BPW EA EBS - 37041103e PDF

Operating and Instal-
lation Instructions
BPW · THE QUALITY FACTOR

Version 1.4
ECO Tronic EBS.

Operating and Installation Instructions
Version 1.4
BPW Operating and Installation Instructions
2
Table of Contents
Page Page
3.2.12 Connectors / Blanking plugs 39
1 Introduction 3.2.13 Sensor / AUX plugs 40
3.2.14 Sensor / AUX connections 41
3.2.15 Sensor connections / cabling 42
1.1 ECO Tronic EBS 4
3.2.16 COLAS®+ / ILAS®-E connections 43
3.2.17 Auxiliary equipment wiring 44
1.2 Abbreviations 7 3.2.18 Multimeter measurements 46
1.3 Safety information 8

4 Piping
1.4 System layout 9
1.5 General components 4.1 Pipe recommendations 48

1.5.1 Location of components in the trailer 10 4.2 Brake piping layout
1.5.2 Primary features of the Modulator 11 4.2.1 2M, 3-axle semi trailer, side by side 50
1.5.3 ECU connector identification 13 4.2.2 3M, 3-axle semi trailer 51
1.5.4 Overview of electrical connections 14 4.2.3 3M, 2-axle drawbar trailer (full trailer) 52
1.5.5 Wiring diagram - 2M 15 4.3 Air suspension system piping layout
1.5.6 Wiring diagram - 3M 16 Air suspension levelling valve, COLAS®+ 53
1.5.7 Overview of pneumatic connections 17 and ILAS®-E
2 Installation options (Configurations) 5 Operating and installation instructions
2.1 Semi and centre axle drawbar trailers 5.1 Brake system 54
2.1.1 2S/2M and 4S/2M, side by side 18 5.1.1 Coupling heads 55
2.1.2 4S/3M 19 5.1.2 Trailer Control Module TrCM 56
2.1.3 2S/2M + SL, side by side 20 5.1.3 Trailer Control Module TrCM+ 59
5.1.4 Brake lining wear sensoring 63
2.2 Drawbar trailers (full trailers)
4S/3M 21 5.2 Air suspension 64
5.2.1 Standard air suspension valve 65
5.2.2 Level adjustable air suspension valve 68
3 Chassis installation 5.2.3 Air suspension valve with zero point 70
adjustment
5.2.4 COLAS®+ 72
3.1 Mounting of the Modulator 5.2.5 ILAS®-E 75
3.1.1 Position without Trailer Roll Stability (TRS) 22 5.2.6 Shut-off cock 77
function 5.2.7 3/2-ways magnetic valve 78
3.1.2 Position with Trailer Roll Stability (TRS) 23 5.2.8 Steering axle lock application 79
function
3.1.3 Identification of ECO Tronic EBS ports 24
5.3 Soft Docking 80
and fixing
- Main Modulator
- Additional Modulator
3.1.4 Painting - protected areas 26 6 Hazardous Goods / ADR Installations 87
3.1.5 Mounting 27
3.2. Electrical wiring 7 Programming 89

3.2.1 Wiring schematic 28
3.2.2 Wiring diagram 29
3.2.3 Auxiliary equipment wiring 30 8 System diagnostics
3.2.4 General installation recommendations 31
- cabling 8.1 System diagnostics 91
3.2.5 General installation recommendations 32 8.1.1 Warning lamp 92
- ISO 7638 8.1.2 System check procedure 92
3.2.6 General installation recommendations 33 8.1.3 Power up ECO Tronic EBS 93
- junction box 8.1.4 Other errors shown by the warning lamp 93
3.2.7 POWER / DIAG /Sensor / AUX cabling 34
3.2.8 POWER (ISO 7638) connections 35 8.2 Diagnostic Trouble Codes (DTC) 94
3.2.9 POWER (ISO 1185) / 36
Super AUX connections
3.2.10 DIAG connections 37 9 Recommended maintenance schedule 97
3.2.11 DIAG / Side of vehicle connection 38
3
1. Introduction
1.1. ECO Tronic EBS

Notes on the content Basic functions of an EBS
These installation and operating instructions for the ECO Tronic Companies which want to transport goods from A to B as
EBS describe the individual components and functions, as well safely and efficiently as possible find that an EBS is practically
as possible configurations. This publication provides assistance essential nowadays. This is because EBS offers a whole
for first installation of an ECO Tronic EBS in a semi trailer, range of advantages compared to conventional pneumatic
centre axle drawbar trailer or drawbar trailer (full trailer). It deals brake systems: It increases safety due to shorter response
with the configurations 2S/2M, 4S/2M and 4S/3M. As well as times, thereby reducing braking distances, optimises brake
presenting the installation of the ECO Tronic EBS, the document performance because of improved matching and also simplifies
also discusses possible electrical cablings and provides cable installation and maintenance processes. These are practical
recommendations. Furthermore, it contains a description of and commercial advantages with specific benefits, and most
the extensive options for system diagnosis and fault analysis. commercial vehicle manufacturers and transport professionals
can no longer do without them nowadays.
In contrast to pneumatically operated brake systems, an EBS

New ECO Tronic product range controls the brake cylinder pressure of the disc or drum brakes
individually using electronics. The mechanical pressure applied
ECO Tronic stands for a new product family of intelligent BPW
to the brake pedal is converted into an electrical signal and
electronic products in the trailer. The first step is a complete
passed on to the control unit. This uses information available
brake system consisting of, for example, the ECO Tronic EBS,
in the data network to calculate the optimum brake pressure,
Trailer Control Module (TrCM), cable sets, Trailer Monitor and
ensuring that brake forces are optimally distributed throughout
a complete air installation. With the new product range, BPW
the system. The EBS is connected by a trailer control module
has developed its own electronic trailer components so that you
through the CAN interface.
can obtain the entire trailer running gear from a single supplier.
From now on, you will only have one contact for the entire In addition to its straightforward braking function, EBS has driver
system. From the axle to the brake, from the air suspension to assistance functions such as ABS (anti-lock brake system), ALB
the electronic control unit. (automatic load-dependent braking), as well as a TRS function
(trailer roll stability, not included in the basic kit), thereby offering
The ECO Tronic EBS offers everything that you would expect
additional safety.
from a modern electronic brake system. And much more as
well: this is because in addition to brake control, the ECO What is more, each EBS has a pneumatic fall-back level which
Tronic EBS also offers numerous additional functions. Running is a statutory requirement for use in emergencies, and permits
gear data is ready for download at any time, vehicle usage is conventionally controlled braking in case of an electrical fault.
recorded and documented, while clever solutions are available
for determining the ideal brake quality – with the new ECO Tronic
EBS from BPW, you can achieve sustainable optimisations in
your fleet management.
ECO Tronic is the name of the BPW product range

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

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

supplier with overall responsibility for the intelligent
trailer running gear.
4
1.1. ECO Tronic EBS
Features of ECO Tronic EBS Trailer Roll Stability
The core of the ECO Tronic EBS is the EBS Modulator. Its In the background, there is an electronic safety system for the
compact dimensions mean that it can be installed without trailer which automatically intervenes in critical driving situations
difficulty in all current semi trailers, drawbar trailers (full trailers) to provide stability. Sensors integrated in the EBS permanently
and centre axle drawbar trailers. Its enclosed design ensures measure the lateral acceleration of the trailer for this purpose. If a
fault-free operation and consists of a corrosion-resistant plastic critical driving situation is reached then the trailer is immediately
module and a weatherproof die-cast aluminium module. braked. As a result, the risk of skidding and tipping over - e.g.
when cornering or due to a shifting load - is reduced to a
minimum thanks to Trailer Roll Stability.
Lifting axle control
Another practical performance feature of EBS is the automatic

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

axle lock. This is activated when reversing and automatically
blocks deflection of the wheels on the trailer’s steering axle.
All cable connections of the ECO Tronic EBS are grouped

together on one level for a clear layout, thereby permitting Automatic service brake activation
optimum access. In addition, ease of installation is ensured by
In conjunction with an extendable drawbar installation,
connection designations on the side and the lid of the housing.
automatic actuation of the service brake reduces the gap
The ECO Tronic EBS can be used in a wide range of applications
between the vehicles, thereby allowing for convenient through-
with its five AUX connections. There is a user-configurable
loading. The ideal solution for greater safety and operating
Super AUX connection available as an option which gives
convenience at the loading ramp.
up to three more functions. Furthermore, the housing has an
integrated quick release valve for the parking brake and two
test connections for pressure gauges.
Safety braking
The numerous basic functions provided as standard mean the
ECO Tronic EBS offers greater safety and convenience. This This EBS function automatically applies the brakes on vehicles
includes practical features such as stability control, lifting axle such as tankers when the instrument cabinet is open, therefore
control or steering axle lock which soon pay their way in day- preventing it from moving off. This is a sensible additional feature
to-day operations. because it ensures that lack of attention does not immediately
become a danger.
Paver brake function
This is the perfect EBS function for ensuring the correct distance
between the paver machine and the trailer during road building.
In this case, the paver machine pushes the braked trailer in front
of it, thereby optimising handling and the production process.
5
1. Introduction
1.1. ECO Tronic EBS

Intelligent software packages for setting Priority on safety. This is especially important in the transport
parameters and operating data analysis business. ECO Tronic EBS software offers the perfect solution
for this as well. Brake Performance Monitoring (BPM) is an
To ensure that the brake system and other running gear intelligent additional function developed by BPW for the Trailer
parameters are set perfectly, ECO Tronic EBS has a software Analyser, and provides you with information about the brake.
system that is as extensive as it is user-friendly, for setting
parameters and analysing the operating data of the trailer.
Operation and evaluation of the EBS could hardly be easier.
The special feature of ECO Tronic EBS: BPW not only offers Reliable service
you numerous standard EBS functions but also additional
With the new ECO Tronic EBS, BPW is for the first time
trailer-specific functions that help you to optimise your fleet
offering you a complete trailer running gear system including
management, reduce service times and therefore save operating
all electronic components from a single supplier. And this also
costs.
means that you benefit from reliable service and fast spare part
The Trailer Manager is a software programme for setting delivery, as with all BPW system components.
the parameters of ECO Tronic EBS. It is used for the factory
And what’s more, our range of services also includes training
configuration of the available brake and additional functions.
courses. In these, we can on request provide you with valuable
A clear menu system with step-by-step configuration allows knowledge about the new ECO Tronic EBS that you can put
for trouble-free inputs. Missing information is displayed as a to use in your day-to-day business – from professionals for
safety feature in order to avoid possible mistakes in the system. professionals.
Do you sometimes find it difficult to identify vehicle components?

Assembly Data Managment
It is not rare for valuable time to be lost finding out which spare
This is a tool in the Trailer Manager for reading in and
part can be obtained from where in the shortest possible time.
managing information specific to the running gear
The additional function of Assembly Data Management (ADM) in
and vehicle.
ECO Tronic EBS will be greatly appreciated in this context. This
function gives you a practical tool for reading in and managing
information about the specific running gear and vehicle. Just
one look at the ADM data set allows you to identify spare parts Road Condition Monitoring
and maintenance documents unambiguously. At the touch of This function of the Trailer Analyser can be used for
a button, you can call them up or request them directly from recording and evaluating road profiles exactly.
the BPW customer network. This saves costs because ADM
can significantly reduce the length of time spent in workshops
and on repair jobs. Brake Performance Monitoring
An intelligent additional function of the Trailer Analyser
The Trailer Analyser allows transport companies to benefit
for calculating and evaluating brake quality.
from a clear evaluation software that offers practical functions
to deliver precise information about journeys and displays
meaningful vehicle bar charts. Whether these functions are
for analysing journeys or for special functions developed by
BPW for the vehicle history, ECO Tronic EBS means that you
are always precisely informed about the status of your trailers,
which gives you the perfect tool for optimum fleet management.
For example, the Trailer Analyser stores up to 1000 journeys

and can output a trip-based evaluation request. Numerous bar
charts on brake pressure, axle load, air suspension pressure and
other key figures of the running gear provide detailed information
about the operating status of trailers.
A practical additional function in the Trailer Analyser has

been specially developed by BPW for ECO Tronic EBS: Road
Condition Monitoring (RCM). This function makes it possible to
record and evaluate precisely what are the profiles of the roads
on which your trailers drive. This means you have a diagnostic
tool at your disposal that gives you a precise insight into vehicle
usage. As a result, Road Condition Monitoring also offers you
the opportunity to increase the resale value of your vehicles.
6
1.2 Abbreviations
Abbreviations Explanation Description
2S/2M 2 Sensors / 2 Modulators ABS system with 2 rotational speed sensors and 2 modulators
ABS Anti-Lock Braking System Prevents the locking of braked wheels to maintain lateral grip
ADM Assembly Data Management Software function for storing all important vehicle data
ADR Accord européen relatif au transport European agreement on international transport of dangerous goods by
international des marchandises road
Dangereuses par Route
ASC Adaptive Surface Control ABS control that dynamically adapts to road conditions
AUX AUXiliary Additional input / output for sensors or actuators / valves
BPM Brake Performance Monitoring Software function for monitoring brake performance
Data bus system, used for controller communication in vehicles, among
CAN Controller Area Network
others
Valve for lifting and lowering the vehicle body in the case of air-sprung
COLAS®+ Lift and lower valve
vehicles
DCV Double Check Valve Anti-compounding valve to prevent simultaneous application of service
brakes and emergency brakes
DTC Diagnostic Trouble Codes Brake system error / warning codes for diagnosis and repair
EBS Electronic Braking System Electro-pneumatic brake system with CAN communication between the
truck and the trailer
ECE R13 Economic Comission for European regulation No. 13 - Brake systems
Europe Regulation No. 13
ECU Electronic Control Unit Electronic controller
EEPROM Electrically Erasable Programmable
Read Only Memory
ELS Electronic Load Sensing Function for automatically adapting the braking force to the load of the
vehicle
(LSV) Load Sensing Valve
EOLT End Of Line Test End of line system check to ensure correct system installation
EPRV Electro Pneumatic Relay Valve Electro pneumatically piloted relay valve of the EBS
GGVS Gefahrgut Verordnung Straße Act governing the road haulage of hazardous materials
GPI General Purpose Input AUX option
GPO General Purpose Output AUX option
ILAS®-E Integrated Lift Axle Steering EBS controlled lift axle valve
ISO 1185 Standardised interface between truck and trailer for lighting control
CAN bus communication standard between truck and trailer for brake
ISO 11992
control
ISO 7638 Standardised interface between truck and trailer supplying ABS/EBS
systems with power, transferring a signal for a warning device and, if fitted,
enabling CAN communication as standardised in ISO 11992
LWS Lining Wear System Brake pad wear sensing
LSV Load-Sensing Valve
Pressure protection valve that separates the brake and air suspension
PPV Pressure Protection Valve
circuits
PTC Push To Connect Pneumatic connectors to ease installation
QRV Quick Release Valve
RCM Road Condition Monitoring Software function for recording and evaluating road profiles
REV Relay Emergency Valve Relay valve with emergency brake function
RtR Reset to Ride Height Automatic return to ride height
SAUX Super AUX Installation-optimized possibility for three digital inputs
TA Traction Assist Starting traction control
Parking and manoeuvring valve with emergency brake function (and
TrCM Trailer Control Module
integrated pressure protection)
TRS Trailer Roll Stability Function that reduces the risk of the trailer rolling over
7
1 Introduction
1.3 Safety information

• All work must be performed by trained specialists in qualified Various safety information is indicated by different icons in
workshops and authorised companies which have all the these installation and operating instructions. Their significance
necessary tools and knowledge for performing this work. is described in the overview below.
• The parameters of the system are only allowed to be set Icon Significance
by specialists who have completed a suitable training course
for this purpose. The parameters for the brake system can This symbol informs you that an
be found in the brake calculation prepared for the vehicle in acoustic check is necessary in order
question. The brake system calculation must take account of to avoid potential damage to property
statutory requirements of the country in question, as well as the or follow-on damage.
necessary safety provisions. If the set values are changed, the This symbol informs you that an
person who performs this change is responsible for complying optical check is necessary in order to
with the statutory requirements of the country in question where avoid potential damage to property or
the vehicle is operated, as well as for maintaining safe function follow-on damage.
of the system.

