 and ISS 2, can be used for independent control of two functions in the trailer. The RTR (Return to Ride) application is used to automatically move the vehicle with air suspension to ride height after starting to drive. Function The switching state of the output changes when the vehicle speed exceeds or drops below a limit speed set in the parameters. This allows solenoid valves to be switched on or off depending on the speed. A typical example of application is the simple locking of steering axles, see chap- ter 6.23 ‘Steering axle lock’, page 113. The two threshold speeds at which the out- put's switching state changes can be set in the parameters anywhere between 0 and 120 km/h. A minimum switching hysteresis of 2 km/h must be observed. The gate output is switched off below the threshold speed set in the parameters. When the threshold is reached, the output is switched on and a supply voltage is applied. Parameters can also be used to invert the switching function so that sup- ply voltage is applied in free position. In the event of a fault it must be ensured that the appliance controlled by the switch output does not remain in a state that will impair driving safety. In the event of a power supply failure, for instance, a steering axle should be locked as this represents a safe state.

Extract from diagram 841 802 150 0 Item Component Figure Part number 1 TEBS E Modulator (Premium/Standard) 480 102 0.. 0 2 TASC A precise description of the device is located in the catalogue ‘TASC Trailer Air Suspension Control - Function and Installation’, see chap- ter 4 ‘Introduction’, page 12 => Section „More information’. 463 090 012 0 (1-circuit; RTR, Resting in lowered position) 463 090 020 0 (2-circuit; RTR, Resting in lowered position, with fittings and test connection) 463 090 021 0 (2-circuit; RTR, Resting in lowered position, with fittings) 463 090 023 0 (2-circuit; RTR, Resting in lowered position) 463 090 123 0 (2-circuit; RTR, dead-man's safety system for stroke > 300 mm) 3 Standard cable for lifting axle, RTR 449 443 ... 0 Parameter setting The setting is done via tab 4, Standard functions. The GIO slots to use are defined in tab 11, connector.

The TEBS E Modulator is equipped with the RSS function. While the RSS function is active and there is an active RSS intervention, the stop lights on the vehicle are not actuated actively. In addition, the RSS active signal also makes it possible to actuate the stop lights when the RSS function is activated by the TEBS E. For this purpose it is necessary to parameterise this output via the GIO function. Control may be carried out via a relay. The supply voltage for the brake lamps must come from the 15-pin plug connection (ECE regulation). Components Component Part number Relay Not part of WABCO's scope of supply Universal cable 449 535 ... 0 Parameter setting The settings are done via tab 8, General functions. The GIO slots to use are defined in tab 11, connector. 6.6 ABS active signal (TEBS E2 or higher) Vehicle type All trailer vehicles Purpose During an ABS control process a retarder can be deactivated by a relay for exam- ple to prevent the wheels from locking due to the retarder. Function WABCO switches the supply voltage to the selected GIO output when ABS control is active during braking action. Components Component Part number Relay Not part of WABCO's scope of supply Universal cable 449 535 ... 0 Parameter setting The settings are done via tab 8, General functions. The GIO slots to use are defined in tab 11, connector.

