EBS e

Electronic Brake System
EBS
Trucknology Generation A (TG-A)
EBS04a
08. 04. 2002
MAN Steyr AG
SERVICE AKADEMIE / VNSA
N:\VMT\5TRAININ\EBS\1texte\EBS_e.doc
Burgholzer 04. 2002
Page- 1
This document is intended exclusively for use in training and is not

subject to the routine amendment service.
2004 MAN Nutzfahrzeuge Aktiengesellschaft

Reprinting, copying, dissemination, alteration, translation, microfilming and storage
and/or processing in electronic systems, including databanks and online services,
without the written permission of MAN is prohibited.
Burgholzer 04. 2002
Page- 2
List of contents
List of contents
Description of the system
Explanation of subfunctions
Features of EBS for commercial vehicles
The system
Braking with the service brake system
Anti-spin regulator (ASR)
11
Components
16
Electronic control unit
16
Service brake valve with integral brake value sensor
22
Pressur control moule
26
Trailer control module (Y 278)
32
ALB sensor, for truck with air-suspended rear axle
36
ALB sensor, for truck with flat-suspended rear axle
38
Brake pad wear sensor
40
Speed sensor
44
EBS survey
52
Wiring diagrams
53
Wiring diagrams
55
Pneumatic diagrams
59
On-board diagnosis
63
Malfunction display and emergency functions
63
Function levels of EBS
64
Description of function levels
65
SPN list - error codes
66
EBS 2.3 with ESP
86
ESP electronic control unit
88
Steering-wheel angle sensor
90
Yaw-rate and transverse-acceleration sensor
92
Burgholzer 04. 2002
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Description of the system

Electronic Brake System (EBS)
EBS refers to the entire electronic brake system incorporating the following
subfunctions:
EPB
Electro Pneumatic Brake
ABS
Anti-lock Brake System
ASR
Anti-Spin Regulator
EBS comprises a purely pneumatic dual-control circuit and an overlaid electropneumatic single-control circuit. The structure of the underlaid pneumatic dual-control
circuit is essentially the same as that of a conventional brake system.
Electronic brake pressure regulation is backed up by a pneumatic control circuit (backup circuit) which is automatically activated in the event of electrical failure.
The parking brake is a conventional, mechanically actuated system with pneumatic
signal transmission.
Explanation of subfunctions
EPB executes the electronic brake pressure control. Without ABS, this continues until
full pressure modulation. Auxiliary functions influence electronic brake pressure control,
resulting in variable brake pressure distribution across the brake cylinders.
ABS regulates the brake pressure if the wheels start to lock and deactivates the
sustained-action brake.
ASR regulates the brake pressure on driven axles if the wheels start to spin and/or
reduces the engine power.
Burgholzer 04. 2002
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Features of EBS for commercial vehicles

Conventional parking brake system: Mechanically actuated, with pneumatic signal
transmission.
Service brake system: Electronically controlled by the single-circuit vehicle electrical
system, with dual-circuit pneumatic back-up circuit.
24 Volt vehicle electrical system
Reservoir pressure up to 12.5 bar
Brake cylinder pressure up to 10 bar
Pneumatic dual-line brake system with conventional trailer control module.
7-pole electrical plug connection to DIN ISO 7638 between tractor and trailer.
EBS control unit with CAN data transfer
General CAN: EBS control unit to other systems in the truck
Trailer CAN: EBS control unit, tractor/trailer to DIN ISO 7638
Brake CAN: EBS control unit to pressure control modules in the tractor and trailer
Single-channel pressure control modules with integral electronic control unit for front
axle, mounted near the wheels.
Dual-channel pressure control module with integral electronic control unit for rear
axle, mounted near the wheels.
Trailer control module for electronic regulation with conventional trailers
Speed sensors and brake pad wear sensors are connected to the pressure control
unit.
ASR function with brake and engine regulator (via general CAN)
Additional functional switches (e.g. ASR spin threshold increase)
Automatic load-dependent brake (ALB) integrated in electro-pneumatic brake system.
EOL-programmable system configuration and pressure curves based on individual
optimisation criteria.
Coupling force regulation (in conjunction with trailer control module only)
Brake pad wear regulation, front / rear.
Brake pad wear indicator
Diagnosis via diagnostic connector X200 with MAN_Cats II
Burgholzer 04. 2002
Page- 5
Electronic Brake System (EBS)
The EBS (electronic brake system) helps you keep better control of the vehicle in critical
situations such as bad weather, slippery roads, downhill gradients, tight curves or
obstacles that suddenly appear.
The EBS controls the compressed air in the brake cylinders of the brake system by
means of the pressure control module solenoid valves. The EBS control unit coordinates the signals from the service brake valve and pressure control modules.
The brake pressure signals now electrical signals are transmitted to all the pressure
control modules and to the trailer control module via the CAN databus.
The electronically controlled brake pressure build-up and reduction allows fast and
simultaneous braking on all axles as well as quick release of the brake. This set-up
optimises the braking effect on all wheels whilst the more uniform pad wear results in
brake pad lifetimes that are up to 20% longer.
If the entire tractor-trailer unit is fitted with EBS, the coupling force regulation
considerably reduces the push and pull forces on the drawbar and the centre pin.
The pneumatic control circuit (back-up circuit) automatically ensures safe braking of the
vehicle in the event of electronic brake pressure control failure.
Trailers with EBS are electrically controlled by a separate databus and, at the same
time, pneumatically controlled by the trailer control module.
The EBS control unit co-ordinates all the higher-level functions such as brake
management with ABS, ASR and the automatic load-dependent brake (ALB).
Components fitted next to each other (sensors, valves, electronic control unit) form a
single assembly, the pressure control module.
Burgholzer 04. 2002
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Basic electro-pneumatic concept

The EBS is based on a conventional dual-circuit service brake system. There is a dualline compressed air connection with supply line and control line between the tractor
and trailer.
The electronic brake system is applied on the basic brake. The tractor and trailer are
electrically connected via the 7-pole socket to ISO 7638. If the electric part of EBS is not
active or faulty, the service brakes operate through the safe pneumatic back-up brake
circuit
Electronic control redundancy (info.)

The computer core (in the control unit) contains two redundantly arranged
microcontrollers (C).
The control unit performs a self-test after the ignition is switched ON. Each pressure
control module is then individually controlled by both microcontrollers and energised.
Communication via the CAN databus is then initiated. The control unit recognises the
installation position of the pressure control modules in the EBS from the switching
sequence. This means that the pressure control units can be activated or deactivated as
necessary. The chassis earth of the pressure control modules from the power supply is
routed into the control unit for monitoring and for warning lamp activation redundancy.
The brake value sensor sends an electrically redundant signal to the EBS control unit.
Electric braking is only initiated if both signals indicate that activation is permitted.
The input signals from the brake value sensor and from other components in both
microcontrollers are processed in the EBS control unit. The results are then compared.
If this comparison proves positive, one of the microcontrollers informs each pressure
control module or pair of pressure control modules about the individually applied brake
pressure via the CAN databus. One of the microcontrollers records and both of the
microcontrollers check the CAN databus status signals.
Burgholzer 04. 2002
Page- 7
Communication between EBS and CAN databus
This is how EBS works with the CAN databus:

Sensors which measure speed and brake pad wear on the wheels are directly
connected to the pressure control modules. The electronic control unit integrated in the
pressure control module processes and conditions all the information. The pressure
control modules communicate with the EBS control unit via the CAN databus.
Higher-level sensor functions such as axle load which are in the control unit are
used for all brake pressure control circuits as well as for other systems such as ECAS
(electronically controlled air suspension). As soon as the service brake valve is
actuated, electrical and pneumatic signals are made available. If the valves are deenergised, the pneumatic control signals take effect via the back-up circuit.
In this instance, all the pressure control modules are mechanically safeguarded in a
safety operating position.
The system
The dual-circuit pneumatic back-up brake circuit is ready for operation when the
ignition switch is in off position and there is sufficient compressed air. All the
solenoid valves in the brake system are de-energised and adopt their basic starting
positions by mechanical means (springs).
The EBS control unit starts operating after the ignition switch is actuated. Providing
no faults are present, EBS is activated when the brake pedal is released. EBS is
supplied from the single-circuit vehicle electrical system. All the solenoid valves in the
brake system are de-energised when the brake is not actuated.
Burgholzer 04. 2002
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Braking with the service brake system
Electronically controlled braking (EPB)
When the service brake valve is actuated the integrated brake value sensor sends an
electrical signal to the EBS control unit. This is generated into a brake pressure
setpoint in line with EOL specifications. This setpoint is sent to the trailer plug
connection (trailer CAN). and to the pressure control modules via the brake CAN.
These PCMs automatically regulate the brake pressure for the series-connected brake
cylinders.
The desired pressures sent from the EBS control unit to the pressure control modules
are adapted in accordance with the axle load. In order to determine the axle loaddependent desired pressures, a value for the axle load is picked up at the air
suspension, e.g. by a pressure sensor, and the measured value is sent to the EBS
control unit.
Braking via back-up circuit
The service brake valve modulates two pneumatic brake pressures in the tractor,
irrespective of the brake value sensor electrical signal. These are sent to the pressure
control modules in the tractor.
In the case of electronically controlled braking, the pneumatic brake pressure is held
as back-up at the pressure control modules. The pneumatic pressures from the
service brake valve are also present at the trailer control module in the tractor. The
trailer control module outputs a pressure to the brake coupling head and reservoir
coupling head.
Braking is via the back-up circuit when
The ignition switch is in off position.
The EBS control unit does not send an electrical setpoint to individual or all
pressure control modules.
The EBS control unit has shut down individual or all pressure control modules
following detection of a fault.
Burgholzer 04. 2002
Page- 9
Anti-lock brake system (ABS)
The speed sensors are connected at the inputs of the pressure control modules. The
signals are forwarded to the EBS control unit via the brake CAN. The control unit
determines a vehicle reference speed and other variables which are then forwarded to
the pressure control modules, again via the brake CAN bus.
ABS during electro-pneumatic brake system operation (EPB with electrical