This symbol informs you that the
• When repairs are carried out on the vehicle, the brake system connection must be clean and dry
must be protected against mechanical, thermal and surge before being attached.
voltage damage.
Warning note!
• Local safety and accident prevention regulations as well as Failure to comply with the warning
regional and national regulations must be complied with. note can result in a potential
hazardous situation, leading to injury
• The relevant operation and service regulations as well to personnel.
as safety regulations of the vehicle manufacturer and of the
manufacturers of other vehicle parts shall be adhered to.
• Do not perform repair and installation work unless wearing

protective clothing (gloves, safety boots, safety goggles, etc.)
and using the recommended tools.
• The vehicle must be secured against rolling away during

repair work. Please observe the relevant safety regulations for
repair work on commercial vehicles, in particular the safety
regulations for jacking up and securing the vehicle.
• Following each repair, it is necessary to perform a function

check or a test drive in order to make sure that the brakes are
functioning correctly.
• All exchanged components must be reused or disposed of

in accordance with the applicable environmental regulations,
laws and directives.
• Tighten screws and nuts with the prescribed tightening

torque.
• BPW can only guarantee the safety, reliability and

performance of systems, in particular those of ECO Tronic EBS,
if all instructions are complied with.
8
1.4 System layout
The system fitted to your trailer may have 2 or 4 sensors and 2 or supply via the ISO 7638 plug fails. In this case, only the ABS
3 Modulators, the variants available being 2S/2M, 4S/2M and function and, optionally, the ALB function are in effect. (see
4S/3M. Fig. 3).
The power supply of the system is via: ISO 7638 - 7 pin ECO Tronic EBS controls a warning device in the dashboard
connection - the full EBS function is guaranteed Fig. 1. (pin 5 of ISO 7638 connector).
The power supply of the ECO Tronic EBS with a 5 pin ISO 7638 The warning lamp has two functions:
connection is also possible. In this case the response time (time
between applying the brake pedal and reaction of the brake • As soon as the ECO Tronic EBS is powered via the ISO 7638
chambers) is increased due to the missing CAN databus while plug (Figs. 163 and 164 on page 92), the system performs a
ABS and ELS functionality is still available (see Fig. 2). self-test. The result of this test is displayed by means of a
sequence of warning lights.
In the optional emergency solution (2M systems only) with stop
light electrical power supply, the ECO Tronic EBS is supplied • The warning lamp indicates by a permanent display, if a fault
with electrical power via the ISO 1185 (24N) plug if the power has been detected while the vehicle is moving.
ISO 7638 - 7 Pin
EBS ECO Tronic EBS = full EBS function

Fig. 1
ISO 7638 - 5 Pin
ABS ECO Tronic EBS = EBS function with increased response time
Fig. 2 (No CAN data bus)
ISO 1185 - (24N)
ABS/EBS ECO Tronic EBS = on foot brake application

Fig. 3 ABS function only + ELS optional
9
1 Introduction
1.5 General components

1.5.1 Location of components in the trailer
Modulator
Sensor and Exciter

ISO7638
- 7 pin connector
al
tion
op
Trailer Monitor l
io na
o pt
Driver’s information plate
Trailer Control Module (TrCM)

(modified 01.01.2011)
Fig. 4 - Overview of the main components and their location in the trailer
10
1.5.2 Primary features of the
Modulator
Integrated quick release valve
An integrated quick release valve provides a rapid installation
and reduces the need for separate pipe fittings and connections.
In addition the spring brake air, once exhausted, is silenced
using the silencing mechanism.
Fig. 5 Integrated quick valve
Service brake test connections

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

Fig. 6
Integrated double check valve with distributor

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

Fig. 7
Bulk head mounting

Three stud mountings, provide interchangeability with com-
petitor systems.
In addition, the mounting method allows much easier installation.
Fig. 8
11
1 Introduction

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

quick release valve and double check valve).
12
1.5.3 ECU connector identification - 2S/2M, 4S/2M system
24 V Switched Output, 24 V Switched Output, Analogue Input, Analogue Input, ISO 1185 power supply,
Speed indicator Input for switching signal 5 V Power supply 5 V Power supply three digital inputs,
24 V power supply
AUX 1 AUX 2, AUX 3 AUX 4 AUX 5 Super AUX

COLAS®+ COLAS®+ Lining Wear Sensor Lateral Accelerometer Input A
Retarder Retarder General Purpose Input General Purpose Input Input B
Trailer Lamp Trailer Lamp Control Line Sensor Control Line Sensor Input C
ILAS®-E Front ILAS®-E Front Soft Docking Soft Docking
ILAS®-E Rear ILAS®-E Rear Mechanical Height Sensor Mechanical Height Sensor
AUX Power AUX Power
Steer Axle Lock Steer Axle Lock
Service Lamp Service Lamp
Overload Lamp Overload Lamp
ISO 1185-
Remote Overload Lamp Remote Overload Lamp
connection
Stability Lamp (TRS) Stability Lamp (TRS)
General Purpose Output ILAS®-E Front Manual 1
TA+ ILAS®-E Rear Manual
Info Point General Purpose Output 4
Info Point / COLAS®+ TA+
White B-
Red B+
Black 24 V
Yellow Input A
Brown Input B
Green Input C
Junction box
Pin configuration Blue (not in use)
ISO 1185 ISO 7638

PC Interface
Trailer Monitor
Pin 4
Pin 1
Sensor S1B Sensor S1A
Fig. 15 Version without SAUX Version with SAUX
13
1 Introduction

1.5.4 Overview of electrical connections
7 7
1
6 6
ISO 7638
11
2
2B
1B
10
3 1
2
3
ISO 1185 (24N) 4
5
1A
2A
5
9
4
6 6
7 7
Fig. 16 - Chassis components with electrical connections
Item Description Notes

1 ECO Tronic EBS label
2 ISO 7638 - 7 pin connector
Safety back-up cable - ISO 1185 (24N) / or SAUX
3
optional
4 Trailer Monitor (side of vehicle connection)
5 Modulator
6 ABS sensor
7 Exciter ring
8 COLAS®+ AUX 1, 2 or 3
9 ILAS®-E AUX 1, 2 or 3
10 Lining wear system (LWS) AUX 4 only
11 External roll stability sensor AUX 5 only (as an option for the ECO Tronic EBS of the basic kit)
N.B. AUX to be configured accordingly with Trailer Manager
14
1.5.5 Wiring diagram - 2M
BK
RD 1
BN/W
7 2
GN/W
6 3
YE
CABLE W 5 4
ISO
2 x 4.0mm² BN 7638
5 x 1.5mm²
(EBS/ABS)
B+IGN
RD B+P
CAN L
CAN H
BIGN
LAMP
BN B
DIAG PWRB PWRA
POWER A
CABLE
2 x 1.5mm² 1 x 2.5mm²
POWER B W B N6 1 x 1.5mm²
RD B+
W B W 1 ISO
SUPER AUX
RD B+ RD 1185
BK 24V 4
DIAGN Y AUX A (24N)
BN AUX B
DIAGN G AUX C
BU
2B 1B 1 2 3 4 5 1A 2A
CABLE
BK
7 x 1.5mm²
YE
CABLE TRAILER LIFT
2 x 1.0mm² AXLE LIFT
SEN SEN AUX AUX AUX AUX AUX SEN SEN CABLE CLOSE TO LIFT
2B 1B 1 2 3 4 5 1A 2A 1 x 2.5mm²
3 x 1.5mm²
AUXILIARY
SOLENOID GY 8
CABLE N6
N8 CABLE 7
3 x 0.75mm² RD
AUX SEN SEN AUX AUX AUX AUX AUX SEN SEN AUX AUX N5 4 x 0.75mm²
BK RD 2 2
A1 A 1
2
A 1A
2 PK 12
3
45 5 45
W 4
YE CABLE ACCELEROMETER ISO
2 x 0.75mm²
3 x 0.75mm² CABLE 12098

3 x 0.75mm² (15 PIN)
CABLE
RIGHT REAR PRESSURE CAN

SENSOR N3 N3 LEFT REAR
SENSOR N 1
SENSOR N2
2B
B
2A
N9 N4
RIGHT FRONT CABLE LEFT FRONT B+
SENSOR N3
2 x 0.75mm² SENSOR N2
1A
N3
1B
PC INTERFACE
CONNECTOR
CABLE
4 x 0.75mm²
CABLE CABLE YE BK
BK YE 3 x 0.75mm²
RD 3 x 0.75mm² YE BK RD
BK YE
YE BK RD
RD N1 N7
RD
N1 N7 Key: W - White BK - Black BN - Brown
BU - Blue RD - Red YE - Yellow
Fig. 17 GN - Green PK - Pink GY - Grey
N 1 Auxiliary cabling termination is given in the table below: N 4 Side diagnostic connector for use with Trailer Monitor or
Wire colour AUX 1 AUX 2 AUX 3 AUX 4 AUX 5 PC interface
Red 0 V / 24 V 0 V / 24 V 0 V / 24 V 5V 5V N 5 Roll stability function accelerometer if fitted, must be plugged
Black B- B- B- B- B- into AUX 5.
Yellow Tacho / D D A/D A/D Mounting orientation of accelerometer must be as per
Tell-Tale input input input input instructions supplied by BPW.
N 6 Cable length junction box to ISO 1185 (24N) or ISO 12098

0 V / 24 V : switchable output
(15 Pin) must not exceed 4 m.
B-: earth
D input: digital input (0 V to 24 V) N 7 Maximum load from any auxiliary output not to exceed
A/D input: analogue input (0 V to 5 V) or digital input 1A. All solenoids connected electrically to this unit must
(0 V to 24 V) be diode suppressed.
Availability of auxiliaries and pressure sensor function
depend on ECU variant and configuration. N 8 If the solenoid is not approved by BPW, fit a 1 A, 100 V
minimum, diode as shown.
N 2 “Right” is viewed sitting in the driver seat facing forward.
N 9 Pressure sensor can be fitted to AUX 4 or 5.
N 3 Sensor connector.
15
1 Introduction

1.5.6 Wiring diagram - 3M
BK
RD 1
BN/W
7 2
GN/W
6 3
YE
CABLE W 5 4
ISO
2 x 4.0mm² BN 7638
5 x 1.5mm²
(EBS/ABS)
B+IGN
RD B+P
CAN L
CAN H
BIGN
LAMP
BN B
DIAG PWRB PWRA POWER A
POWER B
CABLE
2 x 4.0mm²
POWER B
DIAGN
5 x 1.5mm²
DIAGN
2B 1B 1 2 3 4 5 1A 2A
SEN SEN AUX AUX AUX AUX AUX SEN SEN

2B 1B 1 2 3 4 5 1A 2A
DIAGN B POWER A
AUX 1 PSW SLAVE ECU

AUXILIARY
ASSEMBLY
SOLENOID S1 A Brake Systems S1 B
N7 CABLE S2 A S2 B
AUX 2 AUX 3 AUX 4 AUX 5
AUX SEN SEN AUX AUX AUX AUX AUX SEN SEN AUX AUX 3 x 0.75mm²
A1 A 1 A
N5
1A
BK RD 2 2 2
3
2
45 5 45
CABLE
YE CABLE ACCELEROMETER
2 x 0.75mm²
4 x 0.75mm²
3 x 0.75mm² CABLE
3 x 0.75mm²
CABLE
RIGHT REAR PRESSURE CAN

SENSOR N3 N3 LEFT REAR
SENSOR N 1
SENSOR N2
2B
B
2A
N8 N4
RIGHT FRONT CABLE LEFT FRONT B+
SENSOR N3
2 x 0.75mm² SENSOR N2
1A
N3
1B
PC INTERFACE
CONNECTOR
CABLE
4 x 0.75mm²
CABLE CABLE YE BK
BK YE 3 x 0.75mm²
RD 3 x 0.75mm² YE BK RD
BK YE
RD N1 N6
YE BK RD
N1 N6
Key: W - White BK - Black BN - Brown
RD
BU - Blue RD - Red YE - Yellow
Fig. 18 GN - Green PK - Pink GY - Grey
N 1 Auxiliary cabling termination is given in the table below: N 3 Sensor connector.

Wire colour AUX 1 AUX 2 AUX 3 AUX 4 AUX 5
N 4 Side diagnostic connector for use with Trailer Monitor or
Red 0 V / 24 V 0 V / 24 V 0 V / 24 V 5V 5V
PC interface.
Black B- B- B- B- B-
Yellow Tacho / D D A/D A/D N 5 Roll stability function accelerometer if fitted, must be
Tell-Tale input input input input plugged into AUX 5.
Mounting orientation of accelerometer must be as per
0 V / 24 V : switchable output instructions supplied by BPW.
B-: earth
N 6 Maximum load for each auxiliary output shall not exceed
D input: digital input (0 V to 24 V)
1A. All solenoids connected electrically to the Modulator
A/D input: analogue input (0 V to 5 V) or digital input
must be diode suppressed.
(0 V to 24 V)
Availability of auxiliaries and pressure sensor function N 7 If the solenoid is not approved by BPW, fit a 1 A, 100 V
depend on ECU variant and configuration. minimum, diode as shown.
N 2 “Right” is viewed sitting in the driver seat facing forward. N 8 Pressure sensor can be fitted to AUX 4 or 5.
16
1.5.7 Overview of pneumatic connections
10 10 10
3
11 12 12
1
23
4 24 1
Emergency 1-2
25 11 12 11 12
22 21
1 1
22
Service 4 13
1 7
8 AUX1 22
2 1 23 22
22 21
41 14
4 11 13
23
21 21 23 1
23 21
13
13
6
5
1 11 12 11 12
21
1
11
6 11 12 12
1 = Item 22
9
1 = Port 12
Fig. 19 : 3-axle semi trailer - 2S/2M side by side configuration -

2-line air brake system with Trailer Control Module 10 10 10
and spring brake chambers

1 Emergency coupling with integrated filter
2 Service coupling with integrated filter
3 Trailer Control Module (TrCM)
4 Air reservoir - brake
5 Air reservoir - air suspension
6 Drain valve
7 Modulator
8 Air suspension levelling valve
9 COLAS®+
10 Suspension air bags (bellows)
11 Single diaphragm brake chamber
12 Spring brake chamber
13 Test point
14 Test point (if not integrated in COLAS®+)
17
2 Installation options (Configurations)
2.1 Semi and centre axle drawbar trailers

2.1.1 2S/2M and 4S/2M, side by side
S1B S1B S1B

R.H. Power Cable Connector
21 21 21
22 22 22
S1A S1A S1A
S1B
21
22
S1A
2S/2M
S1B S1B S1B

L.H. Power Cable Connector
22 22 22
21 21 21
S1A S1A S1A
S1B
22
21
S1A
R.H. Power Cable
S1B S2B S1B S2B

Connector
21 21
22 22
S1A S2A S1A S2A

4S/2M
L.H. Power Cable
S1B S2B S1B S2B

Connector
22 22
21 21
S1A S2A S1A S2A
Fig. 20
• Either (but only one) directly controlled axle may be lifted Key
- 4S/2M
• Any axle without directly controlled wheels may be a lift axle 22 Modulator
- 2S/2M 21
• Any axle may be a steered axle - 2S/2M and 4S/2M ECU power connectors
18
2.1.2 4S/3M (recommended for self-steering axle)
S1B S2B S1B S2B S1B S2B

21 2 21 2 2 21
22 22 22
S1A S2A S1A S2A S1A S2A
2 21 21 2 2 21
22 22 22

4S/3M

22 22 22
21 2 21 2 2 21
22 22 22
2 21 2 2 21
21
Fig. 21
• Any axle without directly controlled wheels may be lifted. Key

• Any axle can be a steered axle.
22 Modulators
• Master ECU is mounted to EPRV’s. All sensors must be 21
connected to this Master ECU. ECU power connectors
• Directly controlled wheels connected pneumatically to
EPRV’s 21/22 cannot be lifted.
Slave ECU
• Slave ECU is mounted to EPRV 2 and is controlled by Master 2
ECU. Slave ECU/EPRV 2 is shown facing rear but can also Modulator
be installed facing forward, left or right, as EPRV 2 is always
select low control.
• Sensed wheel connected pneumatically to EPRV 2 can be
lifted.
19
2 Installation options (Configurations)

2.1.3 2S/2M + SL, side by side (not recommended for self-steered axle)
R.H. Power Cable
S1B S1B S1B

Connector
21 21 21
A A A
22 22 22
S1A S1A S1A

2S/2M
L.H. Power Cable
S1B S1B S1B

Connector
22 22 22
21 A A 21 21 A
S1A S1A S1A
Fig. 22
• Any axle without directly controlled wheels may be a lift axle. Key
22 Modulators
21
ECU power connectors
A Select low valve (SL)
20
2.2 Drawbar trailers (full trailers)
4S/3M
S1B S2B
2 21
22
S1A S2A
S1B S2B S1B S2B
2 21 2 21
22 22
S1A S2A S1A S2A

4S/3M
S1B S2B
22
2 21
S1A S2A
S1B S2B S1B S2B
22 22
2 21 2 21
S1A S2A S1A S2A
Fig. 23
• Sensed axles cannot be lifted. Key

• Any axle without directly controlled wheels (unsensed) may
be a lift axle. 22 Modulators
21
• Master ECU is mounted to EPRV’s 21/22. All Sensors must ECU power connectors
be connected to this Master ECU.
• Slave ECU is mounted to EPRV 2 and is controlled by Master
Slave ECU
ECU. Slave ECU/EPRV 2 is shown facing rear but can also 2
be installed facing forward, left or right, as EPRV 2 is always Modulator
select low control.
21
3 Chassis installation
3.1 Mounting of the Modulator

3.1.1 Position without Trailer
Roll Stability (TRS) function
360º
Note: The following is applicable to installations and

configurations without TRS function.
The unit should be orientated and positioned so that the

Power Cable connections face towards the required (1)
installation option (configuration) of the trailer.
See Figs. 20 to 23.
Fig. 24
The distance between port (1) and the air reservoir should be
as short as possible (Fig. 24).
Mount the Modulator centrally to the brake chambers (Fig. 25).
A : Single axle
B : Tandem axle
C : Tri-axle
22 22 22
For corrosion reasons do not attach the Modulator directly onto 21 21 21
stainless steel.
A B C
Fig. 25
22
3.1.2 Position with Trailer Roll Rear End view
Stability (TRS) function
The following installation parameters are required for correct
TRS operation. 3º 3º
3º 3º
Roll angle : ± 3° (1:20) (Fig. 26).