Purpose On slippery ground or on steep hills vehicles have a hard time pulling away or can- not do so at all. The drive axle of the towing vehicle does not have enough traction and the wheels spin. Function With traction help, the 1st axle on a semitrailer can be raised or relieved of pres- sure. The subsequent weight adjustment on the semitrailer coupling causes the traction of the drive axle on the towing vehicle to increase. The effect of the traction help function depends on the load status. The support bellow pressure monitors the load on the trailer's main axle. Once 30 % overload is reached, the tag axle is not relieved any further. Traction help is started by the driver or is started automatically. When reaching 30 km/h, the axle is lowered again or returns to automatic mode. Note the axle manufacturer's information on traction help. These specifications may restrict the maximum limits of the EC Directive 98/12/EEC. Valve configurations The following variants can be selected: • A spring-returned lifting axle valve (not suitable for all vehicles) The lifting axle can be lifted as a traction help, providing the permitted bellows pressure set in the parameters is not exceeded after lifting. If the permitted pressure is exceeded when traction help is active, traction help is cancelled and the respective lifting axle is lowered. In countries where axle loads of 3 times 9 t are permitted, traction help is can- celled as soon as the load on the axles that remain in the ground exceeds 23.4 t. The effect of traction help is thus linked to the load status. • One lifting axle valve (spring returned) and one solenoid valve for pres- sure limitation (residual pressure maintenance) The load is transferred off the lifting axle as a traction help, up to the level of the permitted bellows pressure set in the parameters. Then the support bellow of the lifting axle are shut off using the solenoid valve. The lifting axle is thereby relieved for best possible traction when starting without exceeding the 30% overload (the value defined in the parameters) on the other axles. (The lifting axle remains relieved at 130% axle load on the main axle and is lowered again only at 30km/h.) This configuration permits traction help even when the vehicle is overloaded. • A pulse-controlled lifting axle valve The load is transferred off the lifting axle as a traction help, up to the level of the permitted bellows pressure set in the parameters. Then the support and lifting bellow on the lifting axle are shut off. Therefore, relieving the lifting axle may also be performed in order to prevent the permissible 30% overload being ex- ceeded. (The lifting axle remains relieved at 130% axle load on the main axle and is lowered again only at 30km/h.) This arrangement makes sense in countries with a permissible axle load of 9 t.

plemented using a simple 12 V ABS tag axle valve in combination with the TEBS E4 Multi-Voltage. Activation of traction help • ISO 7638: Actuation via the ‘Towing vehicle’ CAN port from the towing vehicle. • SmartBoard: Activation via the control menu of the SmartBoard. • Control box: It is only possible to start the traction help if the lifting axles are located on the ground above the fully automated lifting axle (start using the ‘Lift lifting axle’ button). • Remote control unit: Activate via the Lifting Axle Preselection and M1 buttons. • Trailer Remote Control: Activation via the ‘Traction help’ button see chap- ter 10.2 ‘Operation with Trailer Remote Control’, page 172. • Brake actuation: By activating this parameter, the traction help can be acti- vated or deactivated by actuating the brake 3 times when stationary (between the three brake actuations, the pressure must drop below 0.4 bar). The follow- ing condition applies here: Vehicle is stationary. The brake must be actuated and released 3x in 10 seconds with a pressure of 3 to 8 bar after a period of 2 seconds without braking pressure. By actuating the brake 3 more times, the axle is force-lowered. • Automatic with ignition on: Activation of traction help with ignition on. This is used to automatically increase the support load with central axle trailers or pro- vide more traction in winter conditions. • Automatic with curve detection: Traction in the towing vehicle is increased during slow cornering. • By engaging the reverse gear More information on operation, see chapter 10.4 ‘Operation of traction help’, page 182 and see chapter 10.2 ‘Operation with Trailer Remote Control’, page 172. Forced lowering is activated by actuating the brakes another 3 times. Traction help can also be activated via the Traction help with ignition on setting. The function is automatically switched off when the preset deactivation speed is reached or via the forced lowering function. Traction help The traction help function is supported for lifting axles on the last axle for semitrailers or central axle trailers, i.e. the lifting axle is raised or lowered on request. Activation: 1-time actuation of the button (less than 5 seconds). Traction help ‘type Northern’ Time-dependent traction help control is also possible (in 1 second increments, max. 1,200 seconds). With lifting axle valve 463 084 3. 0 the lifting axle is lowered automati- cally 5 seconds after exceeding 130% of the axle load. Activation: 1-time actuation of the button (less than 5 seconds). ‘Off-road’ traction help’ (only start via button) This function has been created to briefly allow higher pressures (thresholds) for the traction help function for private traffic. Activation: Actuate the button twice briefly.

detection. Traction help ‘off-road’ As soon as the preset speed threshold has been reached, the function reverts to standard traction help. This is also switched off when the preset threshold value (speed and pressure) is reached. Traction help can be activated by engaging the reverse gear. The ca- ble to the reversing light must be monitored by TEBS E or ELEX for this purpose. Connection, switch The following cabling options can be considered for installing the switch. The diode is only required with the parameter Ground and +24V and can be omitted with the parameters +24v only or Ground only. Trailer / signal from towing vehicle +24 V Trailer / signal from towing vehicle - (ground) Button in trailer Legend A Diode (up to TEBS E3) Parameter setting Traction help and its control are defined in tab 5, Lifting axle control.