setpoint)
Each pressure control module reduces the brake pressure in relation to the specified
nominal pressure in its control channel in accordance with a permitted slip value.
ABS and sustained-action brake
The sustained-action brake relay output at the control unit and the ABS active
information in the EBC1 message on CAN J1939 indicate whether ABS regulation is
active:
During service brake operation with ABS
When spin is increased without the service brakes being actuated
The sustained-action brake can be shut off with these signals during ABS regulation.
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Control processes for commercial vehicle ABS
Four control strategies are available in EBS. These take effect depending on the
combination of pressure control module, engine speed sensor and EOL programming.
Individual control .........................(IR)
Modified individual control ...........(IRM)
Select-low control ........................(SL)
Select-smart control ....................(SSM)
Anti-spin regulator (ASR)
If both the driven wheels spin when the vehicle starts from rest and accelerates, the
ECU recognises this from the difference in speed on the driven and non-driven wheels
and reduces the engine torque (engine regulator).
In the event of split coefficient road surfaces (-split), only the wheel on the low
coefficient side usually spins. The spinning wheel is braked by the ASR brake
regulator. The drive torque can now take effect on the wheel on the high coefficient
side. In this instance, ASR acts as an automatic differential brake.
Switch off the ASR when performing tests on dynamometers/test stands.
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Page- 11
ASR engine regulator
If the driven wheels are evenly spinning, the engine drive torque is reduced until the
average rotating speed of the driven rear axle wheels is slightly higher than that of the
non-driven front axle wheels. The EBS control unit outputs the reduction signal
required for EDC via T-CAN.
The engine regulator can be activated in all road speed ranges.
Off-road ASR
Under certain off-road driving conditions, the spin can be varied by pressing the ASR
off-road button. Activation of this special state is indicated to the driver by the INA light
on the dashboard (permanently lit or flashing, depending on EOL configuration) and
the ABS off-road switch active information in the EBC1 message from CAN J1939.
The function can be deactivated by pressing the button again or switching the ignition
OFF.
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Page- 12
Automatic tyre compensation
The system includes an automatic tyre compensation feature. Following a wheel

change, it may be that the ASR engine regulator is activated before tyre compensation
is complete.
This can be cancelled by pressing the ASR off-road button. After a few minutes of
driving without braking on a straight road, the adaptation will be complete and ASR offroad can be switched off again.
ASR brake regulator
When one wheel starts to spin, the spinning wheel is braked in measured fashion and
is checked by pressure and speed sensors. The braking effect reduces the speed of
the spinning wheel whilst the speed of the driven wheel increases as a result of the
drive torque. The speeds of the driven wheels are thus synchronised.
The brake regulator is not activated at speeds above 40 km/h. However, if it is already
active at low road speeds during acceleration, an appropriate control sequence allows
it to remain activated until the next gear change, even at speeds above 40 km/h. The
EBS control unit does not determine the thermal load on the wheel brakes due to the
ASR brake regulator. Possible overload during prolonged ASR regulation should be
avoided by starting from rest in an appropriate manner.
If the reservoir pressure is too low in one of the brake circuits, the ASR brake regulator
is shut off after one second. This is why the EBS control unit reads in the voltage
potential of the red warning light or the reservoir pressure information via CAN J1939
message Supply Pressure.
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Interfaces to other systems
Thanks to integration in the CAN databus, EBS can be networked with other systems.
A 143
ECAS
Electronically controlled air suspension
A 144
Intarder
Retarder/Intarder control
A 302
ZBR II
Central on-board computer
A 311
lstandsonde
Engine oil sensor
A 312
KSM
Customer-specified module
A 330
Astronik
Gearbox control unit
A 402
EBS
Electronic brake system
A 403
FFR
Vehicle management computer
A 407
M-TCO
Tachograph
A 409
ECAM
Electronically controlled air management
A 434
Instrument panel
A 453
EDC
Electronic diesel control
I-CAN (Instrument CAN) connects the dash board, MTCO and the ZBR.
T-CAN (Drive train CAN) connects the ZBR, FFR, ECAS*, ASTRONIK*, EBS,
KSM*, the oil level sensing system and the ECAM*.
M-CAN (Engine CAN)
connects den FFR and the EDC control unit.
Trmodul-CAN (Door module CAN) connects the two door modules.
EBS-CAN in its system to connect its pressure control moduls with the EBS control
unit and trailer socket
.
if equipped
Burgholzer 04. 2002
Page- 14
x 1/17
X 1/18
X 1/17
high
A/8
Trmodul
links
Trmodul
rechts
X 1/12
B/11
X 1/15
B/12
A 435
120
EDC
X 1559
X 1/10
FFR
low
X 3/5
120
blau/wei
X 3/9
KSM
A 312
Aufbauer
blau/rot
A 409
ECAM
ECAS
A 143
x 1/3
high
R 2/9
x 1/8
M/7
ZBR
120
A 302
M/1
R 2/10
120
A 403
120
X 1/14
high blau/gelb
low
I-Can
x 1/14
A/
X 2043
14
12
A 330
Astronik
13
Can h x1/3
Voith R.Can l x1/1
x 1/1
Intarder
A 144
x 1/3
A 311
X1559
16
lstandsonde
TED105
X 4/1
291
6/4
X 4/3
A 402
x 1/1
15
291
3/4 6/3
high 113
X3/8
3/4 3/3
114
low
X3/5
3/3
291
high 133
X4/10
291
Y 263 Y 262 Y 264 Y 278
low
X4/7
A 434
154
143
Kombi Instrument
153
x 1/18
braun/schwarz
low
X 1557
4
3
X 1559
18
17
120
120
blws
high 123
X3/9
high
x 1/13
low
gn/sw
2
1
X 2042
1
2
A 452
A 451
blrt
low
low
x 1/7
high
sw/gn
low gn
X3/6
153
Burgholzer 04. 2002
154
134
X4/12
high 144
high wsgn
EBS
562
x 317
low
7
6
Fahrtschreiber
A 407
120
Ah. ABS Std.
Page- 15
A/4
Components
Electronic control unit
The electronic control unit (A402) centrally co-ordinates the entire EBS.
The control unit is EOL-programmed (end of line). A change of parameters can be done
if necessary using the MAN-cats II diagnostic system.
Power supply
A filter in the power supply module protects against electrical faults at terminal 15 and
terminal 30. The voltage supplied is that needed for the pressure control modules (24V)
plus 5 Volts for the sensors. The module also supplies a stabilised 5 Volts for internal
control unit operation.
Input circuits
The input circuits are for conditioning the signals for the microcontroller (C) input.
Superimposed unwanted input signals are filtered. Information is transmitted in both
directions at the diagnosis interface, i.e. to the control unit and from the control unit, e.g.
to the diagnosis unit (MAN-cats).
Computer
The computer (in the control unit) contains two redundant microcontrollers (C) with
EEPROM and three CAN controllers (general CAN, trailer CAN, brake CAN). The
microcontrollers evaluate the signals conditioned by the input circuits and control the
output via CAN data bus.
A --- Installation port for EBS control unit
Burgholzer 04. 2002
Page- 16
Installation position
Burgholzer 04. 2002
Page- 17
Pressure control module supply

Pressure control module assignment occurs after the EBS control unit is activated. Each
pressure control module is supplied with 24 Volts, successively activated by the
microcontrollers (C) and given a CAN address.
The pressure control modules are shut off in pairs per axle if system faults or errors are
detected.
Output stages
The output stages activate components such as sustained-action brake shutdown,
brake pad wear indicator and the yellow ABS check lamp. The red warning light is
activated by a self-conducting output stage.
Connector drop-out detection

An integral switch in the wiring harness connector (pin X1/15) switches on the red
warning lamp by closing contacts X1/12 and X1/18 on the wiring harness side as soon
as the wiring harness is not connected or drops out due to loose contact.
The switch is opened again as soon as the wiring harness is connected to the control
unit.
Burgholzer 04. 2002
Page- 18
3 6 9 12 15 18
1 4 7 10 13 16
2 5 8 11 14 17
X1
1 4 7 10
2 5 8 11
3 6 9 12
2 5 8
3 6 9
X3
1 4 7
X2
2 5 8 11 14
3 6 9 12 15
1 4 7 10 13
X4
EBS06
Connector pin assignment
As seen looking at the control unit
Burgholzer 04. 2002
Page- 19
Connector X1
Pin
Line no.
Designation
74512
Switch, ASR spin threshold increase, control unit, EBS
73001
Fuse F162-power supply, control unit, EBS
73000
Fuse F161-power supply, pressure control valves
10
31000
Earthing point, cab next to central electrical system
12
31000
13
73201
Diagnosis, K-line
15
---
Detection, interrupt (connector drop-out detection)
18
---
Red warning light, self-conducting
Connector X2
Pin
Line no.
Designation
73500
Power supply, brake value sensor
73501
Ground, brake value sensor
73503
Pressure setpoint 2 from brake value sensor
73502
Pressure setpoint 1 from brake value sensor
Burgholzer 04. 2002
Page- 20
Connector X3
Pin
Line no.
Designation
CAN 112
Ground, pressure control module, 1-channel, left
CAN 122
Ground, pressure control module, 1-channel, right
CAN 114
CAN_L for pressure control module, 1-channel, left
CAN 124
CAN_L for pressure control module, 1-channel, right
CAN 113
CAN_H for pressure control module, 1-channel, left
CAN 123
CAN_H for pressure control module, 1-channel, right
11
CAN 111
Power supply for pressure control module, left
12
CAN 121
Power supply for pressure control module, right
Connector X4
Pin
Line no.
Green
Designation
CAN_L, trailer socket
White/green CAN_H, trailer socket
CAN 132
Ground, pressure control module, 2-channel
CAN 141
Ground, trailer control module
CAN 134
CAN_L for pressure control module, 2-channel
CAN 143
CAN_L for trailer control module
10
CAN 133
CAN_H for pressure control module, 2-channel
12
CAN 144
CAN_H for trailer control module
13
CAN 131
Power supply for pressure control module, 2-channel
15
CAN 142
Power supply for trailer control module
Burgholzer 04. 2002
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Service brake valve with integral brake value sensor
The dual-circuit pneumatic service brake valve (G7.302) has an integral electrical brake
value sensor (B337). The brake value sensor is used to generate electrical/pneumatic
signals for admitting and removing air in the electronically controlled brake system. A
plunger is used for actuation in each case. This plunger actuates the brake value sensor
and, by means of the usual springs, a reaction piston and valve assembly which outputs
the pneumatic pressure. A single electrical circuit supplies the power for the brake value
sensor (constant 5 V from the EBS control unit). Two potentiometer sensors are
actuated at the same time.
The brake value sensor (B337) is electrically connected to the EBS control unit. The
signals of the two potentiometer pressure setpoint 1 and pressure setpoint 2 run in
opposite directions.
The EBS control unit uses pressure setpoint 1 and pressure setpoint 2 to determine
setpoints for the trailer and for the pressure control modules in the tractor.
The electrical and pneumatic circuits are harmonised in the vehicle by means of EOL
programming.
Burgholzer 04. 2002
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Digram
Druck an Anschluss 21 + 22 bei einem Vorratsdruck von 12,5 bar *]
pressure at port
21 + 22 at a supply pressure of
12,5 bars *]
13
12
11
10
0,7 bar
2,0
p22
p21
Ua 1
1
0
Ua 2
0
10
11 12
13 14
15
16
Spannung Ua (V)
Voltage Ua (V)
7
6
Druck am Anschluss 21, 22 (bar *] )