Fig. 26
Yaw angle : ± 5° (Fig. 27).

5º 5º
Top view
Fig. 27 5º 5º
Pitch angle:
The Modulator must be mounted vertically (Fig. 28).
Fig. 28
The Modulator must be mounted within distances x and y

from the centre of the axle (s) (including possible lift axles). Single or tri-axle
Vehicle x y
Semi trailer 1.5 m 1.5 m
Centre axle drawbar trailer 1.5 m 1.5 m Within
Drawbar trailer 3.0 m 1.5 m LH and RH
chassis
members
x y
The Modulator has to be mounted inside the main left hand (LH)
and right hand (RH) chassis members of the vehicle (Fig. 29). Tandem axle
For any other applications please refer to

Within
BPW Bergische Achsen KG.
LH and RH
chassis
members
The unit should not be in direct spray or splash water area
and should be protected against high pressure cleaning.
Fig. 29 x y
23

3.1.3 Identification of ECO Tronic EBS ports and fixing
- Main Modulator
283.5 mm
Studs x 3
M 10 x 1.5 mm,
22 mm long 30.5 mm
4
Delivery
test port
(22)
190.4 mm
41
11
Delivery
test port
(21)
Delivery port Delivery port

(22) (21)
1 23 3 23 3 23 1
190 mm
74.2 mm
67.7 mm
135.2 mm Weight: approx. 6.25 kg

Fig. 30
Port No. Description Thread Notes

1 Reservoir port M 22 x 1.5
3 Exhaust port
4 Control port M 16 x 1.5
11 Double Check Valve (DCV) M 16 x 1.5
21/22 Delivery ports M 16 x 1.5
21/22 Delivery test ports M 12 x 1.5
23 Spring brake port M 16 x 1.5
41 Air suspension port M 16 x 1.5
24
3.1.3 Identification of ECO Tronic EBS ports and fixings
- Additional Modulator
161.5 mm
Fixing bolts x 4
M 8 x 1.25 mm,
Tightening torque:
34 Nm (32 - 35 Nm)
58 mm
185 mm
Air suspension port (41)

Remove blanking plugs
26.6 mm when using and connect
air bag pressure line.
Power supply
Control port (4) 41.6 mm 41.6 mm
Blanking plug Blanking plug
107.35 mm 107.35 mm
27.25 mm 27.25 mm
27.65 mm 27.65 mm
Delivery port (2) Delivery port (2)
55.3 mm 55.3 mm
185.5 mm
82 mm
132.6 mm 178 mm
Weight: approx. 3.5 kg

Fig. 31 Reservoir port (1) Exhaust port (3)
Port No. Description Thread Notes

1 Reservoir port M 22 x 1.5
2 Delivery ports M 16 x 1.5
3 Exhaust port
4 Control port M 16 x 1.5
41 Air suspension port M 16 x 1.5
25

3.1.4 Painting - protected areas
Mounting face
When painting/coating all non-used electrical connections,
pneumatic and exhaust ports must be protected.
These are indicated by the shaded areas marked in Fig. 32.
Adequate protection should be used to avoid penetration of

the paint/coating.
All electrical ports have to be closed by connectors / blanking

plugs.
All pneumatic ports have to be closed by pipe fittings/blanking

plugs.
The exhaust ports and connector locking devices have to be

protected. Underside
Painting recommendations:
Water based, baking for 1 hour at 100° C.
Indicates areas to be protected.
Front
Left side Right side
Fig. 32
26
3.1.5 Mounting 0.5
Additional bracket design has to be as rigid as possible Mounting bracket

(Fig. 33). The mounting fixing must provide an electrical connection
between the Modulator bracket and the trailer chassis.
The installation angle must be  0.5 mm out of level.
Fixing holes
Use non-corrosive M 10 nuts, torque to 35 - 45 Nm. 0<R<5
After that, check the earth continuity between the EBS bracket
and trailer chassis (Fig. 33).
min. 4.0 mm
Fig. 33
Care should be taken to provide reasonable access to the

Modulator for replacement of cables (Fig. 34).
D = min. 150 mm
E = 1. Modulator to be above axle centre line.
2. The position should be as high as possible in the frame.
D
E
Fig. 34
Position the Modulator as high as possible in the chassis to

Deck of trailer
provide optimum protection from direct spray and other road
dirt and also to achieve an acceptable hose routing (Fig. 35).
Note: To prevent water from flowing into the Modulator cables

should always run up to the EBS.
to brake to brake
chambers chambers
Ground level
Fig. 35
Piping
Avoid elbow connectors as much as possible. If necessary, use
swept elbow fittings (Fig. 36).
The inner diameter of joints should be the same as the diameter

of the corresponding piping.
Fig. 36
27
3.2 Electrical wiring

3.2.1 Wiring schematic
ISO 7638 Safety back-up Sensor
7 Core 2 Core 2 Core
5 x 1.5 mm² 2 x 1.5 mm² 2 x 0.75 mm²
2 x 4.0 mm²
ISO 7638
max. 4 m
ISO 1185
(24N)
Junction box Diagnostic Auxiliary

4 Core 3 Core
N1 4 x 0.75 mm² 3 x 0.75 mm²
Trailer Monitor or
(2 cores used)
side of vehicle
Fig. 37 connector
Semi trailer and centre axle drawbar trailer (full trailer)

Installation option
N1 The distance between ISO 1185 (24N connector)
and the junction box should not exceed 4 m.
Failure to comply with the above recommendation may
result in insufficient voltage at the ECU.
28
3.2.2 Wiring diagram
B Sensors
Black –
Red +
A Sensors
ISO 1185 ISO 7638

Black –
Red +
Pin4 Pin1
PC
Black –

Red +
Interface
Trailer Monitor
Fig. 38 - 2 Sensors - ISO7638 & ISO1185 with Trailer Monitor (3 AUX‘s fitted)
ISO7638 ISO1185 DIAG S1A S1B S2A S2B AUX 1 AUX 2 AUX 3 AUX 4 AUX 5

29
3.2 Wiring diagram

3.2.3 Auxiliary equipment wiring
Brake pad
wear sensing
NB1 B Sensors
Black –
A Sensors
Red +
External stability sensor

(option for basic kit)
ISO 1185 ISO 7638
Black –
Red +
NB2
Pin4 Pin1
PC
Black –
Sensor S1B
Red +
Sensor S1A Interface
Trailer Monitor
Fig. 39 - 4 Sensors - ISO7638 & ISO1185 with Trailer Monitor & LWS (5 AUX‘s fitted)
ISO7638 ISO1185 DIAG S1A S1B S2A S2B AUX 1 AUX 2 AUX 3 AUX 4 AUX 5

NB1 - Lining Wear System to be fitted in AUX 4 only
NB2 - External acceleration sensor to be fitted in AUX 5 only
30
1
3.2.4 General installation recom-
mendations - cabling
Anti-vibration support
Excess cable must not be allowed to hang free, but must be
attached to the chassis (Fig. 40/1) to prevent damage due to
vibration and abrasion.
Ø max. 150 mm
Fig. 40 Ø min. 100 mm
Excess cable 2
Cable lengths less than 1 m to be coiled into loops of 100 mm
minimum and 150 mm maximum diameter (Fig. 40).
Excessive cable lengths which will not form a complete loop

may be left to hang in partial loops having a cable bend radius
of 50 mm minimum.
Cable lengths greater than 1 m to be coiled and then flattened

in the centre (Fig. 41/2) to produce a ‘dog bone’ shape (Fig. 42). Fig. 41
The resulting loops at the end must have a minimum bend Ø min. 100 mm
radius of 50 mm. Cable ties are to be used to fix the cable in
the flattened loop shape.
More than one looped cable must not be looped together.
Fig. 42
31

3.2.5 General installation recom-
mendations - ISO 7638
1 2
7 3
6 4
ISO 7638 Connector 5
Should be positioned/grouped with other electrical connections

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

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

max. 45º
10 mm
min.
120 mm
55 mm
min. min.
min.
60 mm 60 mm
max. 60 mm
80 mm
min.
Fig. 45
Socket mounting dimensions (Fig. 46).

Ø 9 mm
Ø 57 mm Ø 8.5 mm
Ø 55 mm
50.3 mm
48.7 mm
25.15 mm
24.25 mm
37.45 mm
37.15 mm
74.9 mm
Fig. 46 74.3 mm
32
3.2.6 General installation recom- Junction box
mendations - Junction box
The junction box should be mounted on a flat surface (Fig. 47).

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

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

by 5 mm minimum (Fig. 48).
Junction box
Outer insulation cable
Fig. 48
33

3.2.7 Power / DIAG / Sensor / 24 V
AUX cabling
Deck of trailer
Sensor cable route should follow the centre line or outer radius
of pipe or hose (Fig. 49).
max. 400 mm
Tie wraps not to be overtightened because on brake application
rubber hose expands, i.e. tie could damage the hose and
Cable tie
sensor cable.
Do not run sensor leads in spiral wrapping on hoses.
Power leads should be secured down the chassis rail in trunking max.
or to piping and should be secured at not more than 400 mm 150 mm
intervals (Fig. 49).
NOTE: All cables should run ‘up to’ ECU connections.
Axle
Fig. 49
All cables - the route of the cable from the connector should not
start to bend so that the connector/s are strained. min.120 mm
Allow distance before bending of cable as shown in Fig. 50. 0 mm
0 mm
8
ISO 7638
min.100
100 mm m
0 mm
bend radius 0 mm
Fig. 50
„PWR-A“, „PWR-B“ and „DIAG“ connection

Trailer chassis
Feed all connectors through the chassis with the protective
cap in place to avoid connector sockets being contaminated
(Fig. 51). min. Ø 20 mm
Remove protective cap (1) from end of connector before

connecting into the ECU (Fig. 51).
Fig. 51
34
3.2.8 Power (ISO 7638)
1
connections
2
Electric wiring power connection
From the slide lock housing (Fig. 52/1) (top horizontal connector
housing). Remove transit cover from „PWR-A” position.
Unlock the housing by sliding down lever (Fig. 52/2).
Make sure slider is in the unlock position (Fig. 52/3).
Ensure contact pins and seal are kept clean and free of any
contamination prior to installation.
Fig. 52
„PWR-A“ (ISO 7638) connection

Make sure that all connections (socket and plug) are clean and
dry before assembly (Fig. 53).

Fig. 53
Identify orientation of the ISO 7638 blue coloured connector

(Fig. 54).
Ensure contact pins and seal are clean and free of any conta-
mination prior to installation.
In position „PWR-A”, on the slide lock housing, insert connector

fully home. Then lock the housing.
Blue connector
Fig. 54
35

3.2.9 Power (ISO 1185)
Super AUX connections
„PWR-B“ (ISO 1185, 24 N) connection

Remove blanking plug from position „PWR-B” (Fig. 55).
Fig. 55
Identify orientation of the ISO 1185 orange coloured connector

or the black SAUX connector (Fig. 56).
Ensure contact pins and seal are clean and free

of any contamination prior to installation.
In position „PWR-B”, on the slide lock housing,

insert connector fully home.
Then lock the housing.
Orange connector
or
black connector
Fig. 56
36
3.2.10 „DIAG” connections
Diagnostic „DIAG” connection - Option 1

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

If a remote mounted Trailer Monitor is installed remove blanking
plug (Fig. 58).
Fig. 58
Identify orientation of the diagnostic green coloured

connector (Fig. 59).
Ensure contact pins and seal are clean and free

of any contamination prior to installation.
In position „DIAG”, on the slide lock housing, insert

rt
connector fully home. Then lock the housing.
Green connector
Fig. 59
37

3.2.11 „DIAG” /
Side of vehicle connection
Diagnostic „DIAG” - side of vehicle connection

- Option 3 Alt
Fig. 60
Mount the diagnostic connector on the outside of the main
chassis rail. The position must be in an accessible area but not
in the direct spray of the wheels (Fig. 60).
min. 40 mm min. 40 mm
Clearance and mounting dimensions (Fig. 61).
Shaded area around hole to be flat and free from raised markings
or surface imperfections which may prevent flush fitting of the
connector.
max.
Ø 50 mm
max.
The connector must be mounted horizontally. Ø 24 mm min. min.
120 mm 65 mm
Tighten nut (Fig. 61/1) to a torque of 3 - 4 Nm.
ECU connection is as Fig 58/59.
Cable to run up to connector and secured to the chassis,

1
or appropriate cable or pipe runs, with cable ties at 400 mm
intervals.
min.
100 mm
Fig. 61 max. 400 mm
Ensure that the cover is fitted and correctly ‘locked’ in place

(Fig. 62).
Fig. 62
38
3.2.12 Connectors /
Blanking plugs
Make sure that all connectors/blanking plugs are fully inserted

into the ECU slide lock housing (Fig. 63).
Fig. 63
Push in lock slider (Fig. 64/1) to secure in place all plugs/

connectors.
Note: Do not use extreme force to push in slider.
Make sure slider is in the lock position (Fig. 64/2).
Fig. 64
WARNING
If difficulty is encountered in locking the slider, check plug or

connector for correct fitment (Fig. 65).
If the white O-ring is visible, the plug is not installed correctly

and slider will not lock into position (Fig. 65).
Fig. 65
39

3.2.13 Sensor / AUX plugs
Example: Sensor 1B
Sensor Plug
Identification tags are incorporated on either side of the
sensor / ECU connector (Fig. 66).
These must be removed to identify the appropriate sensor
before connecting into the ECU (Fig. 66).
} BLACK
front case
ECU Identification Tags Removed Component

1 2 3 4 A B P 5
S1A Sensor 1A
S1B Sensor 1B
S2A Sensor 2A
S2B Sensor 2B
Fig. 66
Auxilliary Plug
Identification tags are incorporated on either side of the Auxilliary
connector (Fig. 67). Example: COLAS®+
These must be removed to identify the appropriate usage before
connecting into the ECU (Fig. 67).
ECU Identification
AUX 1
Tags Removed
1 2 3 4 A B P 5
Component
Example only
COLAS®+
} BLUE
front case
AUX 2 ILAS®-E
AUX 3 Warning lamp
AUX 4 LWS
AUX 5 TRS
Fig. 67
40
3.2.14 Sensor /
AUX connections
The ECU is supplied with blanking plugs in positions indicated

(Fig. 68). These require to be removed to allow fitment of
additional sensors or permitted ancillary equipment.
Fig. 68
Example - „AUX 1” connection

Identify the „AUX 1” position on the top or front face of the ECU.
Note the locking tag position (Fig. 69/arrow).
Fig. 69
With a tool having a flat end of Ø 2 - 3 mm insert and press in

locking tab of plug. While depressed pull out plug from housing ECU ECU
(Fig. 70).
Ø 2 - 3 mm
P Tool
Fig. 70
Identify orientation of the:

• Sensor black body connector
• Auxiliary blue body connector
ECU
Ensure contact pins and seal are kept clean and free of any
contamination prior to installation. Insert fully home in the ECU’s
housing into appropriate marked positions (Fig. 71).
Fig. 71
41

3.2.15 Sensor connections/ Extension cable plug Sensor cable socket
cabling
Sensor Connection
Sensor extension cable plug must be pushed fully into sensor
cable socket till they clip into place to prevent falling out with
axle vibration (Fig. 72).
Clip to ‘click’
Fig. 72
Where possible use a clip and bracket to secure sensor cable

connection (Fig. 73). Axle
Connection
assembled
into clip and
bracket
Dust cover
Sensor cable
Extension cable
Axle
Dirt shield
fixing bolts
Fig. 73
Alternatively: Sensor cable connection to be positioned on axle

or between axle ‘U’ bolts and supported with cable ties within Connection
Cable tie
50 mm of each end (Fig. 74).
Axle
Cable tie
Axle
‘U’ bolts
‘U’ bolts
Fig. 74
42
3.2.16 COLAS®+ / 0.5 - 0.6 Nm 4 - 6 Nm
ILAS®-E connections (0.4 - 0.5 lbft) (3 - 4.4 lbft) DIN connector
COLAS®+ / ILAS®-E cable should be secured down the chassis

rail on piping and should be secured at not more than 400 mm
intervals.
NOTE: All cables should run ‘up to’ connector.
Position rubber seal (Fig. 75/1) in position shown.
Fig. 75
43

COLAS®+ ILAS®-E
Fig. 76 Fig. 77
Warning lamp
Red (+)
Black (-)
Fig. 78
Steer axle lock (incl. reversing axle lock)

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

Fig. 79
44
Traction assist using ILAS®-E, option 1
Junction box
24 V from Truck
Traction Assist 24 V Pink 1.5 mm² Yellow
switch from
12
AUX 2 or 3
2 Core cable
1.5 mm²
ISO 12098
(15 Pin)
DIN connector
ILAS®-E
Fig. 80
Traction assist is made operative by a 24 V (constant or Function: On request for traction assist, front axle lifts.
intermittent) supply to the yellow wire in the 3 core auxiliary The front axle drops when either :
cable connected to AUX 2 or AUX 3 and programmed as • The vehicle speed exceeds 30 km/h or
ILAS®-E Front. • The suspension pressure reaches more than 130% of the
AUX 4, 5 or SAUX A,B,C can be used as an alternative. laden bag pressure.
Traction assist using ILAS®-E, option 2

Yellow 1.5 mm² Red
From AUX
Side-of-Vehicle 1/2/3
switch
Yellow
From AUX 2/3
2 Core Junction box

cable
1.5 mm²
DIN connector
ILAS®-E
Fig. 81
45

3.2.18 Multimeter measurements
ABS-Sensor connector Earth continuity
A B
0<R<5
1.0 k < R < 2.4 k

Fig. 82 min. 0.2 V AC Fig. 83
COLAS®+ DIN connector ILAS®-E DIN connector

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

Sensor disconnected from ECU
Wheel rotated at 1 rev/2 sec.
82 Sensor resistance A B 1.0 k < R < 2.4 k Sensor 1A, 1B or 2A, 2B
Sensor disconnected
83 Earth continuity ECO Tronic EBS 0<R<5
bracket and chassis
84 COLAS®+ Solenoid + - 79  < R < 96  Cable disconnected
resistance
85 ILAS®-E Solenoid + - 79  < R < 96  Cable disconnected
resistance
46
47
4 Piping
4.1 Pipe recommendation

Brake and suspension piping layout
6b
6a
1
23
4 24 1
Emergency 1-2 11 12 11 12
25
22 21 4a 4b 5a 4c 5b
2c
1 1 6a
3c
22
2b
Service 1 4
AUX1 22
1 2a 23 22
22 21
41
11
3a 23
7c
21 21 23 1
6a 23 21 5b
3b
4a 4b 5a 4c
1 11 12 11 12
21
1 7b
11
7a
3d
22 6a 6b
12
1 = Item
1 = Port
Fig. 86 : 2M- 3-axle semi trailer with Trailer Control Module, spring brake chambers and suspension air bags (bellows)
48
Item Description Material Size Remarks
1 Emergency pipe Plastic 8 x 1 Pref
10 x 1 / 1.25 Alt
10 x 1.5 Alt
2a Service pipe Plastic 8 x 1 Pref 2a to be 1/3 total trailer length
10 x 1 Alt
10 x 1.5 Alt
2b Service pipe Plastic 8 x 1 Pref

10 x 1 Alt
10 x 1.25 Alt
2c Service pipe Plastic 8 x 1 Pref

10 x 1 Alt
3a Reservoir pipe Plastic 8 x 1 Pref
10 x 1 Alt
12 x 1.5 Alt
15 x 1.5 Alt
3b Reservoir pipe Plastic 15 x 1.5 Pref

16 x 2 Alt
18 x 2 Alt
3c Reservoir pipe Plastic 8 x 1 Pref

10 x 1.25 Alt
3d Reservoir pipe Plastic 8 x 1 Pref

10 x 1.25 Alt
4a, 4b, 4b Brake pipe BBA Plastic 12 x 1.5 Pref 4a and 4c to be similar in length, 4b to be as short
or as possible
Rubber hose I.D. 11.0 Alt
I.D. 13.0 Alt
5a, 5b Brake pipe FBA Plastic 8 x 1 Pref
or
Rubber hose I.D. 11.0 Alt
6a Suspension pipe Plastic 8x1
6b Suspension pipe Plastic 10 x 1

12 x 1.5
7a, 7b, 7c Suspension pipe Plastic 8x1
Pref = Preferred
Alt = Alternative
BBA = Operating brake system
FBA = Parking brake system
All pipes and rubber hoses to comply with recognised international

standards. Plastic pipe to DIN 74324-1, rubber hose to SAE
1402. The above pipe sizes are defined as guidelines only.
Actual sizes need to be optimised for a given trailer to meet
system response time requirements.
It is the vehicle manufacturers ultimate responsibility to
ensure their systems comply with applicable regulations.
49
4 Piping
4.2 Brake piping layout

4.2.1 2M, 3-axle semi trailer, side by side
4 9 8 8
3
1
1 11 12
23 11 12
1-2
Emergency 24 AUX
22 21
25
1
1 22
4 6
22 7
1 23 22
10
2 41
Service 11 11
23
4 21 21 6
23
23 21
1
6
6 5
11 12 11 12
9 8 8
1 = Item
1 = Port
Fig. 87 : 2M - 3-axle semi trailer with Trailer Control Module and spring brake chambers

5 Drain valve
6 Test point
7 Modulator
10 Test point
50
4.2.2 3M, 3-axle semi trailer
4 6
3 9 9 10
1
23 11 12 11 12
Emergency 1-2
24 AUX
22 21
1 25
4 6
22 4
1 7
23 11
2
41 8
Service
11 12
23
1
6 2
4 2 21 23
23 21
1
6
6 5 11 12 11 12
9 9 10
1 = Item
1 = Port
6
Fig. 88 : 3M - 3-axle semi trailer with Trailer Control Module and spring brake chambers

5 Drain valve
6 Test point
7 Main Modulators (2 M)
8 Additional Modulator (1 M)
11 Test point
51
4 Piping

4.2.3 3M, 2-axle drawbar trailer (full trailer)
4 6
3 10 9
1
1-2 23 11 12
Emergency 24 AUX
22 21 25
1
22
1 2
4 6
4
11 7
41 23
1
11
2 12 41
8 12
Service
11
2 23 6
4 21
1
1
6
6 5
11 12
10 9
6
1 = Item
1 = Port
Fig. 89 : 3M - 2-axle drawbar trailer (full trailer) with Trailer Control Module and spring brake chambers

5 Drain valve
6 Test point
7 Main Modulators (2 M)
8 Additional Modulator (1 M)
11 Test point
52
4.3 Air suspension system piping layout
Air suspension leveling valve, COLAS®+ and ILAS®-E
1
2
1 8 8 8
4
22 21
1
9 11
3
21
22 1
22
11
21
5
12
AUX2 7
AUX1
1 = Item
1 = Port 41
8 8 8
Fig. 90 : 3-axle semi trailer, COLAS®+ with auto reset to ride (RtR), ILAS®-E, air suspension levelling valve

1 Air reservoir suspension
2 Drain valve
3 ILAS®-E
5 Lift cylinder
7 Modulator
9 COLAS®+
53
5 Installation and Operating Instructions
5.1 Brake system

Trailer air braking system When the brake is released, the yellow brake line is exhausted
via the exhaust on the trailer control valve in the tractor unit.
Twin-circuit braking system as per Directive The EBS vents the service brake cylinder of the braked axles
71/320/EEC via its ventilation outlets for the left and right side.
When the red supply line is connected, on automatic coupling
heads in tractor units the valve in the coupling head opens. Connection lines between the towing vehicle
The compressed air now flows through the line filter to the and the trailer uncoupled or broken away
energy inflow 1 of the Trailer Control Module (TrCM). If the supply line is uncoupled or breaks away, the trailer brake
control valve initiates emergency braking (automatic braking
When the system is filled the first time and is free of pressure, with the BBA) by exhausting this line.
the compressed air flows from the TrCM to the reservoir 1-2
and disengages the parking brake via the energy outflow 22 of If the yellow brake line breaks away, nothing happens unless the
the TrCM when the red button (disengaging valve) is pressed. service brake is actuated. When the service brake in the tractor
This is why the yellow brake line should always be attached unit is actuated, the supply line is exhausted via the “defect” in
first when hitching up, ensuring the service brake in the trailer the brake line, whereupon the TrCM initiates emergency braking
is operated when the brake is applied in the tractor. (automatic braking with the service brake system).
If there is no pressure acting on the yellow line, then the spring For manoeuvred the unhitched trailer, the service brake can
brakes are bled via the quick release valve integrated in the EBS be disengaged by actuating the shunt valve of the TrCM (black
and the parking brake is thus activated, when the red button of button). The red button must also be pressed in this case to
the TrCM is pulled. disengage the parking brake.
The disengagement procedure of the parking brake can only

be carried out, if the pressure in the reservoir is greater than
Actuation of the service brake approx. 3 bar.
When the service brake in the tractor unit is actuated, the trailer
control valve admits compressed air to the yellow service line.
The braking pressure is then passed on to control port 4 of
the TrCM.
The TrCM now steers compressed air through the energy outflow
21 to the downstream EBS.
The ALB system integrated in the EBS regulates the pressure

according to the load status so that pressure appropriate to the
load can be guided to the brake cylinders of the braked axles.
Compressed air brake system

Additional connections
e.g. air suspension
Coupling head (yellow) 23 24 25

4
21
Coupling head (red)
4S/2M Modulator
1 22
S2B
S1B
S1B
AUX1 AUX2 AUX3 AUX4 AUX5 S1A
black red 12 ABS cable connection

S1A
Trailer Control Module TrCM
EBS cable
S2A
ISO 76381
DIAG PWRB PWRA
PWRB
PWRA
ISO 1185 or Junction box EBS cable

ISO 12098 Trailer lighting 2core cable:
24V from brake light (red)
Earth (white)
Fig. 91
54
5.1 Brake system
5.1.1 Coupling heads Coupling head emergency
Applications
The coupling heads of the two line brake system, red for
“supply” and yellow for “brake”, are installed to connect the
supply and brake lines between the vehicle or the tractor unit
and trailer vehicles. They are constructed in such a way that
they cannot be wrongly connected.
Automatic coupling heads are installed on the towing vehicle

(commercial vehicle or trailer rear connection) to establish
connections to towed vehicles.
The coupling head with integrated filter simultaneously protects

the compressed air braking system from soiling. Fig. 92
The coupling heads meet the requirements of ECE/EC and

DIN-ISO 1728.
Coupling head service
Mode of Operation
The coupling heads are connected to each other up to the stop
dog. This prevents a supply line coupling head being connected
to a brake coupling head. This means they cannot be wrongly
connected.
Installation Guidelines
The supply coupling head (red) is installed in the driving direction
Fig. 93
to the right and the brake coupling head (yellow) to the left. The
coupling sealing surfaces must point towards the right.
Tightening torque of the nut: 60 Nm.

Installation dimensions
free space for
Maintenance coupling
80 1500
min. 230
The sealing surfaces must be clean and must be replaced if

they become damaged. In the case of coupling heads with
750
integrated filter, the filter inserts are to be cleaned regularly (at

least once a year).
50
Inspection
- Test of functioning and leak proofness
- Stop dog, wear
- Cap, present
- Correctly inserted Fig. 94
Technical Data
Operating medium: Air
Operating temperature: -40° C to +80° C
Working pressure: 10.0 bar
Connection: M 16 x 1.5
with filter and plastic cover
55
5.1 Brake system

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

braking systems.
Mode of Operation (modified 01.01.2011)

Supply line coupled:
With the supply line coupled, the supply pressure provided by
the towing vehicle is available without limitation. After exceeding
Fig. 95 (modified 01.01.2011)
the overflow pressure, the supply pressure is also available to
the secondary loads.
Brake line coupled:

With the application of pressure via the brake coupling head, the
pressure is transmitted without reduction via control terminal 4
to connection 21 (no relay effect). Release device service brake system (BBA):
The release valve deactivates the automatic braking („emergency
Parking brake activation: braking“) triggered by the decoupling of the emergency line (cf.
By pulling the release valve (red button), the spring brake system EG-RL, Appendix I, Section 2.2.2.11 and ECE-R13, Section
connection 22 is coupled to the venting connection 3. This 5.2.2.11). Pushing the black control button (with decoupled
reduces pressure in the spring brake system and activates the emergency line / brake line deactivates the automatic
parking brake system. braking. This is implemented by decoupling connection 21
Pushing the red control button couples the spring brake system from connection 1-2 and coupling (vented) connection 4 to
connection 22 to the air supply tank connection 1-2. This builds connection 21. Recoupling the feed and supply line and supply
up pressure in the spring brake system and releases the parking to the compressed air (towing vehicle) automatically switches
brake system again. the release valve back to the normal operating position.
Brake Installation
e.g. air suspension
Coupling head (yellow) 23 24 25

4
21
4S/2M Basic Modulator
Coupling head (red)

1 22
S2B
S1B
S1B
black red 12 ABS Cable connection

S1A
Trailer Control Module TrCM
EBS Cable
S2A
ISO 76381
DIAG PWRB PWRA
PWRB
PWRA
ISO 1185 or Junction box EBS Cable

ISO 12098 Trailer lighting 2core cable:
Earth (white)
Fig. 96
56
5.1 Brake system
5.1.2 Trailer Control Module TrCM Connection Designations
Pressure loss in the supply line.
Effect on the service brake system (BBA):
When pressure in the emergency line decreases by at least
1 bar per second, the automatic braking of the towing vehicle 4
is activated before the pressure in the supply line drops to 2
bar. During this process, the reserve tank (connection 1-2) and 21
connection 21 are directly coupled. This ensures automatic
braking by the service brake system and regulation of the ABS. 1
Effect on service brake system reserve tanks and secondary

3
equipment:
In the event of a supply line rupture (red coupling head) 22
integrated check valves prevent the air supply from escaping 1-2
from the brake supply air tank of the trailer and the secondary 24
loads. 23
25
Pressure loss in a secondary load, effect on the service Connection designation Thread
brake system supply air tank: 1 = Energy flow (coupling head supply) M 22 x 1.5
In the event of a pressure loss in a secondary load, the integrated 1-2 = Energy release/flow (tank) M 16 x 1.5
charging valve ensures a „safety pressure“ in the supply tank 3 = Venting (spring brake)
of the service brake system. 4 = Gate terminal (coupling head brake) M 16 x 1.5
21 = Energy release (EBS/ABS) M 16 x 1.5
Pressure application via coupling head brake, emergency
22 = Energy release (spring brake) M 16 x 1.5
line not coupled:
23 = Energy release (pressure limit valve) M 16 x 1.5
In the event of pressure applied via the coupling head „brake“
(e.g. with activated parking brake system of the towing vehicle),
the brake supply tank and therefore the secondary loads as well
are filled to a pressure reduced by the overflow loss. The filling Fig. 97
of the secondary loads depends upon reaching the opening
pressure of the integrated charging valve. An empty / partially
filled brake system is therefore filled before coupling the coupling
head supply.
Technical Data
Operating pressure: pe = 10 bar
Caution Danger! Operating temperature: - 40° C to + 70°C
Be careful during disassembly, strong spring in the Pressure limit valve: DIN 74279-C 6-22
inner part. Opening pressure: pe = approx. 6.2 bar
Closing pressure: pe = approx. 5.6 bar
After installation the brake system must be checked.
When working with high pressure cleaners, keep a