Vehicle type All trailers with air suspension or hydro-pneumatic suspension. Purpose An external axle load sensor can also be used instead of or in addition to the inter- nal axle load sensor. For axle c-d Vehicle type Vehicles with hydraulic suspension for example because suspension pressures of up to 200 bar are required here (vehicles that cannot be connected to the TEBS E Modulator because of too high pressures). The external axle load sensor may be retrofitted on the main axle should the inter- nal sensor fail. This avoids replacing the module and a cost-efficient repair can be performed instead. With hydraulically suspended vehicles, the right and left axle load can be detected separately by using a second pressure sensor on the axle c-d. To ensure that the vehicle does not over- or under-brake when the load differs from side to side, this function can be used to determine an average value for the two external pressure sensors. This average value is used for determining the braking pressure and for outputting the axle load. This function is not suitable for drawbar trailers. For axle e-f Vehicle type Drawbar trailer, semitrailer (only 3M) with lifting axles or tag axles, OptiTurn / Opti- Load Purpose More precise determination of the axle loads. Function Transmission of the information for total weight of the trailer via the ISO 7638 plug connection to the towing vehicle and show on the display. If a SmartBoard is installed, the separate loads of the drawbar trailer axles (front and rear axle) can also be displayed. Components Component Figure Part number Pressure sensor (0 to 10 bar) Use only at the responsibility of the vehicle manufacturer, depending on the vehicle construction. 441 044 101 0 441 044 102 0 Cable for pressure sensor 449 812 ... 0 Parameter setting The external axle load sensors are defined via tab 8, General functions. The GIO slots to use are defined in tab 11, connector.

6.9.1 Manoeuvering assistance (OptiTurnTM) Vehicle type Semitrailers with 2 or 3 axles, rear axle as a tag axle or lifting axle. Central axle trailer Purpose Increasing manoeuvrability. Can be used as an alternative to a trailing steering axle. Function OptiTurn is able to detect tight curves from the differing wheel speeds and corre- spondingly unloads the rear axle according to the specifications of the traction help system. This causes the fulcrum of the axle unit to ‘migrate’ from the central axle between the two loaded axles remaining on the ground and reduces the turning circle and improves the manoeuvrability of the whole vehicle. The relief of the third axle can be defined by means of the parameter settings. This prevents overloading the other axles on the trailer. Benefit • Reduced tire wear in tight curves. • Can save steering axle and steering axle control. • Improves manoeuvrability, even when reversing. System requirements The vehicle must be equipped with ECAS or also with eTASC and an LACV-IC on the last axle. This is necessary to ensure that the level is readjusted quickly to normal level - thus reducing the wheelbase - when the last axle is relieved as the vehicle drives into a corner. • ECAS (eTASC) • 4S/3M on the last axle • LACV-IC • Additional pressure sensor on axle e-f Legally defined turning circle The BO BOforce circuit specifies the legally defined turning circle that is permissi- ble by law for trailer vehicles. The outer diameter of the circle is 25 m, the inner di- ameter of the circle 10.6 m. With OptiTurn the legally required turning radius is more easily complied with. Activation OptiTurn Automatic and manual activation options are available. Automatic activation • After driving at a higher speed and when the speed drops below a parameter- ised speed (max. 30 km/h): The function starts with a delay of 60 seconds. The function is deactivated when the parameterised speed is exceeded. • Immediately upon curve detection: The function starts immediately on entering a curve below the defined speed. The function is deactivated once the vehicle had driven through the curve. • Only with partial/full load: With unladen vehicles, the function remains deacti- vated automatically. The TEBS E switches to the automatic lifting axle function.