Pressure at the ports 21, 22 (bars *] )
Stangenweg S (mm)
Rod tarvel
S (mm)
Kreis 1 intakt und Ausfall von Kreis 2
Circuit 1 intact and a failure of circuit 2
Kreis 2 intakt
Circuit 2 intact
Kreis 2 bei Ausfall von Kreis 1
Cirkuit 2 at a failure of circuit 1
Burgholzer 04. 2002
EBS12
EBS - Fussbremsmodul
Foot brake modul
81.52130.6268
Page- 23
Functional diagram
Legend
A Service brake valve (pneumatic part)

3
Vent
11
Energy supply, circuit 1
12
Energy supply, circuit 2
21
Air outlet to brake circuit 1
22
Air outlet to brake circuit 2
Brake value sensor (electric part)

1
Ground
Pressure setpoint 2 (Signal)
Pressure setpoint 1 (Signal)
Power supply (5 Volts)
Burgholzer 04. 2002
Page- 24
A
21
11
3
12
22
3
4
2
1
EBS07
Burgholzer 04. 2002
Page- 25
Pressur control moule
If no EBS function is active, the pressure sensor measured value is adjusted in line with
the current brake cylinder pressure using a time constant (automatic atmospheric
pressure setting). Adjustment is limited and may last up to 1 second after the ignition is
switched ON or the service brake is released. This adjustment time must be taken into
account in measurements.
The pressure control module executes control or regulation functions in three different
states:
Normal functioning:
Pressure control module control unit energised and electrical setpoint available or
ASR brake regulation required.
When the EBS function is requested, the pressure control module commences
brake pressure regulation by closing the back-up circuit solenoid valve (back-up
valve) and activating the inlet valve and exhaust valve accordingly.
Braking with the back-up circuit:
Pressure control module control unit energised but no electrical setpoint or actual
value available.
If the electrical setpoint or actual value is defective, the system switches the
pressure control module to the back-up circuit (back-up valve is not switched). The
pneumatic pressure controls the pressure to the brake cylinders via the relay
valve. There is no automatic load-dependent braking or wear regulation. The
signals in the pressure control module are processed and communication between
the pressure control module and EBS control unit is maintained.
Pressure control module de-energised:
When the solenoid valves are de-energised, the pneumatic pressure service brake
valve controls the pressure to the brake cylinders via the relay valve whilst braking
is through the back-up circuit.
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Page- 26
Pressure control module front axle (1-channel)

The pressure control module on the front axle is a 1-channel electro-pneumatic
component comprising relay valve, filter, silencer, solenoid valves for back-up circuit
(back-up valve), inlet valve and outlet valve, pressure sensor, electronic control unit as
well as pneumatic and electrical connections.
At the same time, it is the node for transmitting the signals of the connected sensors,
such as
speed sensor and
brake pad wear sensor
to the EBS control unit via the brake CAN databus.
The pressure control module is fitted on the right and left of the front axle, with the
silencer pointing downwards.
The incoming brake value signals give the limit for the brake pressure in the wheel
brake cylinder
Burgholzer 04. 2002
Page- 27
Legend:
DF-A
ABS sensor, front axle, left (B121)

Pinning: 1 black / white
2 brown
DF-B
ABS sensor, front axle, right (B120)

Pinning: 1 black / white
2 brown
CAN/+U CAN databus and power supply

Pinning: 1ground
2Power supply
3CAN-high
4CAN-low
BVS
Sensor, brake pad, 1st axle, right (B332) or left (B333)
A Outlet Valve
B Backup valve
D Pressure sensor
E Inlet valve
F Filter
R Relay valve
S Silencer
Pneumatic connections:
1
Energy supply (reservoir)
Energy return (brake cylinder)
Vent
Back-up circuit
Burgholzer 04. 2002
Page- 28
Functional diagram
E
B
R
F
EBS04
S
Burgholzer 04. 2002
Page- 29
Pressure control module rear axle (2-channel)
The pressure control module on the rear axle is a 2-channel electro-pneumatic

component comprising relay valve, filter, silencer, solenoid valves for back-up circuit
(back-up valve), inlet valve and outlet valve, pressure sensor, electronic control unit as
well as pneumatic and electrical connections.
At the same time, it is the node for transmitting the signals of the connected sensors,
such as
speed sensor,
pad wear sensors and
ALB sensor, rear axle
to the EBS control unit via the brake CAN databus.
The 2-channel pressure control module is fitted on the rear axle, with the silencer
pointing downwards.
Legend:
DF-A
ABS sensor, front axle, left (B121)
Pinning: 1black / white
2brown
DF-B
ABS sensor, front axle, right (B120) Pinning: 1black / white
2brown
CAN/+U CAN databus and power supply Pinning: 1ground

3 CAN-high
BVS
2Power supply
4CAN-low
Sensor, brake pad, rear axle, right (B334) or left (B335)

Pinning: 173304 (GND)
373306 (signal)
474300 (+5 Volt)
A Outlet Valve
B Backup valve
D Pressure sensor
E Inlet valve
F Filter
R Relay valve
S Silencer
ALB
ALB sensor (B336)
Pinning: 173304 (GND)

373306 (signal)
474300 (+5 Volt)
1 Energy supply (reservoir)
2 Energy return (brake cylinder)
3 Vent
4 Back-up circuit
Burgholzer 04. 2002
Page- 30
Functional diagram
DF-A
BVS 1/3
ALB 1/2
DF-C
DF-D
BVS 2/4
DF-B
E
B
D
U
CAN/+U
D
U
21
22
F
21
Burgholzer 04. 2002
EBS05
22
Page- 31
Trailer control module (Y 278)
The trailer control module mainly comprises a relay valve with 2 control chambers for
the service brake system, one control chamber for the parking brake system, a filter, a
throttle valve, electro-magnetic valves (input, output, back-up), a pressure sensor like
the one in the 1-channel pressure control module and an integral control unit.
The trailer control module has electrical and pneumatic ports. The electrical ports
include the power supply and the link between the trailer CAN databus and the EBS
control unit.
The pneumatic ports on the input end consist of the energy supply (reservoir 11) and 3
control lines (from the service brake valve with integral brake value sensor to ports 41
and 42 and from the parking brake valve to port 43). Those on the output end consist of
the dual-line brake system to the trailer (supply and control line).
The trailer control module is fitted in the rear area of the chassis. The installation
position may vary slightly (depending on the chassis).
Legend:
CAN/+U CAN databus and power supply
Pinning:
1 ground
2 Power supply
3 CAN-high
4 CAN-low
Outlet Valve
Backup valve
Pressure sensor
Inlet valve
Filter
Relay valve
Silencer
2/2 W 2/2 Way valve
11 Energy supply (reservoir)
21 Reservoir line, trailer
22 Control line, trailer
41 Service brake circuit, front axle
42 Service brake circuit, rear axle
Vent
43 Parking brake circuit
Burgholzer 04. 2002
Page- 32
Instalation position
Functional diagram
CAN/+U
1
A
D
P
41
F
1
2/2 W
21
41
43
43
42
42
22
EBS02
S
3
Burgholzer 04. 2002
Page- 33
The main functions of the trailer control module are regulating the brake pressure on the
trailer control line (port 22) and balancing the brake pressures (coupling force
regulation) between the tractor and trailer. The parking brake system (port 43) and the
separation function work in the conventional manner.
The EBS control unit pressure setpoint is transmitted to the control unit integrated in the
trailer control module via the trailer CAN databus.
The trailer control module control unit modifies this setpoint using the coupling force
regulation algorithm. Whilst the back-up solenoid valve is closed, the electrical signal
sets a pneumatic pressure at output 22 using the electromagnetic input and output
valve as well as the pressure sensor. This pressure is then transmitted to the coupling
head of the trailer control line.
The pneumatic signal of service brake circuit 41 is blocked by the back-up solenoid
valve which is activated for electric braking. If the back-up function is not active, then
the back-up solenoid valve is open and the service brake pressure (port 41) forwards
brake pressure to the brake coupling head (port 22) via the relay valve control chamber.
The pressure at service brake circuit 42 of the trailer control module serves a separate
relay valve control chamber. The response pressure of this relay valve part is approx.
2.5 bar. Assuming an intact trailer control module and a pressure at service brake circuit
42 of the trailer control module amounting to approx. 8 bar, the pressure that is
electrically controlled with back-up solenoid valve, input and output valve at port 22 can
be reduced to about 4 bar. If the electrically controlled pressure is reduced further, the
pressure at service brake circuit 42 of the trailer control module determines the brake
pressure at port 22.
Burgholzer 04. 2002
Page- 34
If the electronic brake system and service brake circuit 41 fail, the pneumatic curve for
service brake circuit 42 automatically changes the characteristic. The response
pressure remains at approx. 2.5 bar almost irrespective of the reservoir pressure.
However, in this case, assuming 8 bar brake pressure at service brake circuit 42, there
is also approx. 8 bar at trailer control line 22.
Parking brake circuit 43 is pressurised when the parking brake is released. This means
that the service brake cylinders in the trailer are not actuated. Activating the parking
brake reduces the pressure at the parking brake circuit. This leads to a pressure
increase in trailer control line 22 and to actuation of the trailer service brake.
If the trailer control line (port 22) becomes separated, the pressure supply of the trailer
reservoir line (port 21) is restricted by an automatically closing throttle during braking so
as to ensure that the supply pressure falls below 1.5 bar within 2 seconds, thus braking
the trailer.
Burgholzer 04. 2002
Page- 35
ALB sensor, for truck with air-suspended rear axle