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

then the supply line (red)
57
5.1 Brake system

5.1.2 Trailer Control Module TrCM
24.5
9 97 2 point
6 x M16x1.5 12 deep 5x M8 12 deep fixing
)
38
Ø
4
43.5
Ø
35
33
(~
1.5
21
66
86
18.5
~ 142
22
46
23 32
20
12
86.5
52
24
Charging valve
10
25
3 point
31 max. permissible fixing 60
10 connecting piece 12
Fig. 98 32.8 26
Functional diagrams
Install the valve with its attachment flange to the vehicle frame
Pe 21 [bar]
using two/three M 8 screws (15 Nm). Ensure good accessibility Automatic braking
to the actuating device. Unnecessary connections are to be 8 Release
closed. For painting tasks, protect the valve openings from
7
penetration by paint. For line fittings / plug connections, comply
Output pressure connection 21
with the manufacturer’s specifications. 6
5
Maintenance
4
Control according to the legal requirements of § 29 StVZO. If
defects are found during vehicle inspections or travel, the valve 3
must be replaced. In case of soiling or damage, replace the
basket filter in connection. 2
1
Inspection: Full
function
Carry out a sealing and function check as described below. 0 1 2 3 4 5 6 7 8
Pe 1 [bar]
1. Depressurised system Input pressure connection 1
Press the release valves (black and red buttons) (secure vehicle Pe 22 [bar]
trailer). 8
2. Initial filling 7
Supply pressure to connection 1. The release valve (black
Energy discharge connection 22
button) must switch to the operating position (jump out). 6
3. Automatic emergency brake 5

Lower the pressure at connection 1 to 0 bar. The emergency
brake connection 21 must be automatically activated. 4
4. Pressure limit 3
Opening and securing pressure (closing pressure) to be 2
checked with a test gauge at the connections 23, 24 and
25 corresponding trailer manufacturing information. Review 1
leakage, for example with a leak detection spray.
0 1 2 3 4 5 6 7 8
5. Parking brake valve (red button)
Supply pressure to connection 1. Pull up the release valve (red Pe 12 [bar]
Fig. 99 Energy discharge connection 12
button). Connection 22 (FBA) must bleed to 0 bar.
58
5.1 Brake system
5.1.3 Trailer Control Module TrCM+ Trailer Control Module TrCM+
Applications
TrCM+ is a parking and shunting valve with with an integrated
emergency brake valve for the service brake system and an
overflow valve for auxiliary equipment (e.g. air suspension) which
is used in two-line air brake systems in trailers The TrCM+ has
a flange-fitted shunt valve and a parking valve for the service
brake and the spring brake. „Parking Hold“ is a new, additional
function, whose effect is that, when coupling, although the
service brake releases, the spring brake cylinders enter/stay in
the braking position.
Before starting the journey, the spring brake cylinder must

be released manually using the parking valve. In particular,
the Trailer Control Module+ satisfies the requirements of EEC
Braking Systems Directive 71/320 and ECE Regulation R 13.
Fig. 100
Technical Data
Operating pressure: pe = 10 bar 2
4
Operating temperature: - 40° C to + 70°C 21
Weight: approx. 1.7 kg 2
Pressure limit valve: DIN 74279-C 6-22 12
4
Opening pressure: pe = approx. 6.2 bar
21 1
Closing pressure: pe = approx. 5.2 bar
Connection designations Thread

23
1 = Energy flow (coupling head supply) M 22 x 1.5 3 22
1-2 = Energy release/flow (tank) M 16 x 1.5
2 = Energy release (spring brake) M 16 x 1.5
12 23
3 = Venting (spring brake)
4 = Gate terminal (coupling head brake) M 16 x 1.5 1-2
12 = Energy release (2-way valve) M 22 x 1.5
21 = Energy release (EBS/ABS) M 16 x 1.5 24 24
24 = Energy release (pressure limit valve) M 16 x 1.5 25
25 = Energy release (pressure limit valve) M 12 x 1.5 25
Fig. 101
Brake Installation
Trailer Control Module TrCM+
Coupling head (yellow)
4 21
4S/2M Basic Modulator
1 12
S2B
S1B
S1B
Coupling head (red)

black red ABS Cable connection
S1A
12
3 2
S2A
23 24 25 DIAG PWRB PWRA

e.g. air suspension
ISO 76381 EBS Cable
PWRB
PWRA
ISO 1185 or Junction box EBS Cable

ISO 12098 Trailer lighting
2core cable:
Earth (white)
Fig. 102
59
5.1 Brake system

5.1.3 Trailer Control Module TrCM+ Initial charging
Mode of Operation 24 23 1-2 4 21 12
Supply line coupled (Fig. 103 + 104):
When the supply line is connected, the supply pressure provided 2
by the tractor is available to the braking system in full, the service
brake is released and the spring brakes are operating. When the 25
overflow pressure is exceeded, supply pressure is also available
3
to the auxiliary devices. When pressing the parking valve (red
button), the spring brakes will be ventilated and thus the parking
brake (Fig. 104) will be released.
1
Brake line coupled (Fig. 104 + 107):
When pressure is introduced through the service coupling, the
pressure is passed on to port 21 through control port 4 without
reduction (no relay effect).
Parking brake activation (Fig. 104, 107 + 108):

When the parking valve (red button) is pulled, the spring brake
unit at port 2 is connected to the exhaust port 3. The pressure Fig. 103
in the spring brake unit therefore falls, and the parking
brake is applied.
When the parking valve is pushed, the spring brake system
at port 12 is connected to the air supply reservoir, ports
Pressure rise approx. 6.2 bar
1-2. The pressure in the spring brake system therefore 24 23 1-2 4 21 12
rises, and the parking brake is released again.
The parking brake system must always be released manually
after uncoupling. The release can, however, only be effected 2
when a pressure of at least 5.0 bar is available in the supply 25
reservoir (Fig. 104).
3
Release device for service braking system (Fig. 105 + 106):
The shunt valve (black button) makes it possible to release
the automatic braking („emergency braking“) that is triggered
1
when the supply line is disconnected (cf. EWG-RL, Annex I,
Paragraph 2.2.2.11 or ECE-R13, Paragraph 5.2.2.11). The
automatic braking of the service braking system is cancelled
when the shunt valve is pressed (with the supply line / brake line
uncoupled). This is caused by the disconnection of combination
of port 21 to port 1-2 and production of a connection from port
21 to port 4 (exhaust from the yellow hose coupling). When
the supply line is reconnected and compressed air is applied, Fig. 104
the shunt valve automatically switches back into the normal
operating position.
Manoeuvring operation (Fig. 106): Emergency braking

In order to manoeuvre the uncoupled vehicle, both the operating 24 23 1-2 4 21 12
knobs, black service braking system and red spring braking
system, must be pressed. Only this ensures that the service
braking system / spring braking system are released and that 2
the vehicle is not braked. The parking valve must be pulled again 25
when the manoeuvring process is complete.
3
Caution Danger! 1
There must not be anybody in the hazardous area
when coupling or uncoupling.
Fig. 105
60
5.1 Brake system
5.1.3 Trailer Control Module TrCM+ Manoeuvring when uncoupled
Pressure loss in the supply line.
Effect on the service braking system (Fig. 105):
If the pressure in the supply line falls by at least 1 bar per second, 24 23 1-2 4 21 12
the automatic brakes of the trailer vehicle will come on before
the pressure in the supply line falls to 2 bar. This establishes a 2
direct connection between the supply reservoir (port 1-2) and 25
port 21. An automatic braking is carried out by the service brake
unit, and ABS remains in operable condition. 3
1
Effect on the service braking system supply reservoir and
the auxiliary devices:
If the supply line (red coupling head) is pulled off, loss of supply
air from the trailer vehicle’s supply reservoir and the auxiliary
devices is prevented by the integrated low pressure check valve.
Fig. 106
Effect on the spring braking system (Fig. 105):

The parking valve is pushed out automatically when the spring
braking system is released (red button pressed); the parking Activating the parking brake
brake actuator is kept released through the integrated double
check valve.
when coupled
As a result, the pressure at ports 21, 2 and 1-2 is the same. If 24 23 1-2 4 21 12
the pressure in the supply reservoir falls further, ports 21 and
2 are vented at the same time; this automatically activates the
spring braking system and in that way prevents the trailer vehicle 2
from rolling away. 25
Pressure lost in the auxiliary devices,

effect on the service braking system supply reservoir: 1
If pressure is lost through an auxiliary device, a “safety pressure”
is maintained in the supply reservoir of the service brake
equipment by the integrated pressure protection valve.
Applying pressure through the service coupling, Fig. 107

supply reservoir not coupled:
If pressure is introduced through the service coupling (e.g.
when the tractor vehicle’s parking brake is active) the braking
supply reservoir (and therefore the auxiliary devices as well) are
Releasing the parking brake
filled with a pressure that is reduced by the overflow loss. when uncoupled
Filling the auxiliary devices depends on reaching the pressure
at which the integrated pressure protection valve will open. 24 23 1-2 4 21 12
As a result of this, a braking system that is empty or only partially
pressurised is charged even before the palm coupling supply 2
is connected. 25
3
Caution Danger!
1
Before starting the journey, the spring brake cylinder
must be released manually using the parking valve.
Fig. 108
61
5.1 Brake system

5.1.3 Trailer Control Module TrCM+
24.5 97 2 point
M22x1.5 12 deep 9 5x M8 12 deep fixing
6 x M16x1.5 12 deep
(~Ø
2
38
43.5
4
Ø3
)
33
5
21
1.5
66
86
18.5
~ 142
22
46
86.5
20
12 23 32
52
24
Charging valve
10
25
31 3 point
10 max. permissible fixing 60
32.8 26 connecting piece 12
73.5 Fig. 109
The TrCM+ should be attached to the vehicle chassis through Functional diagrams
its mounting flange, using two or three M 8 (15 Nm) screws Pe 21 [bar]
and spacing washers. The maximum tightening torque for the Automatic braking
threaded bushings is 34 Nm. The function plate must be attached 8 Release
to a visible area near the palm coupling. Ensure that the operating
7
equipment is easily accessible. Ports that are not needed must
Output pressure connection 21
be closed off. When painting, the valve openings must be 6

protected to prevent paint penetration. Refer to the respective
manufacturer’s instructions for the screwed/push-in fittings. 5
Maintenance
4
Control according to the legal requirements of § 29 StVZO. If
defects are found during vehicle inspections or travel, the valve 3
must be replaced. In case of soiling or damage, replace the
basket filter in connection. 2
Inspection: 1
Carry out a sealing and function check as described below. Full
function
1. System without pressure 0 1 2 3 4 75 8 6
Release valve (black button) must be pushed in (securing the Pe 1 [bar]
trailer vehicle previous to this test), parking valve (red button) Input pressure connection 1
automatically pushed out.
Pe 2 [bar] Parking brake valve diagram
2. Initial filling 8
Supply pressure to connection 1. The release valve (black
button) must switch to the operating position (jump out). The 7
parking valve (red button) remains pushed out.
6
Energy discharge connection 2
3. Automatic emergency brake

Lower the pressure at connection 1 to 0 bar. The emergency 5
brake connection 21 must be automatically activated and the
red button jump out. 4
4. Pressure limit
3
Opening and securing pressure (closing pressure) to be
checked with a test gauge at the connections 23, 24 and 2
25 corresponding trailer manufacturing information. Review
leakage, for example with a leak detection spray. 1
5. Parking brake valve (red button)
Apply pressure to port 1. Parking valve (red button) automatically 0 1 2 3 4 65 7 8
pushed out, push the parking valve (red button) in, at least 5.0 bar Pe 12 [bar]
in the supply reservoir, pull the parking valve (red button), port 2 Fig. 110 Energy input connection 1
(spring brake system) must vent down to 0 bar, vehicle braked.
62
5.1 Brake system
5.1.4 Brake lining wear sensoring
93
64.5
Cable tie
74
28 55
AUX cable / cable length 2 m Sensor 1 / cable length 2.5 m

Sensor 6 / cable length 2.5 m Sensor 2 / cable length 3.5 m
Sensor 5 / cable length 3.5 m Sensor 3 / cable length 4.5 m
Sensor 4 / cable length 4.5 m
Fig. 111
Brake lining wear sensoring

The brake lining wear sensoring allows several wear sensors to
Brake lining wear sensoring
be connected to just one auxilliary (AUX 4) of the ECU. attachment
These can be connected to all types of trailer vehicles which
have the option of brake linings. Selection is effected without 125
the wheels having to be taken off by using the Trailer Monitor
92
or Trailer Manager diagnostic tools.
The system is connected to special indicators of the brake
linings. If corresponding wear of the linings occurs, a signal
is transmitted to the ECU of the ECO Tronic EBS, which then
results in the warning lights coming on.
75
The brake lining wear sensoring helps to provide early

recognition of worn brake linings. It meets the requirements of
IP67 (BS EN 60529) when using the ECO Tronic EBS and meets
the ADR provisions for Classes 2 to 9.
Cable tie fixing centres

Operating note: Fig. 112
Unused sensor connections (e.g. with two-axle vehicles) should
be provided with a BPW blind plug.
Technical Data
Cable material: PUR
Operating temperature: - 40° C to +70°C
ECU Connector: blue
Recommended fixing screws M 6 x 1 or cable ties.
63
5.2 Air suspension
Fig. 113
BPW Air Suspension

A running gear system is only ever good as its suspension. BPW
air suspension systems are individually designed to cope with
where and for what they‘re going to be used, and what load
they‘re going to carry. Only in this way it is possible to ensure the
optimum driving safety at the same time as reducing the stress
on the driver, the cargo and the body. This reduces wear on the
tyres and cuts down the stress on the vehicle body and the cargo
- as well as reducing your expenses. The modular construction
means that it‘s easy to exchange individual components in the
event of a repair.
The vehicle suspension has the task of ensuring that jolts

occurring during a journey due to uneven driving surfaces are
not transferred with full force to the body of the vehicle, but
to a reduced degree. Air suspension can easily fulfill this task.
All types of construction of air suspensions are deployed as
supporting springs for the load of the body. Fig.
Abb.114
????
Dual-circuit air suspension installation

BPW air suspension systems possess high roll stability The use of single-circuit air suspension installations can lead
characteristics providing minimum body roll when cornering, to damage to the vehicle as a result of the higher loads. For
leading to optimum road safety. This high roll stability this reason, BPW cannot offer any warranty for chassis and
characteristic is achieved because the body is supported when suspension damage resulting from this effect.
cornering not only by the air bags but also by the stabilising
effect of the axle beam to trailing arm connection. To achieve optimum function and the greatest possible
road safety, in particular in critical situations, we expressly
The specification of the air suspension installation also has a recommend using dual-circuit air suspension installations with
significant influence on the roll stability characteristics: a flow restrictor.
Dual-circuit version with transverse flow restrictor: Lifting axles are the only exception to this recommendation. In
The air bags on the left and right sides of the vehicle are this case, it is permitted for at most one lifting axle in a three or
pneumatically separated and only connected together by a four-axle unit to be installed single circuited.
transverse flow restrictor in the air suspension levelling valve
(see illustration). During cornering, the air can only equalise
itself slowly between the two sides of the vehicle. As a result,
the air bags additionally assist in supporting the rolling motion
of the vehicle body.
64
5.2 Air suspension
5.2.1 Standard air spring valve – dimensions and connections
87
Tightening torque: 22 24 Nm
51
110
50 42
40 20 20
Identification mark for the
Washer DIN 125B

lever mounting position,
lever swivel angle 360°
122
91
45°
57,5
39
Charging
25
24
50
Discharging
X+100
°
45
3 Ø6
min. 60
min. 80
X
31
max. 320
Linkage assembled
without tension (valve axle)
66
48
M8
10
Fig. 115
Application
Air suspension valve
The levelling valve is installed as a level control valve for load
depended control using the air bellows of vehicles with air
suspension. Depending on the version, additional functions,
such as 2. drive height, through a lap position control are
possible.
Principle of operation
Air spring valves are secured on the vehicle frame and are
connected to the axle with the round or flat lever via leverage.
The pneumatic connections are made via a reserve connector
(1), two energy outflows (21 and 22), as well as via the vent (3).
When in the resting state, the valve is said to be in the so-called

finishing position, i.e. both inflow and also outflow are closed.
Fig. 116
65
5.2 Air suspension