lifting axle is already lifted. Pay attention to the permitted axle loads corresponding to the axle manufacturer's information. If the Tristop cylinders are installed on axle 2 and 3, the Lifting axle function pa- rameter (OptiTurn/OptiLoad) must be interrupted when the parking brake is en- gaged. Control options Permanently automatic The function starts independently of the driver, according to the defined boundary conditions. If a SmartBoard is installed, the automatic function can be deactivated temporarily, to save air for instance. The Automatic function can also be switched off completely and switched on again via the SmartBoard. The manoeuvering assistance button or the Trailer Remote Control (only in combi- nation with ELEX and version TEBS E2 or higher) can be used to put the automatic function into forced lowering mode by pressing the button for > 5 seconds. OptiTurn is activated again after the ignition has been switched off and on again. OptiTurn and OptiLoad can be deactivated separately via the Smart- Board. Automatic start of OptiTurn when reversing By means of monitoring the reversing light via TEBS E or ELEX Opti- Turn is started automatically with reverse driving. The function is deac- tivated again after a longer stationary periods or when the vehicle moves forward. If the SmartBoard or the Trailer Remote Control has deactivated the automatic OptiTurn function, the OptiTurn function is also deactivated for reversing. Manual control OptiTurn remains deactivated until it is reactivated by actuating the manoeuvering assistance button. The function is started manually via the manoeuvering assistance button: Press the manoeuvering assistance button once. The SmartBoard or the Trailer Remote Control (only in combination with ELEX and version TEBS E2 or higher) can be used as an alternative to the button. After switching the ignition off and back on again or by switching off with the SmartBoard, Trailer Remote Control or manoeuvering assistance button, OptiTurn is deactivated again. More information on operation, see chapter 10.5 ‘Operation OptiLoad / OptiTurn’, page 182 and see chapter 10.2 ‘Operation with Trailer Remote Control’, page 172. Parameter setting OptiTurn is defined via tab 5, Lifting axle control. The GIO slots to use are defined in tab 11, Connector.

Vehicle type Semitrailers with 2 or 3 axles, rear axle as a tag axle or lifting axle. Purpose Avoid overloading the pick-up plate and towing vehicle drive axle on semitrailers with loads that are unevenly distributed in the direction of the towing vehicle. • The load does not have to be distributed over the load floor. • Reduces the risk of a traffic fine due to overloading the towing vehicle. Function Lifting or relieving pressure on the rear axle improves the distribution of the load between the towing vehicle and the trailer, thus avoiding overloading of the rear axle of the towing vehicle. In this case, the rear axle of the semitrailer acts as a counterweight to the load. After the ignition is turned on, TEBS E determines the load status and relieves the last axle if applicable. With TEBS E4 the axle load is measured and the axle relieved if appli- cable even after the start of driving until the parameterised RtR speed is reached. The OptiLoad function can be implemented together with the OptiTurn function. While OptiTurn is only used in the low speed range, there is no speed limitation for OptiLoad. System requirements The vehicle must be equipped with a LACV-IC on the last axle to arrest the pres- sure. • 4S/3M on the last axle • LACV-IC • Additional pressure sensor on axle e-f Parameter settings OptiLoad Activation condition selections • Automatically on exceeding a speed (can be set in the parameters from 0 km/h). • Only with partial/full load: with unladen vehicles, the function is deactivated automatically. The ECU switches to the automatic lifting axle function. • Manual with button (press manoeuvering assistance button 2x). • Via SmartBoard or Trailer Remote Control. Deactivation condition selections • Automatic below a defined speed. • Pressure value limitation where the function is deactivated (below the bellows pressure defined in the parameters, the function is active). • Manually via button; optionally via SmartBoard or Trailer Remote Control.