A pressure sensor that measures the bellows pressure is used to determine the load in
vehicles that have air suspension on the rear axle. and supplied with 5 V.
It contains a pressure-sensitive measuring element (analogue/digital converter).and a
booster circuit. It convert physical variables (e.g. pressure) into a voltage.
This information is analysed together with the specific vehicle parameters to calculate
the current load status.
These signal values are assigned brake pressure curves which the EBS control unit
uses to control the brake pressures, depending on load.
Connector pin assignment (B336)
Pin
Line no.
Designation
74300
Vc (Power supply 5 Volts)
73304
Ground
73306
Sensor
M16x1,5
1
2
EBS24
Burgholzer 04. 2002
Page- 36
Mounting position
Diagram
Vout / Vc = 0,08 + 0,04 x P;
P in bar (abs)
Vout / Vc
0.950
0,920
0,896
0,880
0,160
0,104
0,090
0,036
0,6
20 21
Pressure
bar (abs)
EBS25
Burgholzer 04. 2002
Page- 37
ALB sensor, for truck with flat-suspended rear axle
Technical data:
supply voltage
UB = 5 VDC 5%
resistor
R = 5 KQ 20%
collector protection resistor
RS = 2.5 KQ 20%
linearity error
< 2%
istallation position
Bettigungsachse horizontal
permissible axial force
FA < 10 N
radial force
temperature range
FR < 10 N
- 40 ... 85 C
Burgholzer 04. 2002
Page- 38
Burgholzer 04. 2002
Page- 39
Brake pad wear sensor
The brake pad wear sensors are electrically connected to the pressure control module.
Data is transferred via the brake CAN databus.
The permanently measuring brake pad wear sensor is an integral part of the wheel
brake.
Functions
The brake pad wear sensors used for disc brakes are pencil-style sensors.
The brake pad wear sensor is only energised after braking. The brake pad wear
sensor then sends a wear or adjustment-dependent voltage to the pressure control
module and from there to the EBS control unit via the brake CAN databus for
evaluation.
The EBS control unit can not distinguish between pad wear and disc wear.
If the brake pad thickness falls below the minimum allowed, the EBS control unit
activates the brake system check and the Brake pad wear error message appears
on the display.
Brake pad wear regulation

The brake pad wear regulator calculates corrective brake pressure values for each
axle based on a requirement to keep the sum of brake pressures constant in order to
ensure harmonisation of brake pad wear and an increase in brake pad lifetime.
Regulation is done axle by axle.
Sensor
Burgholzer 04. 2002
Page- 40
Burgholzer 04. 2002
Page- 41
Pinning of wear sensor:

Pin 1
Ground
Pin 3
Signal
Pin 4
Power supply (5 Volts)
Scopemeter picture of sensor signal
The sensor signal is sent to the control unit every time after releasing the brake
Burgholzer 04. 2002
Page- 42
Displaied Voltage in MAN Cats

6
5
4
3
2
1
0
11
13
15
Wear in mm
17
19
21
17
19
21
23
Displaied wear in %
100 %
80 %
60 %
40 %
20 %
0%
1
11
13
15
23
Wear in mm
Burgholzer 04. 2002
Page- 43
Speed sensor
The speed sensor consists of a coil and a permanent magnet that are firmly bedded in a
high-grade steel jacket to protect against vibrations.
The speed sensor is electrically connected to the pressure control module.
In this case, one speed sensor is connected to each of the 1-channel pressure control
modules (on the right and left of the front axle) and two speed sensors are connected to
the 2-channel pressure control module (on the rear axle).
The speed sensor system consists of a rotor and an inductive speed sensor. The rotor
is mounted in accordance with the usual ABS specifications on the wheel hub.
When the wheel rotates, an alternating voltage is created in the speed sensor, the
frequency of which is proportional to the wheel speed.
The speed sensor signals are recorded in the pressure control modules, converted to a
CAN bus signal and transferred to the EBS ECU.
The assignment of speed sensors to wheels when connection to the pressure control
module takes place can be EOL-programmed.
Burgholzer 04. 2002
Page- 44
Installation position (on right of front axle)
Sensor
Burgholzer 04. 2002
Page- 45
Monitoring
The speed sensor is monitored by the pressure control module.
The time that elapses before the software detects a short-circuit between speed sensor
connections depends on the vehicle speed.
Vehicle speed calculation

The speed sensor signals are pre-processed in the pressure control module to ensure
that a vehicle speed signal promptly arrives at the EBS control unit via the brake CAN
databus. The vehicle speed is determined from the data received from all the sensed
wheels and the sent pressure control module status signals, taking into account
different tyre diameters and the slip criteria. This information is then sent to the brake
CAN databus.
Burgholzer 04. 2002
Page- 46
Speed sensor signal

correct
faulty
Burgholzer 04. 2002
Page- 47
Compatibility of different brake systems - tractor/trailer
Alongside tractor/trailer combinations with EBS, combinations of EBS tractors with

conventional trailers and with trailers to ISO 11992 and ISO 7638 (7-pole) are also
possible.
The effect on the trailer depends on the pneumatic and electrical supply as well as the
control lines running between the tractor and trailer.
The following components are required to operate EBS and to ensure that tractors and
trailers are interchangeable:
Dual-line compressed air brake system with compressed air reservoir and control
line.
Plug-and-socket device for ABS but with full pin assignment, including pin 6 and 7
(7-pole connection cable).
If EBS is integrated in the trailer but only a 5-pole ABS connection cable is used
between the tractor and trailer, functioning in the trailer is the same as
trailor without EBS.
Trailer socket X317

X317 pin 1
Terminal 30 +
from central electric A100
X317 pin 2
Terminal 15 +
from ZBR
X317 pin 3
Terminal 31 -
Ground
X317 pin 4
Terminal 31 -
Ground
X317 pin 5
Check lamp ABS
to ZBR
X317 pin 6 and 7
Trailer CAN bus
from EBS control unit
Burgholzer 04. 2002
Page- 48
Burgholzer 04. 2002
Page- 49
DIAGRAMS
EBS survey
X1640
Crimp connector, line 31000
Key
X1641
Crimp connector, line 58000
Modification status: 06.99
X1644
A100
Central electrical system
X1910
Crimp connector K-KWP2 (SA)
A402
Control unit, EBS
X200
Plug connection, 37-pole, diagnosis (MAN-cats)
B119
ABS sensor, front axle, left
X317
Trailer socket, ABS
B120
ABS sensor, front axle, right
Y262
Pressure control module, front axle, right
B121
ABS sensor, rear axle, left
Y263
Pressure control module, front axle, left
B122
ABS sensor, rear axle, right
Y264
Pressure control module, rear axle
B332
Sensor, brake pad, 1st axle, right
Y278
Trailer control module Connector drop-out detection
B333
Sensor, brake pad, 1st axle, left
B334
Sensor, brake pad, 2nd axle, right
B335
Sensor, brake pad, 2nd axle, left
Pin X1/12 and pin X1/18 short-circuit if not inserted.
B336
CAN, drive train
B337
Brake value sensor, EBS
Ground, white
F161
Fuse, EBS/ABS power supply,
Signal, red
pressure control valve
Supply, yellow
F162
Fuse, EBS/ABS, control
Brown
S256
Button, ASR spin threshold increase
Black-white
Short-circuit spring insulated by control unit cell X1/15 when