5.2.1 Standard air suspension valve
Technical Data
When the vehicle is being loaded, the body (frame) approaches Operating pressure, dyn.: pe max. 13 bar
the axle, causing the leverage and the control lever to rise and Permitted dyn. bellow pressure: pe max. 20 bar
allowing access via the carrier shaft, cam and pistons. Reserve
air from connection 1 now flows past the check valve, over the Operating temperature: - 45°C to + 85°C
opened inflow, through the space between pistons and inlet
bodies via connection 21 and 22 to the air bags. This means Operating range (charging - and exhausting): 45°
the body (frame) is raised until the point where the control lever
is horizontal once again, that is to say in the finishing position. Side of control: on the left and on the right
Dead angle at 7 - 8 bar: 2°
When the vehicle is being unloaded, the body is raised upwards
due to the higher airbag pressure. The control lever is moved Connection designation:
downwards through the leverage. The movement of the control 1 = Energy flow
lever is transferred via the carrier shaft as well as the cam to the 21/22 = 1./2. Energy release
piston, which opens the outlet during its downwards movement. 3 = Venting
Compressed air now flows through the open outlet from the air
Turning the operating handle 180° achieves the same
bags into the atmosphere, which causes the body (frame) to
function within a tolerance range of 3.5°, as in the
lower once again into the driving position, (air suspension valve
adjustment shown.
control lever horizontal).
Vehicles are usually only equipped with one air suspension

valve. Exceptions can be found, for example in the case of fifth
wheel trailers or semi trailers with independent suspension. The Piping diagram
airbags on the right as well as the left side of the vehicle are
supplied via this one air suspension valve with cross-throttling.
Supplementary functions
• Air suspension valve with cross-throttling
• Air suspension valve with cross-throttling and height
limitation 22 1
• Air suspension valve with zero point adjustment for 2nd 21 3
driving height
Air suspension valves with cross-throttling

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

The levelling valve has to be installed vertically with exhaust
port at bottom. For fixing use at least two M8 screws. The valve
should be secured via the middle of the axle. Tightening torque:
15 Nm (13.5 – 16.5 Nm).
The freedom of movements of the eccentric shaft must be

tested. The leverage must be installed free of tension. The
marking on the eccentric shaft must point in the direction of
the steering device in order to ensure the operation of the air
suspension valve on the correct side (see Fig. 118). Arrow marking must indicate direction of linkage
Fig. 118
66
5.2 Air suspension
5.2.1 Standard air suspension valve Pipe connection
Assembly instructions - Pneumatic Assembly plastic pipe
In the case of the valves with push-on connections, 8 x 1 plastic
tubes according with DIN 74 324 are to be used as pneumatic
lines. Care must be taken during assembly that the tubes are
cut off at right angles and burr-free for the required length.
Before the tubes are inserted into the push-on connections,
support sleeves must be pressed into the ends of the tubes.
Insert the tube at least 22 mm into the push-on connectors. By
pressing down on the over-hanging lock ring (e.g. with an open
end spanner), the plastic tube can be removed again (e.g. in Dismantling plastic pipe
case of replacement).
1. Press in clamp ring
When painting is being undertaken, all open connections and
the breather must be protected against paint penetrating inside
by using suitable means. The protective measures must be
removed again once the painting work has been completed.
A tubing filter is to be inserted into the line coming from the air 2. Remove plastic
tank (prevents soiling occurring). pipe
Setting the valve
Fig. 119
After installation of the valve and connecting the pipe fittings
the length of the connecting rod must be determined between
axle and valve, after the vehicle chassis has been set at the
desired height (vehicle manufacturer- specification). The raising Zero point adjustment
of the frame or chassis to this desired height is reached by lifting
the control lever in position “charging”. At this process the air Zero point adjustment
4xØ9
bellows are inflated with air. of the valve by means

of the dowel pin 4 x 20
At reaching the desired height the control lever must be
positioned immediately in the lap position, which can be the
horizontal position (depend to version), and fix it with a locking
pin (d=4h8) on housing and on bore of the spindle. Statutorily
prescribed max. heights must be adhered to. Please see the
BPW documentation for air suspension systems for further
information.
The actual length of the connecting rod between the linkage to
axle and the linkage at the control lever can now be determined,
and the connecting rod can be fastened. The connecting rod is
to be connected using the rubber linkages and fastened with
the hose clamps supplied.
Last of all remove the locking pin.
If a problem-free finishing position still cannot be achieved with
the control level in this position, then it is possible to effect a
corresponding correction:
To lock the lap position, use pin d = 4h8 x 20 DIN 7 fix spindle Fig. 120
as well as linkage (d = 6 mm) in horizontal position. Remove
the rubber boot and filter pad. With a screwdriver turn the
valve tappet so far, that neither a rise nor drop in pressure
occurs. As an alternative an adjustment at the linkage to axle is
possible: loosen counter nut and shift angles at the axle bracket
accordingly. Tighten counter nut again.
Inspection
Check function and leak.
In the lap position at the delivery ports 21, 22 neither rise of
pressure nor drop of pressure may result. Free movement
and condition of the linkage is to be checked, bent or welded
linkages are to be exchanged. Brittle or hardened rubber pieces
are to be renewed.
67
5.2 Air suspension

5.2.2 Air suspension valve with height limitation
– dimensions and connections
max. 320
min. 80
63
50 88
25 20 67
40 44
SW 27 20
Identification mark
for the lever
9.5
9
mounting position
M = 15 20 Nm
57.5
42
23
SW 13
Charging
50
Discharging
185
43
4
71
20
99
12
Ø 3.3
23 23 Adjusting screw
23
1.3
Exhaust valve
3
18 4
Ø 36 SW 13
61
Fig. 121
Application
Technical Data
The air suspension valve with height limitation controls the
pressure in the bellows for vehicles with air suspension and limits Operating pressure, dyn.: pe max. 13 bar
the raising procedure in connection with a raising and lowering Permitted dyn. bellow pressure: pe max. 20 bar
mechanism (COLAS®+) when a maximum permitted body Operating temperature: - 40°C to + 80°C
height has been reached, in order to protect other components
from being damaged. Operating range (charging - and exhausting): 45°
Nominal diameter/type: 1.3

Operation of the height limitation function
Side of control: on the left and on the right
The raise/lower valve is fed via the levelling valve from port 12 Dead angle at 7 - 8 bars: 2°
to port 23.
Connection:
If maximum body height is reached during the lifting action, the 1, 21, 22 = M 12 x 1.5
twisting of the shaft and the associated downward motion of 12, 23 = M 16 x 1.5
the pipe cause the valve plate to sit on the valve seat, which
interrupts the supply from port 12 to port 23 and so ends the Tightening torques of the connection
lifting action. 1, 21, 22 12 to 15 Nm
12, 23 20 to 25 Nm
Connection designation:
1/12 1./2. Energy flow
21/22/23 1./2./3. Energy release
3 Venting
68
5.2 Air suspension
5.2.2 Air suspension valve with height limitation Piping diagram
Adjustment of Height Limitation
The height limitation can be set over a range of α = 15° to 40°.
If the factory-set height limitation of α = 45° ±2° needs to be
changed, the dump valve must be removed (using SW 13) and
the adjuster screw turned with a suitable tool.
Clockwise rotation: α < 45° 23
Anticlockwise rotation: α > 45°
12 23
The angle here refers to the downwards excursion “α” of the
control lever from the horizontal, in degrees. 22
21 1
Then refit the dump valve.
Inspection
The pressure should neither rise nor fall at the delivery ports in
the neutral position.
Check the linkage moves freely and is good condition, replace Fig. 122
if bent.
Changing the body height depending on the lever length

Changing the body height depending on the lever
length while limiting height
12
25°
23 23
35°
45°
320 280 240 200 160 120 80 40 0

300 260 220 180 140 100 60 20
Fig. 123
Linkage distance
Deflection 60 80 100 120 140 160 180 200 220 240 260 280 300 320
45° 42 57 71 85 99 113 127 141 156 170 184 198 212 226 height changing
35° 34 46 57 69 80 92 103 115 126 138 149 161 172 184
25° 25 34 42 51 59 68 76 85 93 101 110 118 127 135
69
5.2 Air suspension

5.2.3 Air suspension valve with zero point adjustment
– dimensions and connections
max. 320
min. 80 87
torque: 22 24 Nm
104
51
50
40 42
G2 20 20
Identification mark for
the lever mounting position,
Washer DIN 125B

leverswivel angle 360°
92
Tightening
G2
Charging
57.5
Ø9
G2
176
24
1. Ride height
ght
hei
a
e
2. Rid
45
Discharging
°
4 Ø6
G2
3
Linkage assembled
without tension (valve axle)
66
48
10 M8
Fig. 124
Application
Technical Data
The levelling valve is fitted as a level control valve for load-
dependent control of the air spring bellows volume in vehicles Operating pressure, dyn.: pe max. 13 bar
with air suspension. This version provides a second ride height Permitted dyn. bellow pressure: pe max. 20 bar
by means of a zero point adjustment. Operating temperature: - 40°C to + 80°C
Operating range (charging - and exhausting): 45°
Operation of the zero point adjustment
Nominal diameter/type: 1.3
In the case of admission flow of connection 4, the zero point in
Side of control: on the left and on the right
the valve is adjusted by 20° via a tappet. This opens the inflow
1st ride height dead angle at 7-8 bar: 2°
and the body is raised in order to reach the finishing position.
2nd ride height dead angle at 7-8 bar: 3.5°
The integrated construction of the zero point adjustment has Necessary switching pressure: 6.5 bar
the following advantages:
Connection designation:
- a 2nd ride height on vehicles with lift axles, so that when the 1= Energy flow
axle is lifted, the wheel does not contact the road surface 21/22 = 1./2. Energy release
when passing over unevenness in the ground, thus preven- 3= Venting
ting increased tyre wear. 4= Gate terminal
- can be matched to various trailer heights, thereby facilitating If the actuator lever is twisted through 180°, the same
operations for the fleet operator. function is obtained with a tolerance range of 3.5° for the
first ride height and 4,5° for the second ride height, as for
the setting shown in the drawing.
70
5.2 Air suspension
5.2.3 Air suspension valve with zero point Piping diagram
adjustment
Inspection
The pressure should neither rise nor fall at the delivery ports 21,
22 in the neutral position.
22
1
Check the linkage moves freely and is in good condition, replace
if bent or welded. Replace hardened or brittle rubber parts.
21
3
4
Fig. 125
Adjustment of the body height in a zero point setting

Change of the body height depending on the
level length at zero point setting
25°
35°
45°
320 280 240 200 160 120 80 40 0

300 260 220 180 140 100 60 20
Fig. 126
Linkage distance
Deflection 60 80 100 120 140 160 180 200 220 240 260 280 300 320
45° 42 57 71 85 99 113 127 141 156 170 184 198 212 226 height changing
35° 34 46 57 69 80 92 103 115 126 138 149 161 172 184
25° 25 34 42 51 59 68 76 85 93 101 110 118 127 135
71
5.2 Air suspension

5.2.4 COLAS®+ COLAS®+
Applications
The „COLAS®+“ raising/lowering valve has a broad range of
functions. The following features are integrated: deadman
function, RoRo position and “Reset to Ride“ (RtR) function.
Mode of Operation
“Drive“ position
The lever is in the central position when pulled out and is secured
by an anti-rotational lock.
In this position connection 11 is coupled to connection 21 and
connection 12 to 22, enabling a direct air connection between
the air suspension valve and the air bags.
“Stop“ position
The lever is in the central position when pressed in. Connection
11 is not coupled to connection 21 and connection 12 is not
coupled to connection 22
“Lower“ position
The lever is rotated clockwise from the „Stop“ position approx.
35 degrees, so that connections 21 and 22 is connected to
connection 3, enabling venting of the air bags.
After releasing the lever, it automatically rotates back to the
central „Stop“ position and de-couples connection 21 and 22
from connection 3 (so called“dead man switch“). The air bags
are then no longer vented.
“RoRo“ (“Lowered locked“) position Fig. 127
The lever is rotated clockwise from the „Stop“ position, approx.
35 degrees and pressed into this position. This de-activates the
dead man function and the lever remains fixed in the rotated
position after it is released. Connections 21, 22 and 3 remain
coupled to each other. The air bags are continuously vented. Piping diagram
This venting is, for example, required with ferry or rail loading
of the vehicle.
“Raise“ position
The lever is rotated counter clockwise from the “Stop” position 22 12
approx. 35 degrees so that connection 21 and 22 are coupled Drive 21 11
3 1
to connection 1, enabling the charging of the air bags.
After releasing the lever, it automatically rotates back to the
central “Stop” position and de-couples connections 21 and 22 Raise
from connection 1 (so called “dead man switch”).
Resetting of “Stop“ or “Lower Locked“ position to “Travel“ Stop
position
Resetting from the central position is performed manually by
pulling out the lever, so that the anti-rotational lock is again Lower
activated.
For vehicle speeds in excess of 15 km/h (adjustable) the solenoid
valve is pulsed from the ABS/EBS, automatically pressing the LowerLocked
lever to the “Travel” position. This function prevents driving with
vented air bags and thus damage being done to the running gear.
Fig. 128
Caution Danger!
During the raising and/or lowering process, no
persons may be present in the hazardous zone.
A lowered body can automatically lift during
start-up, „Reset to Ride“.
72
5.2 Air suspension
5.2.4 COLAS®+
94.5
37 270
38 32 177
6 26 160
Test point
34.5
11
1
21
1
12 22
53
54 12
10.5
134
33
30
Ø 44
Ø 36
205
3
121
4x M 8
4x Ø 9.5
39.5
86
Rest Position Lower
56.6 94
Stop Position
110
Travel Position
50
Technical Data
56.6
Operating pressure: pe max. 8.5 bar

Operating temperature: - 40° C to +80°C
Solenoid Valve:
Fig. 129
perm. duty cycle 10 s
Voltage UB = 24 VDC +7/-8
Installation Guidelines Current / Output lo= 250 mA / Po = 6 W
Protection class DIN 40050 - IP 6K 9K
Mechanical Part:
Attachment is by at least 2 holes provided on the housing with

M 8 bolts and a tightening torque of 15 Nm (13.5 - 16.5 Nm).
The installation site must be chosen so that the COLAS®+ valve
Electrical Connection
is protected from spray or high pressure wash water. Good
accessibility to the operating lever must be provided. Ensure that
the unit does not protrude outside the overall vehicle width. The
vehicle manufacturer must provide suitable protection against
unauthorised activation.
Electrical Part:
Bayonet connection according to DIN 72585. For the bayonet

connection, turn the union nut clockwise to make certain that
it is correctly attached and locks in to ensure optimum sealing.
An electrical connection to the solenoid valve is permissible only
via the ECO Tronic EBS-ECU, which provides a signal „Reset
to ride height“. BPW Bergische Achsen is not liable for other Fig. 130
types of actuation.
73
5.2 Air suspension

5.2.4 COLAS®+ Connection Designations
Pneumatic Part:
The pneumatic connection can be implemented according to

the installation diagrams. COLAS®+ is equipped as standard
with PTC (Push To Connect) push-on connectors. Protect 1 11
the ventilation connection „3“ from penetration of dirt and
water. During installation of the pneumatic pipelines, make
sure that they are cut to the required length, at right angles
and free of burrs, with suitable tools. 21
To ensure the permitted spring deflections are not exceeded 12
during the raising process, it is advisable to use a height
limitation device (e.g.: BPW air suspension valve with height
22
limitation). Any exceeding of permitted spring deflections can
lead to individual components being damaged.
For painting tasks, protect all open plug connections and the
venting with suitable covers against penetration by paint. After
painting, remove the protective covers again. Attach the BPW
sign (Fig. 132) near COLAS®+.
3
Maintenance 1 = Supply, DIN 74324 - 8 x 1