Second lifting axle characteristic curve with deactivated Automatic OptiLoad: If the automatic OptiLoad function is deactivated via the SmartBoard or Trailer Remote Control, this parameter can be used for adjusting to a second lifting axle characteristic curve. The function needs to be deactivated to obtain more traction on the towing vehicle drive axle in certain conditions such as winter operation. Without this parameter the standard characteristic curve for the auto- matic lifting axle function would stay active, causing the lifting axles not to raise when vehicles are partially laden or unladen for example. The second characteristic curve can delay lifting or prevent it alto- gether. The pressure value for the drawbar load reduction is only allowed to be maximum 100% of the bellows pressure ‘laden’. Control options Permanently automatic The function starts independently of the driver, according to the defined boundary conditions. If a SmartBoard is installed, the automatic function can be temporarily deactivated, to save air for example (up to TEBS E2 the automatic function could only be acti- vated/deactivated simultaneously for both OptiTurn and OptiLoad). The OptiLoad is reactivated after the ignition has been switched off and on again (Trip function). The Automatic function can also be switched off completely and then reactivated again via the SmartBoard. The manoeuvering assistance button or the Trailer Remote Control (only in combi- nation with ELEX and version TEBS E2 or higher) can be used to put the Auto- matic function into Forced lowering mode by pressing the button for > 5 seconds. The OptiLoad is reactivated after the ignition has been switched off and on again (Trip function). Manual control As soon as OptiLoad is deactivated the systems stays in this status until it is reac- tivated via the SmartBoard or by actuating the manoeuvering assistance button (press twice). The SmartBoard or the Trailer Remote Control (only in combination with ELEX) can be used instead of a button. After switching the ignition off and back on again or by switching off with the SmartBoard, Trailer Remote Control or Manoeuvering assistance button, OptiLoad is deactivated again. More information on operation, see chapter 10.5 ‘Operation OptiLoad / OptiTurn’, page 182 and see chapter 10.2 ‘Operation with Trailer Remote Control’, page 172. 6.9.3 Connecting the components OptiLoad/OptiTurn in combination with ECAS For optimal and efficient use of the functions (response time test and control re- sponse), an electronically controlled air suspension system (lifting & lowering + control of the Opti-function axle) must be used. Furthermore an EBS relay valve with external bellows pressure sensor e-f must be installed on the last axle to adjust the optimal braking pressure when braking with a

wheels from locking. If a tag axle is used, a residual pressure valve should be installed or the function Tag axle residual pressure control activated. This can prevent damage to the axle or support bellows when the axle is fully unloaded. Extract from schematic diagram 841 802 235 0 Extract from schematic diagram 841 802 236 0

480 102 06. 0 2 EBS relay valve (third modulator) 480 207 ... 0 3 Cable for EBS relay valve 449 429 ... 0 5 (A) ECAS solenoid valve (1-point control): double block with lifting/lowering function and lifting axle control 472 905 114 0 5 (B) Lifting axle valve (LACV-IC) When using a second lifting axle for the first axle: Up to version TEBS E2: Only the spring-returned lifting axle valve can be used on the first axle in combination with the ECAS double block. As of TEBS E2: An additional third pulse-controlled valve can also be in- stalled. 463 084 100 0 6 (A) 6 (B) Cable for ECAS solenoid valve or LACV-IC 449 761 030 0 ECAS solenoid valve 2-point control, only possible in combination with ELEX and version TEBS E2 or higher see chapter 7.1 ‘Electronic expansion module (ELEX)’, page 126. 472 905 111 0 7 Cable for ECAS valve/lifting axle valve 449 445 ... 0 8 Residual pressure keeper valve Alternative to residual pressure maintenance by means of LACV-IC 475 019 ... 0 9 External bellows pressure sensor Use only at the responsibility of the vehicle manufacturer, depending on the vehicle construction. 441 044 ... 0 10 Cable for pressure sensor (optional) 449 812 ... 0 11 SmartBoard (optional) 446 192 110 0

449 911 ... 0 13 ECAS control box (optional) 446 156 022 0 14 Cable for ECAS control box (optional) 449 627 060 0 15 Manoeuvering assistance button Not part of WABCO's scope of supply Trailer Remote Control (optional) Only in combination with ELEX and version TEBS E2 or higher. Connecting cable between Trailer Remote Control and fuse box in the truck and a bracket are included in delivery. 446 122 080 0 16 GIO 'Y' distributor 449 629 ... 0 OptiLoad/OptiTurn in combination with a conventional air suspension This equipment range never fulfils the optimal and efficient level of use for the func- tional advantages. WABCO does not recommend using a conventional air suspen- sion system with the Opti functions. Recommendations for air supply Reservoir sizes for air suspension Application 80 litre one lifting axle 100 litre two lifting axles 120 litre OptiTurn or OptiLoad Recommendations for line cross sections for a good response time test Connection Cross section Air suspension supply – ECAS/lifting axle valve 12 mm ECAS/lifting axle valve – support bellows 12 mm Parameter setting The settings are defined via tab 5, Lifting axle control. The GIO slots to use are defined in tab 11, connector.