inserted.
Burgholzer 04. 2002
Page- 51
ASR slip
threshold increase
73001
Power supply
pressure control
module
X1/8
Power supply
EBS control
74512
L
X1/6
Driveline CAN
3/1
X3/8
113
CAN-H
114
CAN-L
3/2
X3/3
L 122
3/1
X3/9
K-line
73201
X1/13
X 1910
gn
CAN-L
CAN trailer
T - CAN
X4/1
CAN-H
whgn
CAN-L
blwh
X4/3
X1/1
blrd
CAN-H
X1/3
Short-circuit spring
B337
Braking value sensor
X1644
31000
31000
73501
1
2,0 k
L
Signal 1
73502
3
73500
H
4
4,22 k
Signal 2
2
73503
X1/18
X1/15
X1/12
X1/10
123
CAN-H
3/3
124
CAN-L
3/4
2/1
2/3
2/4
4/2
X4/13
X4/4
6/2
L 132
X4/10
X4/7
X2/7
X4/15
2/3
2/4
X2/2
X4/6
br
bk
7/4
134
1/2
CAN-L
6/4
1/1
X2/4
X4/12
Burgholzer 04. 2002
144
CAN-H
143
CAN-L
Supply
1/1
6/3
L 141
Signal
1/2
6/1
2/1
2/3
2/4
5/2
5/1
3
4 U
br
Grund
CAN-H
Supply
2/1
133
H 142
Signal
bk
7/3
X2/3
Grund
4/1
7/1
H 131
X4/9
3/4
H 121
X3/6
16202
3/3
X3/12
58000
7
Trailer socket
X317
6
X3/2
Y 264 PCM rear axle
Diagnosis
X 200
A 402 EBS Electronic Control Unit
X1641
31000
3/2
L 112
X1/7
X1640
H 111
X3/5
S256
Switch
3
X3/11
Y 262 PCM front right
F162
5A
Central electrics
15001
A100 / A2/3
73000
Y 278
Trailer control module
F161
15 A
Central electrics
30010
A100 / A2/12
Y 263 PCM front left
EBS survey
Grund
Signal
Supply
B333
Brake lining sensor FA left
B119
Wheel-speed sensor FA left
3
4 U
B332
Brake lining sensor FA right
B120
Wheel-speed sensor FA right
U
4
br
B335
Brake lining sensor RA left
B121
Wheel-speed sensor RA left
bk
Grund
Signal
Supply
br
B334
Brake lining sensor RA right
B122
Wheel-speed sensor RA right
bk
3/1
73304
3/3
73306
3/4
74300
EBS08
B336
ALS sensor RA
Attention:
for B332, B333, B334 und B335
the following cable colours are used !
- brown
for drum brake: ground
signal
- black
- yellow
supply
- white
for disc brake: ground
signal
- red
- yellow
supply
Page- 52
Wiring diagrams
Key
Diagram no. 81.99192.2987 Sheet 1 of 3
B332 (243) Sensor, brake pad, 1st axle, right
B333 (253) Sensor, brake pad, 1st axle, left
EBS 4x2 diagram
B334 (254) Sensor, brake pad, 2nd axle, right
A = Pressure control module, front axle, left
B335 (255) Sensor, brake pad, 2nd axle, left
B = Pressure control module, front axle, right
B336 (256) ALB sensor, rear axle
C = Pressure control module, rear axle
B337 (244) Brake value sensor, EBS
A402 (399) Control unit, EBS
X317 (202) Trailer socket, ABS

X1548 Plug connection, frame IV
B119 (245) ABS sensor, front axle, left
X1557 Plug connection, frame, left
B120 (246) ABS sensor, front axle, right

B121 (247) ABS sensor, rear axle, left
Y262 (170) Pressure control module, front axle, right
B122 (248) ABS sensor, rear axle, right
Y263 (170) Pressure control module, front axle, left

Y264 (171) Pressure control module, rear axle
Burgholzer 04. 2002
Page- 53
Wiring diagam EBS 81.99192.2987 sheet 1 of 3
Te298701a
Burgholzer 04. 2002
Page- 54
Wiring diagrams
Key
F160 (105) Fuse, EBS/ABS, power supply, trailer

G101 (113) Battery 2
EBS 4x2 diagram

H107
ABS, tractor/trailer
A = Trailer
H140
Check lamp, ASR info.
B = Check lamps
H151
Check lamp, ABS info., trailer
H415
Diving stability
A100 (255) Central electrical system

A302 (352) Central computer 2
X317 (202) Trailer socket, ABS
A407 (342) Instrumentation
X1542
Plug connection, frame II
X1548
Plug connection, frame IV
Burgholzer 04. 2002
Page- 55
Te298702a
Burgholzer 04. 2002
Page- 56
EBS 4x2 diagram
F161 (103) Fuse, EBS/ABS power supply,

pressure control valve
Key
F162 (111) Fuse, EBS/ABS, control

S256 (455) Button, ASR spin threshold increase
A = Power supply
X1548 Plug connection, frame IV
B = Trailer control module
X1616 Plug connection, trailer control module
C = Anti-spin regulator - spin thresholds
X1640 Crimp connector, line 31000
D = Diagnosis
X1641 Crimp connector, line 58000

X1644 Earthing point, cab next to central electrical system
A100 (255) Central electrical system
X1910 Crimp connector K-KWP2 (SA)
A302 (352) Central computer 2

A402 (399) Control unit, EBS
Y278 (175) Trailer control module
Burgholzer 04. 2002
Page- 57
Te298703a
Burgholzer 04. 2002
Page- 58
Pneumatic diagrams
Equipment list for brake and compressed air systems
G1.1
G1.2
G10.300
G10.301
G11.300
G11.301
G14.300
G17.301
G19.3
G19.4
G19.30
G23.1
G25.300
G29.3
G5.121
G50.300
G50.40
G51.3
G53.3
G54.X
G55.300
G56.2
G57.2
G57.300
G61.200
G67.304
G67.305
Compressor 1 cylinder
Diaphragm cylinder, right
Diaphragm cylinder, left
Combination cylinder, right
Combination cylinder, left
Relay valve
Trailer control module
Coupling head, reservoir (red) with closing element
Coupling head, brake (yellow) with closing element
Dummy coupling, 2-line
Non-return valve
ECAM, 12.5 bar
Serpentine hose unions
Safety valve, 17+2 bar
Compressed air tank, 40 l, 12.5 bar
Compressed air reservoir 4 l, 12.5 bar
Drain valve with pin, without ring
Charge valve
Test connections
Pressure sensor (switch), NC contact, 5.8-0.4 bar
Compressed air cylinder for exhaust flap
Pressure gauge
Pressure sensor
Solenoid valve, air-admitting
Pressure control module (1-channel)
G7.302
G8.205
Service brake valve

Parking brake valve with test valve
Electrical designation
(A409)
(B101)
(B102)
(B109)
(B336)
(B337)
(Y262)
(Y263)
(Y264)
(Y278)
(Y281)
Additions
(1)
(2)
(3)
(6)
(7)
(9.)
(8)
Burgholzer 04. 2002
Control unit, ECAM

Pressure circuit 1
Pressure circuit 2
Pulse generator
Operating value sensor
Pressure control module with control unit (front axle, right)
Pressure control module with control unit (front axle, left)
Pressure control module with control unit (rear axle)
Trailer control module with control unit
Solenoid valve
A
B
C
D
E
F
Check lamp, reservoir, brake circuit 1 and 2

Check lamp, parking brake system
Automatic adjustment
Mechanical emergency release device
Line to auxiliary consumer
Line to air suspension
PA 6x1
PA 9x1
PA 9x1,5
PA 12x1,5/14x2,5
PA 14x2-PHLY
PA 14x2,5 ww PA 12x1,5-PHLY
PA 16x2
= St 6x1
= St 8x1
= St 12x1
= St 2x1
= St 12x1
= St 16x1,5
Page- 59
B
A
EBS065a1
Functional diagram brake, for TGA 18.XXX FL/FLL

81.99131.0651 date of modification 12.2000
Burgholzer 04. 2002
Page- 60
Equipment list for brake and compressed air systems

G1.1
G1.2
G10.300
G10.301
G11.300
G11.301
G11.309
G11.310
G14.300
G14.66
G21.11
G25.300
G27.63
G5.121
G50.300
G50.301
G51.3
G53.3
G54.X
G55.300
G56.2
G57.2
G57.300
G61.200
G67.304
G67.305
G7.302
G8.205
Diaphragm cylinder, right
Diaphragm cylinder, left
Relay valve
Relay valve with adjustable lead (adjusted to 0,4 bar)
Double check valve (opening at low pressure)
ECAM, 12.5 bar
Silencer
Safety valve, 17+2 bar
Drain valve with pin, without ring
Charge valve
Test connections
Pressure sensor (switch), NC contact, 5.8-0.4 bar
Compressed air cylinder for exhaust flap
Pressure gauge
Pressure sensor
Solenoid valve, air-admitting
Service brake valve
Parking brake valve with test valve
Electrical designation
(A409)
(B101)
(B102)
(B109)
(B336)
(B337)
(Y262)
(Y263)
(Y264)
(Y281)
Control unit, ECAM

Pressure circuit 1
Pressure circuit 2
Pulse generator
Operating value sensor
Pressure control module with control unit (front axle, right)
Pressure control module with control unit (front axle, left)
Pressure control module with control unit (rear axle)
Solenoid valve
Additions
(4)
(5)
(6)
(6)
(7)
(9.)
(8)
Burgholzer 04. 2002
A
B
C
D
E
F
Check lamp, reservoir, brake circuit 1 and 2

Check lamp, parking brake system
Automatic adjustment
Mechanical emergency release device
Line to auxiliary consumer
Line to air suspension
PA 6x1
PA 9x1
PA 9x1,5
PA 12x1,5/14x2,5
PA 14x2-PHLY
PA 14x2,5 ww PA 12x1,5-PHLY
PA 16x2
= St 6x1
= St 8x1
= St 12x1
= St 2x1
= St 12x1
= St 16x1,5
Page- 61
B
A
C
E
Functional diagram brake, for TGA 26.XXX FNL/FNLL