11 = from air suspension valve, DIN 74324 - 8 x 1
If defects are found during vehicle inspections, travel or during 12 = to air suspension valve, DIN 74324 - 8 x 1
commissioning, the device must be replaced. When working 21 = to air bags, DIN 74324 - 8 x 1
with high-pressure cleaners, keep a safe distance of at least 22 = to air bags, DIN 74324 - 8 x 1
50 cm from the COLAS®+. 3 = Venting (at least DN 9)
Fig. 131
BPW Sign “COLAS®+“
Fig. 132
74
5.2 Air suspension
5.2.5 ILAS®-E ILAS®-E
Application
„ILAS®-E“ is used for electrically controlled lifting and lowering
of one or several lift - axles with conventional air suspension
systems.
With electronically controlled air brake systems, e.g. EBS,
ILAS- E are controlled by the load depended output signal.
Electrically actuated lift axle control device for lifting and
lowering of lift axle(s).
With electric power on: Axle is up
With electric power off: Axle is down
Traction control: By using a traction control device you have to
follow the regulations for lift devices (97/29/EG).
Mechanical Part:
The ILAS-E should be mounted using the holes which are

provided. It should not be located in an area where there is
excessive water spray / splash and should be protected from
high pressure washing equipment. Additional protection should
be provided by the vehicle manufacturer against unintentional
Fig. 133
activation.
Pneumatical Part: Technical Data

Medium: Air
A nylon pipe in accordance with DIN 74 324 - 8x1 should be Operating pressure: pe max. 8.5 bar
used for the versions with push-in fittings. When assembling Operating temperature: - 40° C to +80°C
the air pipes, care should be taken to ensure that the pipes Required switch pressure: pe > 2.5 bar
are cut square, to the required length and are free from burrs. Voltage: 24 VDC
Current Power
consumption at 20°C: IO = 250 mA/P0 = 6W
Inspection Permissible duty: 100%
Type of protection: DIN 40050-IP 67 A
Check function of unit and security.
Function:
With electric power on: Axle is up
With electric power off: Axle is down
To lower the lifting axle, e.g. for servicing work (HU, SP), the
power supply must be interrupted. Alternatively, the lifting device
can also likewise be switched off during operating through
pre-fixing of a stop cock with venting before connection 1 (axle
lowers itself).
Porous rubber parts must be replaced.
When painting is being undertaken, all open connections, the
atmospheres connection and the breather must be protected
against paint penetrating inside by using suitable means. The
protective measures must be removed again once the painting
work has been completed.
A safety distance of at least 50 cm should be kept when working
with high pressure cleaners.
75
5.2 Air suspension

5.2.5 ILAS®-E
- Identification of ports and fixings
Bayonet connection according
to DIN 72585
All ports
Push-in fittings for tube
DIN 7424 - 8x1 - 23 mm deep
204. mm
49.5 mm
65 mm 22.1 67 mm 1
22.2
137 mm
21.1 14 mm 40.5 mm 11
41 mm 21.2 Ø 9 mm
9.2 mm 3 17 mm
40 mm 50 mm
18.4 mm 34 mm
Note:
The installation of a maximum of one single-circuit lifting axle
is permitted within a three or four axle suspension. Weight: approx. 0.8 kg
Fig. 134
Port No. Description Notes

1 Reservoir port
3 Exhaust port
11 Air bags, no lifted axles
21.1 Air bag of lifted axle
21.2 Air bag of lifted axle
22.1 Air bag respect. lifting cylinder of axle lift device
22.2 Air bag respect. lifting cylinder of axle lift device
76
5.2 Air suspension
5.2.6 Shut-off cock
M22 x 1.5
M22 x 1.5
64.5
68.5
56
28
35
17 17 26
30 52
60
42 105
84
Fig. 135
Application
The shut-off cock is used for filling and exhausting compressed
air lines, e.g. lift axle valves, combined chambers or steering
axles.
The shut-off cock is used, for example, for manually activating

the steering axle lock when reversing (see example of application
p. 79). The version with exhaust is installed for this.
In the shut position, the handle is at right-angles to the flow
direction (transverse to the line) and the passage is blocked. If
the handle is turn 1/4 of a turn (parallel to the line), the passage
is clear and compressed air can flow through it.
Fig. 136
Installation instructions
There must be enough room to operate the handle manually.
Technical Data
Maintenance Medium: Air
Grease the shut-off cock with a mineral oil grease if it becomes Operating pressure: max. 8 bar
stiff. Operating temperature: - 40°C to + 80°C
Handle: Aluminium
77
5.2 Air suspension

5.2.7 3/2-Ways magnetic valves
70
27
M 12 x 1.5
39
1
11
Bayonet connection
according
to DIN 72585
134
.4
2 Ø8
M 12 x 1.5
15
12
3
24
Fig. 137
Application
3/2-ways magnetic valves are used to control ventilation and
breathing procedures in pneumatic installations. These valves
are operated electrically and used in connection with the ECO
Tronic EBS, for example for controlling steering axle blocks or
for zero point adjustment in the case of air suspension valves
with a 2nd driving height in air suspension systems.
Installation instructions
Install vertically with the solenoid at the top. Installation site
must be protected against splash water. Mount using bolts and
nuts in holes in the body.
They can be mounted as a block, in which case replace the bolt

and seal ring with gasket (ordered separately).
Fig.
g. 138
Inspection
Check for operation and leaks.
Technical Data
Voltage: 24V
Input power consump.: 11W
Emergization time: 100 %
Nominal size: 2.5
Pressure range: 0 - 10 bar
Type of protection: DIN 40050-IP67
Fitting position: Solenoid above
Operating temperature: - 40°C to + 85°C
78
5.2 Air suspension
5.2.8 Example of an application of a steering axle block
(with 3/2-ways magnetic valve and manual shut-off cock)
1
2
1 9 9 9
4 5
22 21
1
10 11
3
21
22
AUX1 6
12
8
7
AUX2
41
1 = Item
1 = Prot
9 9 9
Fig. 139: 3-axle semi trailer, COLAS®+ with auto reset to ride (RtR), air suspension levelling valve,
3/2-ways magnetic valve for installation with a steering axle lock as well as manual shut-off cock

1 Air reservoir suspension
2 Drain valve
4 3/2-ways magnetic valve
5 Manual stop-cock, exhausting the air
6 Lock cylinder for steering axle
8 Modulator
9 Suspension air bags
10 COLAS®+
79
5.3 Soft Docking

Increased control into reversing through
innovation and engineering Soft Docking
Reversing into docking bays has always been an area where
damage is likely to occur to the vehicle or the dock if the vehicle
is allowed to hit the dock at speed.
BPW offers added security with Soft Docking, when linked to

the ECO Tronic EBS which can apply the brakes automatically
when reversing into a loading bay.
Benefits:
• Independent from truck braking system
• Measures braking power to match load and speed
• Audible and visual reversing aids
• Silent mode for night deliveries
The system cannot replace the driver’s responsibility to ensure

a clear passage when manoeuvring. BPW cannot be held
responsible for any accidents encountered when using the Dimensions
system. Width: 234.5 mm
Height: 155.5 mm
Fig. 140
Components
1. Soft Docking junction box including the electronics. 200 mm
2. Power Supply Cable 12 x 1 + 3 x 2.5 mm2
3. Adjustable sensor in protective housing 2.
4. Reversing Alarm (Audible warning system)
5. Warning lights (visual warning signals)
6. Auxiliary cable to EBS
8000 mm
7 x 1 mm2
3. 3.
1.
1500 mm 1500 mm
4 x 0.75 mm2 4 x 0.75 mm2
8 pol.SW 8 pol.GE 1000 mm 1000 mm 8 pol. GN 8 pol. SW

4 x 0.75 mm2 4 x 0.75 mm2
2100 mm 2100 mm
2 x 1 mm2 2 x 1 mm2
4000 mm 7000 mm
2 x 1 mm2 3 x 0.75 mm2
5. 5.
Fig. 141
4. 6.
80
5.3 Soft Docking
Preparation
Soft Docking Junction Box
- Determine a suitable mounting point for:
- Soft Docking junction box 116 mm - Ø 6 mm
- Reversing alarm
Installation 72.5 mm
All cables must be installed where suitably protected by the Ø 6 mm
trailer chassis. Fix all cables every 10 - 15 cm with a cable tie.
Do not fit the cables onto surfaces that can become hot.
Fixing of cables along with hydraulic fluid pipes is not allowed.

Unnecessary cables should be fixed coiled up. Ensure that the
junction box gland nuts are closed correctly. Fig. 142
Installation of Soft Docking Junction Box LED Outline Marker Lights

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

The new LED outline marker lights has to be assembled in the
same locations as the old lamp (ensure that the lights can be
seen from the truck mirrors clearly). The connectors has to be
plugged into the Soft Docking junction box. Please ensure the
existing connections for the old outline marker lamps are sealed.
79 mm
It is essential that you only use LED outline markers not Ø 6 mm
incandescent bulbs, they are clearer in daylight and require
less power.
Fig. 143
Installation of Reversing Alarm

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

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

Junction Box: (None Aspöck)
Cut the connector off the end of the power cable. Insert cable
through spare entry of existing junction box. Connect wires
as appropriate. Ensure waterproof installation. 84.5 mm - Ø 10 mm
Contact allocation:
black – tail light left
grey – reverse light
brown – tail light right
white – earth connection 60 mm
Ø 10 mm
Close the junction box.
Important!
Ensure the junction box gasket is seated correctly.
Fig. 145
Installation of Power Supply with an Adapter

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

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

software.
Fig. 147
82
5.3 Soft Docking
Functional Test
After the installation is completed you should test the system a smooth surface). Please ensure that there are no obstacles
thoroughly. For this test you require a test sample (preferred situated within the range of 4 m x 4 m behind the vehicle. The
material is a cardboard box approx. 500 x 500 mm, if there test procedure must be carried out in the following steps:
is no box available, you can use a similar object material with
Step Activity Result

1 Ignition on / Tail light on LED outline marker has to shine
LED outline marker is deactivated when the radar is at 3 m from
2 Engage reverse gear
the obstacle.
3 Place the test sample in perpendicular to a sensor LED outline marker: slow flashing frequency
within a range of 3 m behind the vehicle Reverse alarm: slow beep
4 Remove the test sample from the vehicle until the Completed phase 1 (see picture below) (area greater than 3 m)
beeping and LED outline are extinguished.
5 Move the test sample slowly inwards towards the Run through the complete range of phases as shown within
trailer sensor diagram below.
6 Repeat step 4 with the second sensor See step 3/4
7 Repeat step 5 with the second sensor See step 5
Testing of the silent mode (night silent switch off)
8 Place the test sample in the distance as in step 3.

9 Engage the reverse gear twice (within 2 seconds) LED outline marker: slow flashing frequency
Reverse alarm: no signal
10 Let the system work for min. 10 seconds. After this,
disengage the reverse gear.
11 Engage reverse gear once only. LED outline marker: slow flashing frequency
Reverse alarm: returns to slow beep frequency
The controlled automatic braking commences at 1 meter The braking command is delivered from the ECO Tronic EBS
distance from the dock. The system is equipped with distance via an auxiliary port. The braking at 1 meter distance lasts for 2
sensors and distance from the dock is first detected when the seconds before the system releases the brakes giving control
trailer is in reverse and less than 3 meters away from the dock. back to the driver.
Working range
Please note during the function test
that the test sample will be moved
always perpendicular to the respective
sensor axis.
The maximum detectable distance is

3 m from the sensor and detection is
shown below in five phases. Please
study the sketch below.
No Beep / Flashes > 3 meters
3 Beeps per sec (3 Hz) / Flashes 2.0 - 3.0 meters


Permanent Tone / Lamp < 0.5 meters
Fig. 148
83
5.3 Soft Docking

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

the direction of the rotated screw.
You adjust the sensor by rotating

Fig. 149 3 fixing screws (DIN 546)
Due to the order of the screws (3 x 120°) you have the possibility
to incline the sensor in any direction (maximum adjusting area Adjusting with an obstacle
is 10°). The adjustment should only be made with an obstacle
in place. Obstacle
Fig. 150
ATTENTION: System check 1.

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

Outline marker is on, buzzer is silent!
Distance to the obstacle < 3 m:

System switches to the five test phases.
84
5.3 Soft Docking
Night Silent Mode
Technical Data
If the reverse gear is engaged twice (within 2 seconds) the
acoustic warning installation (buzzer) will be ‘’night silent’’. The Nominal voltage 24 V
outline marker is however active. The ‘’night silent’’ option is to Operating voltage 19 bis 32 V
prevent audible nuisance at night in residential areas. Operating temperature -30 bis +65° C
Current consumption < 300 mA (total system)
Ultrasonic sensors:
Max. range 2500 mm
Min. range 350 mm
Detection angle 15°
Operating voltage 12 - 30 V
Max. current consumption < 35 mA
Frequency 180 kHz
Reversing alarm:
Operating voltage 12 - 30 V
Superpoint LED
Operating voltage 24 V
Sensor diagnosis
Sensor faults are indicated by six LED’s inside the Soft Docking
The sensor has an area (< 350 mm), within which the
junction box (Fig. 151).
measurement result might not be 100% accurate.
1) One green LED: shows, that the voltage supply is in

order.
2) Two red LED´s: indicates in which of the sensors a Fault indicator junction box
fault has occurred.
3) Three yellow LED´s: indicates an error code, which

describes the type of default.
Error code Possible reasons Repair

2 1 0
Sensor cable break Change sensor
Defect on head of sensor Change sensor
Sensor cable break Change sensor
In the case of an “error” the LED outline marker will permanently

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

Error Possible reason Repair
Display an obstacle, A sensor is obscured Adjust Sensor
when none present
Soft Docking doesn’t - Reversing light, tail light L/R and earth connection is defective - Establish or check all the connections
work - One of the fuses (tail light L/R or reversing light) defective - Change one of the fuses
- Supply voltage is too small (< 19 V) - Check the light control unit of the truck
LED outline marker - LED defective - Change LED
light does not shine - When activating the system an error occurs - Activate the system once again
Reverse alarm - Defective alarm - Change the alarm
doesn’t work - Silent mode is active - Engage the reverse gear
85
5.3 Soft Docking

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

for the sensor not to detect the dock (Fig. 152, a).
a)
b) Caution while reversing towards ramps with floors that point

out from the main body (Fig. 152, b).
b)
Fig. 152
ATTENTION:
It is the driver’s responsibility to manoeuvre safely. Ramps with curtains
Ramps with curtains require special attention:
a) The material of the curtains can absorb the ultrasonic, this

means that the reflected sound is too weak for the sensor
to detect (Fig. 153).
b) If the curtain is deformed, so that the ultrasonic signal could

deflected not absorbed (Fig. 153). a) b)
Some materials like textiles weaken the ultrasonic signals,

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

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

dangerous load carrying vehicles: EX/II, EX/III, FL, OX, and AT.
The following key points should be observed on Hazardous

Goods/ADR trailer installations.
Data of the Load Plate

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

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

the ECU must be programmed
by using the Trailer Manager software.
Refer to Trailer Manager Operator’s Guide BPW-BA-TM 37071102e for further information.
89
90
8 System diagnostics
8.1 System diagnostics

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

Keyword Protocol (KWP2000). It is accessed by an optional side-
of-vehicle connector, or by the ISO 7638 - 7 pin connector which
uses pin 6 and 7 as a CAN data bus using the ISO Interface
Assembly (Fig. 159), or directly via the diagnostic connection to
the ECU (Fig. 160, 161). Any suitable device connected to this
CAN data bus may read diagnostic information.
The Trailer Monitor can be connected permanently to the

ECU’s diagnostic ‘DIAG’ connection. While the ECU is powered PC Interface
information is transferred to the Trailer Monitor’s memory, which
can be recalled. Power is supplied from the vehicle system via
the ECU diagnostics connector. The Trailer Monitor also contains
a replaceable battery.
The Trailer Monitor displays the following on a backlit dot-

PC Interface
matrix LCD screen:
Distance:
• Total distance in km
• Trip distance in km
• Distance and time to next service
ISO Interface assembly
• ...
Information:
• Active DTC‘s (DTC = Diagnostic Trouble Codes)
• Stored DTC‘s
• Configuration of the trailer
• Version of the ECU
• Pressure values of the sensors in the ECO Tronic EBS Fig. 159
• Brake lining wear information
• ...
Settings:
• Service interval Connect to
• Tyre size side-of-vehicle
• Date connector or to
ECU directly PC Interface
• Time
• Units
Diagnostic
• ...
connection
Auxiliaries: 'DIAG' on ECU
• Detect the presence of auxiliaries
• Test auxiliaries
• ...
Test:
• Vehicle load
• Detected speed of each wheel sensor
• ... Fig. 160
0
Pressure values, wheel sensor values and vehicle load are
displayed with bar-graph style visual indicators. Please refer
to the Trailer Monitor documentation for additional information.
A PC based programme from BPW - „Trailer Manager” -

may be used for more advanced diagnosis. This also allows
configuration with system parameters to be entered and an
End-of-Line Test to be carried out.
Please bear in mind our extensive and practical training

courses on this topic, since only trained and qualified specialist Connected to side-of-vehicle connection
personnel are allowed to undertake work on the vehicle and the Fig. 161 or - as an alternative - directly to ECU
corresponding software.
91