Vehicle type All trailer vehicles with a lifting axle Purpose Switch off automatic axle lift to lower the raised lifting axles. Function The function can be activated with a button, switch to ground or via the Smart- Board or the Trailer Remote Control. The lifting axle control is deactivated. Forced lowering with switch The switch is closed: All axles are lowered. SmartBoard control has priority over the switch. The switch is opened: The automatic lifting axle control is activated. More information on operation, see chapter 10.6 ‘Lifting axles operation’, page 183. Forced lowering with button / SmartBoard The button is pressed for longer than 5 seconds: All axles are lowered. The button is pressed for less than 5 seconds: The automatic lifting axle control is activated. More information on operation, see chapter 10.6 ‘Lifting axles operation’, page 183. Forced lowering with Trailer Remote Control Information on operating the Trailer Remote Control, see chapter 10.2 ‘Operation with Trailer Remote Control’, page 172. The lifting axle function can be permanently deactivated in addition to forced lowering. Up to two separately controlled lifting axles can be permanently lowered individually by means of two separate switches or via the SmartBoard. Two separately controlled lifting axles can be lowered individually by means of two separate switches or via the SmartBoard. If the load status only permits lifting one axle, this function can be used to lower a specific lifting axle so that the other lifting axle is automati- cally lifted as a result. Forced lowering of the rear lifting axle will also deactivate OptiLoad and OptiTurn. Traction help is deactivated simultaneously with deactivation of the front lifting axle. Lifting axles are only lifted under automatic lifting axle control if the vehicle is within the parameterised threshold values for speed and bellows pressure. The input levels (positive or ground) coming from the towing vehicle can be se- lected in the TEBS E Diagnostic Software. There are two ways to define parameters for the forced lowering function in the TEBS E Diagnostic Software: • Forced lowering affects all lifting axles or only the 2nd lifting axle. • Forced lowering is possible via switch, button, Trailer Remote Control or SmartBoard.

Extract from diagram 841 802 157 0 Legend YE Yellow GN Green BL Blue The following components can be used for indication and operation: Item Component Figure Part number 1 SmartBoard 446 192 110 0 2 Cable for SmartBoard 449 911 ... 0 3 Button / switch (optional) Not part of WABCO's scope of supply 4 Universal cable (optional) 449 535 ... 0 Trailer Remote Control (optional) Only in combination with ELEX and version TEBS E2 or higher. Connecting cable between Trailer Remote Control and fuse box in the truck and a bracket are included in delivery. 446 122 080 0 Parameter setting The settings are defined via tab 5, Lifting axle control. The GIO slots to use are defined in tab 11, connector.

Vehicle type (BVA) All trailer vehicles with disc brakes Purpose Wear indicators, a wire integrated into the brake lining, monitor the wear of both lin- ings of a disc brake. Function Wear indicators can be connected on up to 6 brakes on the ECU. All wear indica- tors are connected in series and are connected to the wear input. These are oper- ated with the supply voltage (24 V/12 V). Fault indicator / warning lamp: If the wear indicators indicates that the wire is worn through for a period of at least 4 seconds (or longer) , a voltage will be measured at the lining wear sensor and the warning will be activated. The fault indicator / warning lamp will warn the driver if the end value for lining wear has been reached (100% brake lining wear). When the ignition is switched on, the fault indicator / warning lamp (amber) flashes in 4 cycles = 16 times. The fault indicator / warning lamp is no longer illuminated when the vehicle's speed exceeds 7 km/h. Replacing the wear indicators is auto- matically detected by the system when the linings are changed. Both warning lev- els are deactivated after 8 seconds. In systems with Trailer Central Electronic, the wear information is determined by the Trailer Central Electronic. It is the TEBS E that warns the driver or triggers the fault indicator / warning lamp. This is necessary because only an ECU can execute triggering the fault indicator / warning lamp in the event of service information hav- ing accumulated. If a SmartBoard is installed, the warning will also be displayed on the SmartBoard. Saving the data for the lining change The last five lining changes (including odometer and operating hours when the second warning level occurred) are stored in the ECU and can be read out via the TEBS E Diagnostic Software.