81.99131.0657 date of modification 11.2000
EBS0657a
On-board diagnosis
Malfunction display and emergency functions
Malfunctions and faults in the EBS system are indicated by a warning light and on the
instrument panel display.
A new attempt is made to start EBS when the ignition is switched ON again. If the fault
is still present and is detected, the light and the emergency function are activated but the
error is not stored again.
A fault is detected when a certain time passes by after the error occurs.
The fault present is then classified as a continuous error.
Certain EBS functions are switched off, depending on the type and the severity of the
error.
These errors and the resultant operating state (back-up level) are listed in the
following table.
Burgholzer 04. 2002
Page- 63
Function levels of EBS
The range of available functions changes when a fault is detected in the system.
Subfunctions of the main function are shut off or switched to the pneumatic back-up
circuit (back-up levels).
Function level
1a
10
11
12
---
Pressure control
module
---
---
---
---
---
---
Function
Control unit
EPB
Back-up circuit
ALB
---
---
---
---
---
ABS
---
---
---
---
---
ASR-MR
---
---
---
---
---
---
---
---
ASR-MR
---
---
---
---
---
---
---
DBR
---
---
---
---
---
---
---
---
Engine speed
sensor
---
---
---
BVS
---
---
---
BVA
---
---
---
Brake value
sensor
---
---
Trailer CAN
---
---
---
Brake CAN
---
---
General CAN
---
---
---
Functioning
Partially functioning (some components failed or one component only partially

unctioning)
--- = Not functioning

+
Ready
Burgholzer 04. 2002
Page- 64
Description of function levels

Level Description
EBS functions without restrictions in the tractor and trailer. If the yellow warning
1
light comes on in this level, this means that there is only 1-wire communication
via trailer CAN or that EOL adjustment is not performed (error code 3011).
EBS functions without restriction except for ASR engine control and/or general
1a
CAN communication and the associated functions.
The trailer EBS functions are maintained via the 5-pole trailer plug connection
2
and the sensed pneumatic activation pressure for the trailer.
The brake pad wear monitor has failed. All other EBS functions are available.
3
EBS functions function without restriction. The EBS control unit continues
4
attempting to activate the sustained-action brake and/or brake pad wear sensor.
EBS operates using the EOL-programmed value L = ALB-Fehl (ALB error) for
5
brake pressure distribution when braking with service brake (EPB) and using
the ALB value L = 0 in the case of ABS for IRM (modified individual control) on
the front axle.
The brake pressure in the affected control channel is regulated based on the
6
electrical setpoint (EPB). With ABS, the wheel with the defective speed sensor
is treated as if it were running unblocked on the high coefficient side of the road.
The brake pressure is set based on the IRM (modified individual control)
conditions that apply to the axle/pressure control channel. The ASR functions
(brake and engine control) are switched off. The sustained-action brake output
is not activated.
The brake pressure at the affected control channel is controlled based on the
7
electrical setpoint (EPB). The vehicle has no ABS. The ASR functions (brake
and engine control) are switched off. The sustained-action brake output is not
activated.
The affected pressure control module is de-energised. Braking occurs on the
8
affected axle via the pneumatic back-up circuit, even if the pressure control
module is still intact. There is no ALB or ABS control. The ASR functions (brake
and engine control) are switched off.
EBS control unit and pressure control module are energised, all sensor signals
9
are processed. Communication between the pressure control module and the
EBS control unit is maintained. Solenoid valves remain in the starting position.
They are not electrically activated. Braking is via the pneumatic back-up circuit
(without ALB, ABS, ASR).
The EBS control unit and pressure control module are energised. The signals in
10
the pressure control module are processed and communication between the
pressure control module and the EBS control unit is maintained. The EBS
control unit always sends setpoint "zero" to the pressure control module.
Braking is via the pneumatic back-up circuit. There is no ALB or ASR control
(brake and engine controller).
All pressure control modules are de-energised. The EBS control unit is
11
energised. Braking is via the pneumatic back-up circuit. The system has no
ALB, no ABS and no ASR (brake and engine controller).
The EBS is energised. Braking is via the pneumatic back-up circuit. The system
12
has no ALB, no ABS and no ASR (brake and engine controller).
Burgholzer 04. 2002
Page- 65
SPN list - error codes
The following is a list of the error codes that appear on the instrument panel display or
the MAN-cats screen when an error occurs (SPN - Suspect Parameter Number - error
location)
The following check lamps are relevant in the case of the errors listed below:
H 140 = ASR info. check lamp

H 151 = Trailer ABS info. check lamp (yellow)
H 107 = Tractor/trailer ABS (red)
Error messages from the control unit
SPN SPN plain text
Check lamps
H 140 H 151 H 107
3000 No error
3001 Control unit defective; unknown C interrupt, C self-test, RAM
or ROM test
3002 Control unit defective; timeout data exchange C active - C
passive
3003 Control unit defective; redundancy error, C input signal
3004 Control unit defective; testsum data exchange C active - C
passive
3005 Control unit defective; EEPROM error: Checksum not correct
3006 No valid error definition
3008 Control unit defective; test transmission from C to trailer CAN
IC
3009 Control unit defective; redundancy error, C output signal
3010 Control unit defective;wheel diameter compensating value
incorrect
3011 Control unit defective; error in service brake valve curve
Burgholzer 04. 2002
X
X
X
X
X
X
X
X
X
Page- 66
Control unit error messages

SPN SPN plain text
Check lamps
H 140 H 151 H 107
3012 Control unit defective; incompatibility in data record version

number
3013 Control unit defective; curve in EEPROM not plausible
Analogue signal error messages
SPN SPN plain text
3020
3021
3022
3023
3024
3025
3026
3027
3028
3029
Defective supply voltage (5 V) for analogue sensors

Defective service brake valve-potentiometer signal
Defective axle load, sensor 1
Defective axle load, sensor 2
Brake pad wear: Incorrect tendency between the axles
Brake pad wear: Incorrect tendency between the wheels on axle 1
No valid error definition
Check lamps
H 140 H 151 H 107
X
X
X
X
Error messages, check-back signals

SPN SPN plain text
3030
3031
3032
3033
3034
3035
3036
Check lamps
H 140 H 151 H107
Defective brake pad wear and sustained-action break wear relay
X
output stage check-back signal
Defective sustained-action brake wear relay output check-back
X
signal
Defective brake pad wear output stage check-back signal
X
Invalid check-back signal for the yellow warning light
Invalid check-back signal for the red warning light
Short-circuit at one of the module output stages
Burgholzer 04. 2002
Page- 67
Error messages, check-back signals

SPN SPN plain text
3037
3038
3039
3040
Check lamps
H 140 H 151 H107

Error messages, engine interface

SPN SPN plain text
3041
3042
3043
3044
3045
3046
3047
3048
Engine interface, DKV input permanently low, > 400 ms

Engine interface, DKV input permanently high, > 400 ms
Engine interface, DKV input frequency > 220 Hz
Engine interface, DKV input frequency < 120 Hz
Engine interface, DKV input, mark-to-space ratio < 5%
Engine interface, DKV input, mark-to-space ratio > 95%
DKV input permanently low or high 80 ..... 400 ms
Check lamps
H 140 H 151 H 107
X
X
X
X
X
X
X
Error messages, CAN databus

SPN SPN plain text
Check lamps
H 140 H 151 H 107
3049 Drive train CAN databus, receive time exceeded

3050 Drive train CAN databus, Bus-Off
3051 Drive train CAN databus, receive time exceeded for
EEC1 from EDC
ERC1_D from retarder
ERC1_E from retarder
ERC1_EX from vehicle management computer
High Resolution Vehicle Distance from tachograph
Supply Pressure from ECAM
Burgholzer 04. 2002
message
X
X
message
message
message
message
message
Page- 68

SPN SPN plain text
3061
3062
3063
3064
3065
3066
3067
3068
3069
3070
3071
3072
3073
3074
3075
3076
3077
3078
3079
3080
3081
3082
3083
3084
3085
3086
3087
3088
3089
3090
3091
3092
Check lamps
H 140 H 151 H 107
Drive train CAN databus, receive time exceeded for message
X
EEC3 from EDC
X
CruiseControl/VehicleSpeed from EDC via FFR
X
Vehicle weight measurement from ECAS
Drive train CAN databus, vehicle weight values for message
X
Vehicle Weight from ECAS out of range
TSC1_ACC from ACC
TCO1 from tachograph
Drive train CAN databus, values for message TCO1-Vehicle
Speed from tachograph not plausible
Burgholzer 04. 2002
Page- 69

SPN SPN plain text
3093
3094
3095
3096
3097
3098
3099
Check lamps
H 140 H 151 H 107

Error messages, PCM (1-channel) on the left of the front axle

SPN SPN plain text
Check lamps
H 140 H 151 H 107
3100
3101
3102
3103
3104
3105
3106
3107
3108
3109
3110
3111
3112
3113
3114
3115
3116
3117
3118
3119
3120
3121
PCM; front axle, left; no error

PCM; front axle, left; interrupt, short-circuit, wheel sensor, left
PCM; front axle, left; wheel sensor, left: Excessive delay
PCM; front axle, left; wheel sensor, left: Starting error
PCM; front axle, left; wheel sensor, left: Excessive air gap
PCM; front axle, left; infinite regulation, wheel sensor, left
PCM; front axle, left; long instability, wheel sensor, left
PCM; front axle, left; pulse ring error, wheel sensor, left
PCM; front axle, left; error on lifting axle, wheel sensor, left
PCM; front axle, left; no valid error definition
PCM; front axle, left; interrupt, short-circuit, wheel sensor, right
PCM; front axle, left; wheel sensor, right: Excessive delay
PCM; front axle, left; wheel sensor, right: Starting error
PCM; front axle, left; wheel sensor, right: Excessive air gap
PCM; front axle, left; infinite regulation, wheel sensor, right
PCM; front axle, left; long instability, wheel sensor, right
PCM; front axle, left; pulse ring error, wheel sensor, right
PCM; front axle, left; error on lifting axle, wheel sensor, right
PCM; front axle, left; error, power supply, pad wear sensor
PCM; front axle, left; pad wear sensor, left out of permitted
value range
3122 PCM; front axle, left; pad wear sensor, right out of permitted
value range
Burgholzer 04. 2002
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 70
Error messages, PCM (1-channel) on the left of the front axle