8.1.1 Warning lamp
A warning lamp located on the driver’s console of the towing
vehicle is operated from the ISO 7638 power cable only when
the ECO Tronic EBS is powered by the ignition switch (Fig. 162).
As an option in addition to the cab warning lamp a trailer

mounted warning lamp may be provided as an auxiliary function. Fig. 162
This lamp shows the signal to the cab warning lamp (will only
function if the ISO 7638 power is connected).
Option A 2 sec
Note: The signal produced may be different to that produced by
the cab device due to possible modification of the cab device
by the towing vehicle.
ON
OFF
8.1.2 System check procedure
1. When the ignition is turned on the warning lamp shows the
following flash sequences, according to the configuration in
the Trailer Manager software, to indicate an error-free system: ON
Option A (Fig. 163)

OFF
ON for 2 seconds Warning lamp OK and system self-
checking.
Fig. 163
OFF System self-check (not sensors)
completed
Option B
2 sec 2 sec at 10 km/h
Option B (Fig. 164)

ON
ON for 2 seconds Warning lamp OK and system self-
checking.
OFF
OFF for 2 seconds System self-checked and preparing to
check sensors.
ON until moving System waiting for vehicle to move
above 10 km/h in order to check that ON
the sensors are working
OFF
OFF Once the vehicle is moving above
10 km/h and the warning lamp clears,
the electronic system is fully checked. Fig. 164
In the case of an error the warning lamp comes on and stays on

if it is set according to option A, while it stays off if it is configured 1X 1X
according to option B.
22 21
2. During the self-check procedure, the system cycles the
EPRV’s. With foot brake applied one exhaust of air from each
EPRV will be audible (Fig. 165).
2X 2X
Once these two checks are made with correct results, no further
checks are required.
22 21
If the results are not satisfactory, Trailer Monitor or Trailer
22 21
Manager should be used to establish the diagnosis.
0X 0X
22 21
Fig. 165
92
8.1.3 Power up ECO Tronic EBS
The ECO Tronic EBS system has two power up modes. When
switching the ignition on (24 V on B+) the following occurs:
With no yellow line pneumatic pressure (i.e. Brakes OFF)

The system adopts automatic load sensing mode when the
brakes are applied. This load sensing mode is limited to
2 minutes for any single brake application, after which it returns
to a push-through condition (approx 1:1).
The push-through condition is cancelled on vehicle movement

above 10 km/h returning the system to automatic load sensing
operation.
With yellow line pneumatic pressure (i.e. Brakes ON) (Park

on air)
Apply foot brake, switch ignition on.
The system adopts a push-through (approx 1:1) condition. When
the brakes are released and re-applied the system remains in
push-through unless the brakes are released for longer than
2 minutes, after which it returns to automatic load sensing
operation.
This condition is cancelled on vehicle movement above

10 km/h returning the system to automatic load sensing
operation.
8.1.4 Other errors shown by the warning lamp

The warning lamp will flash when the system is powered up
at rest. The ECO Tronic EBS incorporates a sequence of three
flashes. This lamp sequence relates to:
1. Service due - indicates that trailer or system service distance
is due. After servicing the trailer or system the next service
distance must be reset by using the Trailer Monitor or Trailer
Manager.
2. Non EBS fault - a fault with a device connected to the ECO

Tronic EBS but not directly effecting the Modulator, for
example: Reset-to-Ride valve (COLAS®+).
93
8.2 Diagnostic Trouble Codes (DTC)

If a Diagnostic Trouble Code displayed is not listed here, check for intermittent sensor and wiring faults.
DTC Displayed Description DTC Displayed Description

ECU TIME OUT No supply on ignition
Brake Apply Solenoid Group
or switched line.
NO LINK BRAKE APPLY SOLENOID Brake apply solenoid short
SHORT CIRCUIT circuit
Possible causes:
Truck fuse blown BRAKE APPLY SOLENOID Brake apply solenoid open
Trailer Monitor or cable fault. OPEN CIRCUIT circuit
Open circuit B -. ISO7638 BRAKE APPLY SOLENOID Brake apply solenoid
not connected SHORT TO B+ short circuit permanently
energised
Sensor Group BRAKE APPLY Brake apply solenoid control
UNSPECIFIED FAULT circuit fault
WHEEL SENSOR 1A 1A Sensor/wiring open or
CONTINUITY short circuit
WHEEL SENSOR 1B 1B Sensor/wiring open or EPRV 21 Hold and Dump Solenoid Group
CONTINUITY short circuit EPRV 21 HOLD SOLENOID Modulator 21 hold solenoid
WHEEL SENSOR 2A 2A Sensor/wiring open or SHORT CIRCUIT short circuit
CONTINUITY short circuit EPRV 21 DUMP SOLENOID Modulator 21 dump solenoid
WHEEL SENSOR 2B 2B Sensor/wiring open or SHORT CIRCUIT short circuit
CONTINUITY short circuit EPRV 21 HOLD SOLENOID Modulator 21 hold solenoid
OPEN CIRCUIT open circuit
Intermittent Low Sensor Output Group EPRV 21 DUMP SOLENOID Modulator 21 dump solenoid
OPEN CIRCUIT open circuit
WHEEL SENSOR 1A 1A Sensor signal fault
SIGNAL INTEGRITY EPRV 21 HOLD SOLENOID Modulator 21 hold solenoid
SHORT TO B+ short circuit permanently
WHEEL SENSOR 1B 1B Sensor signal fault energised
SIGNAL INTEGRITY
EPRV 21 DUMP SOLENOID Modulator 21 dump solenoid
WHEEL SENSOR 2A 2A Sensor signal fault SHORT TO B+ short circuit permanently
SIGNAL INTEGRITY energised
WHEEL SENSOR 2B 2B Sensor signal fault EPRV 21 HOLD SOLENOID Modulator 21 hold solenoid
SIGNAL INTEGRITY UNSPECIFIED FAULT control circuit fault
Possible causes: EPRV 21 DUMP SOLENOID Modulator 21 dump solenoid
Loose sensor, sensor UNSPECIFIED FAULT control circuit fault
connection, bracket or
exciter ring. Damaged
exciter ring, cable insulation EPRV 22 Hold and Dump Solenoid Group
worn or maladjusted senor.
EPRV 22 HOLD SOLENOID Modulator 22 hold solenoid
SHORT CIRCUIT short circuit
Low Sensor Output Group EPRV 22 DUMP SOLENOID Modulator 22 dump solenoid
WHEEL SENSOR 1A 1A Sensor system fault SHORT CIRCUIT short circuit
OUTPUT LEVEL EPRV 22 HOLD SOLENOID Modulator 22 hold solenoid
WHEEL SENSOR 1B 1B Sensor system fault OPEN CIRCUIT open circuit
OUTPUT LEVEL EPRV 22 DUMP SOLENOID Modulator 22 dump solenoid
WHEEL SENSOR 2A 2A Sensor system fault OPEN CIRCUIT open circuit
OUTPUT LEVEL EPRV 22 HOLD SOLENOID Modulator 22 hold solenoid
WHEEL SENSOR 2B 2B Sensor system fault SHORT TO B+ short circuit permanently
OUTPUT LEVEL energised
Possible causes: EPRV 22 DUMP SOLENOID Modulator 22 dump solenoid
Sensor worn, maladjusted SHORT TO B+ short circuit permanently
sensor, wiring open or short energised
circuit EPRV 22 HOLD SOLENOID Modulator 22 hold solenoid
UNSPECIFIED FAULT control circuit fault
EPRV 22 DUMP SOLENOID Modulator 22 dump solenoid
UNSPECIFIED FAULT control circuit fault
94
Demand Pressure Transducer Group Air Suspension Pressure Transducer Group

PRESSURE DEMAND Service line pressure SUSPENSION SENSOR Suspension pressure
SENSOR SHORT CIRCUIT transducer short circuit SHORT CIRCUIT transducer short circuit
PRESSURE DEMAND Service line pressure SUSPENSION SENSOR Suspension pressure
SENSOR OPEN CIRCUIT transducer open circuit OPEN CIRCUIT transducer open circuit
PRESSURE DEMAND FAULT Service line pressure SUSPENSION PRESSURE Suspension pressure values
transducer fault LOW outside operating range
PNEUMATIC DEMAND Service line pressure
ERROR transducer fault
Pressure Switch Group
REV PRESSURE SWITCH Relay emergency valve
Delivery Pressure Transducer Group SHORT CIRCUIT pressure switch short circuit
EPRV 21 DELIVERY Modulator 21 delivery REV PRESSURE SWITCH Relay emergency valve
SENSOR SHORT CIRCUIT pressure transducer short OPEN CIRCUIT pressure switch open circuit
circuit REV SWITCH PNEUMATIC Relay emergency valve
EPRV 21 DELIVERY Modulator 21 delivery FAULT pressure switch pneumatic
SENSOR OPEN CIRCUIT pressure transducer open fault
circuit REV PRESSURE SWITCH Relay emergency valve
EPRV 22 DELIVERY Modulator 22 delivery SIGNAL FAULT pressure switch failed to
SENSOR SHORT CIRCUIT pressure transducer short activate
circuit
EPRV 22 DELIVERY Modulator 22 delivery
ISO11992 (CAN) Electrical Signal Group
SENSOR OPEN CIRCUIT pressure transducer open
circuit PNEUMATIC DEMAND No corresponding
LOSS pneumatic demand pressure
TOWED CAN DEMAND CAN line (pin 6 and 7 on
One Wheel with Slow Recovery Group LOSS ISO7638) fault
EPRV 21 SLOW WHEEL Slow recovery of one wheel TOWED CAN CONTROL CAN line (pin 6 and 7 on
RECOVERY of Modulator 21 LOSS ISO7638) data fault
EPRV 22 SLOW WHEEL Slow recovery of one wheel
RECOVERY of Modulator 22
Supply Voltage Group
Possible causes:
Slow brake release, ISO7638 POWER FAILURE Power loss on pin 1 or 2
foundation brake mechanical (ISO7638)
faults, dry bearings, broken LOW VOLTAGE Supply voltage at ECU less
spring, restricted piping than 19 V when brake apply
solenoid energised
Check for kinks and
blockages etc. Incorrect HIGH VOLTAGE Supply voltage at the ECU
piping, Wiring. greater than 32 V
UNSPECIFIED POWER Internal ECU fault
Modulator fault. Sensor
FAULT
wiring crossed across an
axle
ECU Group
Reservoir Pressure Transducer Group ECU EEPROM ERROR Internal ECU fault or ECU
not programmed
RESERVOIR SENSOR Reservoir pressure
SHORT CIRCUIT transducer short circuit CONFIGURATION ERROR Internal ECU fault or ECU
not programmed
RESERVOIR SENSOR OPEN Reservoir pressure
CIRCUIT transducer open circuit ECU UNSPECIFIED ERROR Internal ECU fault or ECU
not programmed
EXCESSIVE RESERVOIR Reservoir pressure above ECU SHUTDOWN Internal ECU fault, the power
PRESSURE 9.75 bar supply to the solenoids has
been isolated
95

UNKNOWN The ECU has generated a Lining Wear Group
DTC that is not recognised Lining wear wiring open
by this version of Trailer BRAKE PADS circuit
Manager or Trailer Monitor
and so cannot be decoded
TRAILER ROLL STABILITY Lateral accelerometer wiring
UNCONFIGURED SYSTEM Added to ‘CONFIGURATION SENSOR (TRS) SHORT short circuit
ERROR’ when the system CIRCUIT
has never been configured
TRAILER ROLL STABILITY Lateral accelerometer wiring
SLAVE LOAD PLATE Added to ‘CONFIGURATION SENSOR (TRS) OPEN open circuit
ERROR’ when there is CIRCUIT
a problem with the load
sensing parameters for the TRAILER ROLL STABILITY Lateral accelerometer signal
slave Modulator SENSOR (TRS) SIGNAL fault
LOAD PLATE Added to ‘CONFIGURATION
ERROR’ when there is Slave Valve Group
a problem with the load SLAVE VALVE SENSOR Pressure transducer open or
sensing parameters short circuit
VALVE Added to ‘CONFIGURATION SLAVE VALVE MODULATOR Hold, Dump or Brake Apply
ERROR’ when there is a solenoid open or short
problem with the wheel to circuit
valve mapping parameters
SLAVE VALVE CABLE Link cable open or short
TRAILER ROLL STABILITY Added to ‘CONFIGURATION circuit
SENSOR (TRS) ERROR’ when there is a
SLAVE VALVE SLOW Slow recovery of one wheel
problem with the Trailer Roll
RECOVERY slave valve
Stability (TRS) parameters
SLAVE SUSPENSION Suspension pressure values
PRESSURE LOW outside operating range
Auxiliary Components Group
AUX1 Auxiliary 1 system / wiring
open, short circuit or Note: If a DTC is displayed and after following recommended
unknown procedure, no fault is found, the Modulator should be
AUX2 Auxiliary 2 system / wiring replaced.
open, short circuit or
unknown
unknown
unknown
unknown
GENERAL LIFT AXLE This is appended to ‘AUX n’
when there is a lift axle fault
REMOTE OVERLOAD LAMP This is appended to ‘AUX n’
when there is an overload
lamp fault
UNKNOWN AUX ECU is programmed with an
auxiliary function that this
Version of Trailer Manager
or Trailer Monitor does not
recognise
96
9 Recommended maintenance schedule
Time or Mileage
Component Operation
(whichever occurs first)
Every 3 months or 40,000 km Complete system Perform system check out and air leakage check.
Annually or every 160,000 km Complete system Perform system check out and air leakage check.
Check wiring and piping security and integrity.
Sensor Check for wear clean and readjust.
Check output
97
Notice
98
99
BPW-EA-EBS 37041103e
BPW Bergische Achsen Kommanditgesellschaft . P.O. Box 12 80 . D-51656 Wiehl . Phone: +49 2262 78-0 . info@bpw.de . www.bpw.de

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Operating and Instal-

BPW · THE QUALITY FACTOR

ECO Tronic EBS.

1.3 Safety information 8

1.5 General components 4.1 Pipe recommendations 48

2 Installation options (Conﬁgurations) 5 Operating and installation instructions

3.2. Electrical wiring 7 Programming 89

1.1. ECO Tronic EBS

In contrast to pneumatically operated brake systems, an EBS

ECO Tronic is the name of the BPW product range

The ﬁrst product is the ECO Tronic EBS with

ECO Tronic EBS means BPW is the system

Lifting axle control

Another practical performance feature of EBS is the automatic

Automatic steering axle lock

The basic functions of EBS also include the automatic steering

All cable connections of the ECO Tronic EBS are grouped

Paver brake function

1.1. ECO Tronic EBS

Do you sometimes ﬁnd it difﬁcult to identify vehicle components?

For example, the Trailer Analyser stores up to 1000 journeys

A practical additional function in the Trailer Analyser has

1.3 Safety information

• Do not perform repair and installation work unless wearing

• The vehicle must be secured against rolling away during

• Following each repair, it is necessary to perform a function

• All exchanged components must be reused or disposed of

• Tighten screws and nuts with the prescribed tightening

• BPW can only guarantee the safety, reliability and

ISO 7638 - 7 Pin

EBS ECO Tronic EBS = full EBS function

ISO 7638 - 5 Pin

ISO 1185 - (24N)

ABS/EBS ECO Tronic EBS = on foot brake application

1.5 General components

Sensor and Exciter

Trailer Control Module (TrCM)

Fig. 5 Integrated quick valve

Service brake test connections

Test connections service brake

Integrated double check valve with distributor

Integrated double check valve

Bulk head mounting

1.5 General components

BPW EBS Modulator (5 AUX, stability, with integrated

AUX 1 AUX 2, AUX 3 AUX 4 AUX 5 Super AUX

ISO 1185 ISO 7638

Sensor S1B Sensor S1A

Sensor S2B Sensor S2A

Fig. 15 Version without SAUX Version with SAUX

1.5 General components

Fig. 16 - Chassis components with electrical connections

Item Description Notes

3 x 0.75mm² CABLE 12098

RIGHT REAR PRESSURE CAN

N 6 Cable length junction box to ISO 1185 (24N) or ISO 12098

1.5 General components

SEN SEN AUX AUX AUX AUX AUX SEN SEN