Extract from diagram 841 802 157 0 Item Component Figure Part number 1 Wear indicator 480 102 92. 2 (retrofit) 2 Cable for wear indicator 449 816 ... 0 3 SmartBoard (optional) 446 192 110 0 4 Cable for SmartBoard (op- tional) 449 911 ... 0 Warning lamp Not part of WABCO's scope of supply Parameter setting The function is activated via tab 4, Standard functions. The GIO slots to use are defined in tab 11, connector. Connecting the lining wear indication to GIO5 can cause load peaks in certain cases and should be avoided.

Vehicle type All trailer vehicles Purpose Power supply from connected systems, e.g. Telematics. Telematics The Telematics unit can be connected to the SUBSYSTEMS slot or on GIO5 (only with TEBS E Premium). WABCO recommendation: Connect Telematics to GIO5, so that the subsystems plug can be used e. g. for the SmartBoard or IVTM. A stand-by time for charging a connected battery after the ignition is turned off can be defined via the TEBS E Diagnostic Software. In this case, the CAN bus is switched off – or the message is sent, indicating that the vehicle was switched off – and only the battery is charged. The time for charging corresponds to the time for ECAS standby operation. Connecting the components Extract from diagram 841 802 199 0 Item Component Figure Part number 1 TEBS E Modulator (Premium) 480 102 06. 0 2 Trailer Telematics Unit (TTU) 446 290 100 0 3 Cable for Telematics 449 915 ... 0 Parameter setting Telematics is coordinated via tab 4, Standard functions. In tab 11, Connectors the connection to subsystems or GIO 5 are defined.

Vehicle type All trailer vehicles Purpose In addition to the ISS speed switch, which only outputs switch settings, TEBS E can provide a speed signal for evaluation by the connected systems, e.g. for con- trolling steering axles or for closing tank covers. Function The TEBS E Modulator provides a speed signal in the form of a pulse-width modu- lated rectangular signal. Components Component Part number Universal cable 4-pin, open Cable colours: red = pin 1 (v signal) brown = pin 2 (ground) yellow/green = pin 3 blue = pin 4 449 535 ... 0 Parameter setting The function is activated via tab 8, General functions. The GIO slots to use are defined in tab 11, connector.

Vehicle type All trailer vehicles Purpose Two continuous voltage supplies are provided. Using corresponding parameter set- tings, a steady positive voltage (terminal 15) can be output to supply connected electronic systems or solenoid valves. The stand-by time corresponds to the stand- by time on the ECU. Function Two 24 V outputs with a constant load of max. 1.5 A can be connected to the Trailer EBS E Modulator. The output is monitored only when the TEBS E is switched on. Optionally, monitor- ing can be deactivated if components are connected via a switch, for example. An optional parameter can be used to deactivate a stand-by of the continuous power supply. Otherwise the port continues to be supplied with power as specified by the parameter for the ECU stand-by time. Connecting the components Legend A Switch B Load on steady positive voltage Component Part number Switch Not part of WABCO's scope of supply Universal cable 449 535 ... 0 Parameter setting The function is activated via tab 8, General functions. The GIO slots to use are defined in tab 11, connector.

Vehicle type Tipper vehicle Purpose The ‘road finisher brake’ function is used for targeted braking of tipper bodies dur- ing operation with road finishers. In this case, the vehicle trailer is pushed by the road finisher while tipping. Function If the function is activated, the trailer is braked by means of the TEBS E Modulator. Mechanical switches can be used for activation in operation (road finisher opera- tion on/off) and an unloading level switch used for positioning the tipper (push but- ton or proximity switch). When using ECAS valves, tipping of the tipper body can be detected via the unloading level switch, see chapter 6.3.2 ‘Normal level’, page 70. The unloading level switch can be activated or deactivated based on the cus- tomer's wishes. An optional switch can be provided for this or a parameter or a shut-off on the SmartBoard. The control pressure defined in the TEBS E Diagnostic Software can be changed manually via the SmartBoard or Trailer Remote Control. The minimum control pressure in this case is 0.5 bar and the maximum control pressure is 6.5 bar. The value last set via the SmartBoard or Trailer Remote Control when switching the function off is valid again when switched back on. The automatic shut-off for this function occurs at speed v > 10 km/h. Controller Proximity switch More detailed information on the proximity switch, see chapter 6.15.1 ‘Proximity switch’, page 99). Mechanical switch Mechanical switch I for road finishers to ground Mechanical switch II for road finishers and unloading level to ground