SPN SPN plain text
3123
3124
3125
3126
3127
3128
3129
3130
3131
3132
3133
3134
3135
3136
3137
3138
3139
3140
3141
3142
3143
3144
3145
3146
3147
3148
3149
Check lamps
H 140 H 151 H 107
PCM; front axle, left; pressure sensor out of permitted value
X
range
PCM; front axle, left; time for scan "current pressure" too long
X
PCM; front axle, left; poor ventilation
X
PCM; front axle, left; excessive pressure during the pulse test
X
PCM; front axle, left; residual pressure after braking operation
PCM; front axle, left; error, pressure sensor without braking
PCM; front axle, left; wheel sensor IC defective
X
PCM; front axle, left; defective back-up valve check-back signal
X
PCM; front axle, left; defective intake valve check-back signal
X
PCM; front axle, left; defective intake and back-up valve checkX
back signal
PCM; front axle, left; defective exhaust valve check-back signal
X
PCM; front axle, left; defective exhaust and back-up valve
X
check-back signal
PCM; front axle, left; defective exhaust and intake valve checkX
back signal
PCM; front axle, left; defective exhaust and intake and back-up
X
valve check-back signal
PCM; front axle, left; no CAN receive from module
X
PCM; front axle, left; software incompatibility between control unit
X
and pressure control module
PCM; front axle, left; 12/24 Volt incompatibility between control
X
unit and pressure control module
PCM; front axle, left; high sequence protection, intake valve
X
active, pressure < 4 bar
PCM; front axle, left; arithmetic test not successful
X
PCM; front axle, left; wheel balance error, wheel sensor, left
X
PCM; front axle, left; wheel balance error, wheel sensor, right
X
PCM; front axle, left; error at power supply, axle load sensor
X
PCM; front axle, left; pressure difference on pressure control
X
module pair, front axle
Burgholzer 04. 2002
Page- 71
Error messages, PCM (1-channel) on the right of the front axle

SPN SPN plain text
3150
3151
3152
3153
3154
3155
3156
3157
3158
3159
3160
3161
3162
3163
3164
3165
3166
3167
3168
3169
3170
3171
3172
3173
3174
3175
3176
3177
3178
3179
3180
3181
3182
Check lamps
H 140 H 151 H 107
PCM; front axle, right; no error

PCM; front axle, right; interrupt, short-circuit, wheel sensor, left
PCM; front axle, right; wheel sensor, left: Excessive delay
PCM; front axle, right; wheel sensor, left: Starting error
PCM; front axle, right; wheel sensor, left: Excessive air gap
PCM; front axle, right; infinite regulation, wheel sensor, left
PCM; front axle, right; long instability, wheel sensor, left
PCM; front axle, right; pulse ring error, wheel sensor, left
PCM; front axle, right; error on lifting axle, wheel sensor, left
PCM; front axle, right; no valid error definition
PCM; front axle, right; interrupt, short-circuit, wheel sensor,
right
PCM; front axle, right; wheel sensor, right: Excessive delay
PCM; front axle, right; wheel sensor, right: Starting error
PCM; front axle, right; wheel sensor, right: Excessive air gap
PCM; front axle, right; infinite regulation, wheel sensor, right
PCM; front axle, right; long instability, wheel sensor, right
PCM; front axle, right; pulse ring error, wheel sensor, right
PCM; front axle, right; error on lifting axle, wheel sensor, right
PCM; front axle, right; error, power supply, pad wear sensor
PCM; front axle, right; pad wear sensor, left out of permitted
value range
PCM; front axle, right; pad wear sensor, right out of permitted
value range
PCM; front axle, right; pressure sensor out of permitted value
range
PCM; front axle, right; time for scan current pressure too long
PCM; front axle, right; poor ventilation
PCM; front axle, right; excessive pressure during the pulse test
PCM; front axle, right; residual pressure after braking operation
PCM; front axle, right; error, pressure sensor without braking
PCM; front axle, right; wheel sensor IC defective
PCM; front axle, right; defective back-up valve check-back
signal
PCM; front axle, right; defective intake valve check-back signal
Burgholzer 04. 2002
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 72
Error messages, PCM (1-channel) on the right of the front axle

SPN SPN plain text
3183
3184
3185
3186
3187
3188
3189
3190
3191
3192
3193
3194
3195
3196
3197
3198
3199
Check lamps
H 140 H 151 H 107
PCM; front axle, right; defective intake and back-up valve
X
check-back signal
PCM; front axle, right; defective exhaust valve check-back
X
signal
PCM; front axle, right; defective exhaust and back-up valve
check-back signal
PCM; front axle, right; defective exhaust and intake valve
X
check-back signal
PCM; front axle, right; defective exhaust and intake and backX
up valve check-back signal
PCM; front axle, right; no CAN receive from module
X
PCM; front axle, right; software incompatibility between control
X
unit and PCM
PCM; front axle, right; 12/24 Volt incompatibility between control
X
unit and PCM
PCM; front axle, right; high sequence protection, intake valve
X
PCM; front axle, right; arithmetic test not successful
X
PCM; front axle, right; wheel balance error, wheel sensor, left
X
PCM; front axle, right; wheel balance error, wheel sensor, right
X
PCM; front axle, right; error at power supply, axle load sensor
X
PCM; front axle, right; pressure difference on pressure control
X
Error messages, PCM (2-channel) on the 1st rear axle (left-hand side)
SPN SPN plain text
3200
3201
3202
3203
3204
3205
3206
3207
Check lamps
H 140 H 151 H 107
PCM; rear axle, left; no error

PCM; rear axle, left; interrupt, short-circuit, wheel sensor, left
PCM; rear axle, left; wheel sensor, left: Excessive delay
PCM; rear axle, left; wheel sensor, left: Starting error
PCM; rear axle, left; wheel sensor, left: Excessive air gap
PCM; rear axle, left; infinite regulation, wheel sensor, left
PCM; rear axle, left; long instability, wheel sensor, left
PCM; rear axle, left; pulse ring error, wheel sensor, left
Burgholzer 04. 2002
X
X
X
X
X
X
X
Page- 73
SPN SPN plain text
3208
3209
3210
3211
3212
3213
3214
3215
3216
3217
3218
3219
3220
3221
3222
3223
3224
3225
3226
3227
3228
3229
3230
3231
3232
3233
3234
3235
3236
3237
PCM; rear axle, left; error on lifting axle, wheel sensor, left
PCM; rear axle, left; no valid error definition
PCM; rear axle, left; interrupt, short-circuit, wheel sensor, right
PCM; rear axle, left; wheel sensor, right: Excessive delay
PCM; rear axle, left; wheel sensor, right: Starting error
PCM; rear axle, left; wheel sensor, right: Excessive air gap
PCM; rear axle, left; infinite regulation, wheel sensor, right
PCM; rear axle, left; long instability, wheel sensor, right
PCM; rear axle, left; pulse ring error, wheel sensor, right
PCM; rear axle, left; error on lifting axle, wheel sensor, right
PCM; rear axle, left; error, power supply, pad wear sensor
PCM; rear axle, left; pad wear sensor, left out of permitted value
range
PCM; rear axle, left; pad wear sensor, right out of permitted
value range
PCM; rear axle, left; pressure sensor out of permitted value
range
PCM; rear axle, left; time for scan current pressure too long
PCM; rear axle, left; poor ventilation
PCM; rear axle, left; excessive pressure during the pulse test
PCM; rear axle, left; residual pressure after braking operation
PCM; rear axle, left; error, pressure sensor without braking
PCM; rear axle, left; wheel sensor IC defective
PCM; rear axle, left; defective back-up valve check-back signal
PCM; rear axle, left; defective intake valve check-back signal
PCM; rear axle, left; defective intake and back-up valve checkback signal
PCM; rear axle, left; defective exhaust valve check-back signal
PCM; rear axle, left; defective exhaust and back-up valve
check-back signal
PCM; rear axle, left; defective exhaust and intake valve checkback signal
PCM; rear axle, left; defective exhaust and intake and back-up
Burgholzer 04. 2002
Check lamps
H 140 H 151 H 107
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 74
SPN SPN plain text
3238
3239
3240
3241
3242
3243
3244
3245
3246
3247
3248
3249
Check lamps
H 140 H 151 H 107

PCM; rear axle, left; no CAN receive from module
PCM; rear axle, left; software incompatibility between control
unit and PCM
PCM; rear axle, left; 12/24 Volt incompatibility between control
PCM; rear axle, left; high sequence protection, intake valve
PCM; rear axle, left; arithmetic test not successful
PCM; rear axle, left; wheel balance error, wheel sensor, left
PCM; rear axle, left; wheel balance error, wheel sensor, right
PCM; rear axle, left; error at power supply, axle load sensor
PCM; rear axle, left; pressure difference on pressure control
module pair, rear axle
X
X
X
X
X
X
X
X
X
Error messages, PCM (2-channel) on the 1st rear axle (right-hand side)
SPN SPN plain text
3250
3251
3252
3253
3254
3255
3256
3257
3258
3259
3260
3261
3262
3263
3264
3265
Check lamps
H 140 H 151 H 107
PCM; rear axle, right; no error

PCM; rear axle, right; interrupt, short-circuit, wheel sensor, left
PCM; rear axle, right; wheel sensor, left: Excessive delay
PCM; rear axle, right; wheel sensor, left: Starting error
PCM; rear axle, right; wheel sensor, left: Excessive air gap
PCM; rear axle, right; infinite regulation, wheel sensor, left
PCM; rear axle, right; long instability, wheel sensor, left
PCM; rear axle, right; pulse ring error, wheel sensor, left
PCM; rear axle, right; error on lifting axle, wheel sensor, left
PCM; rear axle, right; no valid error definition
PCM; rear axle, right; interrupt, short-circuit, wheel sensor, right
PCM; rear axle, right; wheel sensor, right: Excessive delay
PCM; rear axle, right; wheel sensor, right: Starting error
PCM; rear axle, right; wheel sensor, right: Excessive air gap
PCM; rear axle, right; infinite regulation, wheel sensor, right
Burgholzer 04. 2002
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 75
SPN SPN plain text
3266
3267
3268
3269
3270
3271
3272
3273
3274
3275
3276
3277
3278
3279
3280
3281
3282
3283
3284
3285
3286
3287
3288
3289
3290
3291
3292
3293
3294
3295
PCM; rear axle, right; long instability, wheel sensor, right