Mechanical switch IV for road finishers to plus at digital TEBS E input (resistance cable not supplied by WABCO) Legend A ‘Road finisher brake on/off’ switch B Unloading level switch C Lifting/lowering Tilt warning Road finisher brake parameters The speed to which the function is active must first be set (max. 10km/h). Then the pressure test for actuating the braking pressure pm of the application pressure to a maximum 6.5 bar is applied, parameter road finisher brake. You can define whether the actuated braking pressure is adjusted depending on the load during road finisher operation (dynamic LSV). If a SmartBoard is installed, one switching input can be dispensed with by activat- ing the function solely via the SmartBoard. The road finisher braking pressure can also be adjusted by means of the parking brake in the towing vehicle, without a SmartBoard. In the pressure range to be set, the spring-type actuator in the towing vehicle is not yet exhausted so that the parking brake only generates a braking force in the trailer. To increase the braking pressure, the pressure must be adjusted slowly using the lever, which is then released suddenly. The system detects the manual setting through the high pressure gra- dient thus produced, saves this value and adjusts the pressure accord- ingly. To reduce the value, the current value must be briefly exceeded using the lever before it is gradually released again. This value is deleted again following an ignition reset. Road finisher brake = Mechanical switch Parameters for deactivating the unloading level can be set in the TEBS E Diagnos- tic Software. A 2 pole proximity switch can be connected (connection to GIO 4, pins 1 and 3, cable 449 535 ... 0).

brake’ functions. Every proximity switch has a different switching threshold relating to the distance to the tipping body object to be detected. If both functions are to be active, two additional switching inputs are required so that both functions can be switched on and off separately. The road finisher brake can be indicated by a lamp attached to the outside of the vehicle, for example. For this purpose, the TEBS E Diagnostic Software tab 9, Function module is used to create a digital function with the input signal Road finisher brake active. Connecting the components Extract from diagram 841 802 198 0 Item Component Figure Part number 1 SmartBoard 446 192 110 0 2 Cable for SmartBoard 449 911 ... 0 3 Switch Not part of WABCO's scope of supply 4 Universal cable (optional) 449 535 ... 0 Trailer Remote Control (optional) Only in combination with ELEX and version TEBS E2 or higher. Connecting cable between Trailer Remote Control and fuse box in the truck and a bracket are included in delivery. 446 122 080 0 Lamp for indicating the status (as of TEBS E4) 446 105 523 2

The GIO slots to use are defined in tab 11, connector. Operation Information on operation, see chapter 10.3 ‘Operation of ECAS level control’, page 180 and see chapter 10.2 ‘Operation with Trailer Remote Control’, page 172. 6.15.1 Proximity switch Vehicle type All trailers with an unloading level option or road finisher brake Purpose The proximity switch can be used as a switch for the unloading level control func- tions, for actuating the road finisher brake or for controlling the SafeStart function. The following proximity switch can be used to actuate the functions named above without contact: • Telemecanique XS7C1A1DAM8 • Schönbuch Electronic IO25CT 302408 • Balluff BES M30MF-USC15B-BP03 • Schönbuch Electronic MU1603111 Connection of the proximity switch Proximity switch for actuating the street finisher / unloading level Figure 1 Proximity switch with separate off switches for the road finisher and unloading level Figure 2 Legend A ‘Road finisher brake on/off’ switch B ‘Unloading level on/off’ switch C Proximity switch

proximity switch. If both functions are to be available (figure 2), two additional switch inputs are re- quired so that both functions can be switched on and off separately. The switches for this must be configured as follows: Road finisher brake = proximity switch and separate switch. Both switches must be closed here so that the road finisher function is actuated. Unloading level switch = proximity switch and separate switch. Both switches must be closed here so that the unloading level starts up. Proximity switches available on the market can have differing switching thresholds depending on the distance to the object to be registered. WABCO suggests a value of 600 µA for this, for trouble free operation of the prox- imity switches named above. The switching threshold for other switches can be set as required. The GIO slots to use are defined in tab 11, connector.