PCM; rear axle, right; pulse ring error, wheel sensor, right
PCM; rear axle, right; error on lifting axle, wheel sensor, right
PCM; rear axle, right; error, power supply, pad wear sensor
PCM; rear axle, right; pad wear sensor, left out of permitted
value range
PCM; rear axle, right; pad wear sensor, right out of permitted
value range
PCM; rear axle, right; pressure sensor out of permitted value
range
PCM; rear axle, right; time for scan current pressure too long
PCM; rear axle, right; poor ventilation
PCM; rear axle, right; excessive pressure during the pulse test
PCM; rear axle, right; residual pressure after braking operation
PCM; rear axle, right; error, pressure sensor
PCM; rear axle, right; wheel sensor IC defective
PCM; rear axle, right; defective back-up valve check-back
signal
PCM; rear axle, right; defective intake valve check-back signal
PCM; rear axle, right; defective intake and back-up valve checkback signal
PCM; rear axle, right; defective exhaust valve check-back signal
PCM; rear axle, right; defective exhaust and back-up valve
check-back signal
PCM; rear axle, right; defective exhaust and intake valve checkback signal
PCM; rear axle, right; defective exhaust and intake and back-up
PCM; rear axle, right; no CAN receive from module
PCM; rear axle, right; software incompatibility between control
PCM; rear axle, right; 12/24 Volt incompatibility between control
PCM; rear axle, right; high sequence protection, intake valve
PCM; rear axle, right; arithmetic test not successful
PCM; rear axle, right; wheel balance error, wheel sensor, left
Burgholzer 04. 2002
Check lamps
H 140 H 151 H 107
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 76
SPN SPN plain text
3296
3297
3298
3299
Check lamps
H 140 H 151 H 107
PCM; rear axle, right; wheel balance error, wheel sensor, right
X
PCM; rear axle, right; error at power supply, axle load sensor
X
PCM; rear axle, right; pressure difference on pressure control
X
Error messages, PCM (2-channel) on the 2nd rear axle (left-hand side)
SPN SPN plain text
Check lamps
H 140 H 151 H 107
3300
3301
3302
3303
3304
3305
3306
3307
3308
3309
3310
3311
3312
3313
3314
3315
3316
3317
3318
3319
3320
3321
PCM; rear axle, left; no error

PCM; rear axle, left; interrupt, short-circuit, wheel sensor, left
PCM; rear axle, left; wheel sensor, left: Excessive delay
PCM; rear axle, left; wheel sensor, left: Starting error
PCM; rear axle, left; wheel sensor, left: Excessive air gap
PCM; rear axle, left; infinite regulation, wheel sensor, left
PCM; rear axle, left; long instability, wheel sensor, left
PCM; rear axle, left; pulse ring error, wheel sensor, left
PCM; rear axle, left; error on lifting axle, wheel sensor, left
PCM; rear axle, left; interrupt, short-circuit, wheel sensor, right
PCM; rear axle, left; wheel sensor, right: Excessive delay
PCM; rear axle, left; wheel sensor, right: Starting error
PCM; rear axle, left; wheel sensor, right: Excessive air gap
PCM; rear axle, left; infinite regulation, wheel sensor, right
PCM; rear axle, left; long instability, wheel sensor, right
PCM; rear axle, left; pulse ring error, wheel sensor, right
PCM; rear axle, left; error on lifting axle, wheel sensor, right
PCM; rear axle, left; error, power supply, pad wear sensor
PCM; rear axle, left; pad wear sensor, left out of permitted value
range
3322 PCM; rear axle, left; pad wear sensor, right out of permitted value
range
3323 PCM; rear axle, left; pressure sensor out of permitted value range
Burgholzer 04. 2002
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 77
Error messages, PCM (2-channel) on the 2nd rear axle (left-hand side)
SPN SPN plain text
3324
3325
3326
3327
3328
3329
3330
3331
3332
3333
3334
3335
3336
3337
3338
3339
3340
3341
3342
3343
3344
3345
3346
3347
3348
3349
PCM; rear axle, left; time for scan current pressure too long
PCM; rear axle, left; poor ventilation
PCM; rear axle, left; excessive pressure during the pulse test
PCM; rear axle, left; residual pressure after braking operation
PCM; rear axle, left; error, pressure sensor without braking
PCM; rear axle, left; wheel sensor IC defective
PCM; rear axle, left; defective back-up valve check-back signal
PCM; rear axle, left; defective intake valve check-back signal
PCM; rear axle, left; defective intake and back-up valve checkback signal
PCM; rear axle, left; defective exhaust valve check-back signal
PCM; rear axle, left; defective exhaust and back-up valve
check-back signal
PCM; rear axle, left; defective exhaust and intake valve checkback signal
PCM; rear axle, left; defective exhaust and intake and back-up
PCM; rear axle, left; no CAN receive from module
PCM; rear axle, left; software incompatibility between control
PCM; rear axle, left; 12/24 Volt incompatibility between control
PCM; rear axle, left; high sequence protection, intake valve
PCM; rear axle, left; arithmetic test not successful
PCM; rear axle, left; wheel balance error, wheel sensor, left
PCM; rear axle, left; wheel balance error, wheel sensor, right
PCM; rear axle, left; error at power supply, axle load sensor
PCM; rear axle, left; pressure difference on pressure control
Burgholzer 04. 2002
Check lamps
H 140 H 151 H 107
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 78
Error messages, PCM (2-channel) on the 2nd rear axle (right-hand side)
SPN SPN plain text
3350
3351
3352
3353
3354
3355
3356
3357
3358
3359
3360
3361
3362
3363
3364
3365
3366
3367
3368
3369
3370
3371
3372
3373
3374
3375
3376
3377
3378
3379
3380
3381
Check lamps
H 140 H 151 H 107
PCM; rear axle, right; no error

PCM; rear axle, right; interrupt, short-circuit, wheel sensor, left
PCM; rear axle, right; wheel sensor, left: Excessive delay
PCM; rear axle, right; wheel sensor, left: Starting error
PCM; rear axle, right; wheel sensor, left: Excessive air gap
PCM; rear axle, right; infinite regulation, wheel sensor, left
PCM; rear axle, right; long instability, wheel sensor, left
PCM; rear axle, right; pulse ring error, wheel sensor, left
PCM; rear axle, right; error on lifting axle, wheel sensor, left
PCM; rear axle, right; interrupt, short-circuit, wheel sensor, right
PCM; rear axle, right; wheel sensor, right: Excessive delay
PCM; rear axle, right; wheel sensor, right: Starting error
PCM; rear axle, right; wheel sensor, right: Excessive air gap
PCM; rear axle, right; infinite regulation, wheel sensor, right
PCM; rear axle, right; long instability, wheel sensor, right
PCM; rear axle, right; pulse ring error, wheel sensor, right
PCM; rear axle, right; error on lifting axle, wheel sensor, right
PCM; rear axle, right; error, power supply, pad wear sensor
PCM; rear axle, right; pad wear sensor, left out of permitted value
range
PCM; rear axle, right; pad wear sensor, right out of permitted
value range
PCM; rear axle, right; pressure sensor out of permitted value
range
PCM; rear axle, right; time for scan current pressure too long
PCM; rear axle, right; poor ventilation
PCM; rear axle, right; excessive pressure during the pulse test
PCM; rear axle, right; residual pressure after braking operation
PCM; rear axle, right; error, pressure sensor without braking
PCM; rear axle, right; wheel sensor IC defective
PCM; rear axle, right; defective back-up valve check-back signal
Burgholzer 04. 2002
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 79
Error messages, PCM (2-channel) on the 2nd rear axle (right-hand side)
SPN SPN plain text
3382
3383
3384
3385
3386
3387
3388
3389
3390
3391
3392
3393
3394
3395
3396
3397
3398
3399
Check lamps
H 140 H 151 H 107
PCM; rear axle, right; defective intake valve check-back signal
X
PCM; rear axle, right; defective intake and back-up valve checkX
back signal
PCM; rear axle, right; defective exhaust valve check-back signal
X
PCM; rear axle, right; defective exhaust and back-up valve
X
check-back signal
PCM; rear axle, right; defective exhaust and intake valve checkX
back signal
PCM; rear axle, right; defective exhaust and intake and back-up
X
PCM; rear axle, right; no CAN receive from module
X
PCM; rear axle, right; software incompatibility between control
X
PCM; rear axle, right; 12/24 Volt incompatibility between control
X
PCM; rear axle, right; high sequence protection, intake valve
X
PCM; rear axle, right; arithmetic test not successful
X
PCM; rear axle, right; wheel balance error, wheel sensor, left
X
PCM; rear axle, right; wheel balance error, wheel sensor, right
X
PCM; rear axle, right; error at power supply, axle load sensor
X
PCM; rear axle, right; pressure difference on pressure control
X
Error messages, trailer control module (TCM)

SPN SPN plain text
Check lamps
H 140 H 151 H 107
3400 Trailer control module, no error

3401 Trailer control module electronic control unit, unknown C
interrupt,
C self-test, RAM or ROM test
3402 Trailer control module, no valid error definition
3403 Trailer control module electronic control unit, EEPROM, too
many write access operations
3404 Trailer control module electronic control unit, EEPROM,
checksum error or EOL data invalid
3405 Trailer control module electronic control unit, EEPROM, to
many data repairs
Burgholzer 04. 2002
X
X
Page- 80

SPN SPN plain text
3406
3407
3408
3409
3410
3411
3412
3413
3414
3415
3416
3417
3418
3419
3420
3421
3422
3423
3424
3425
3426
3427
3428
3429
3430
3431
3432
3433
3434
3435
3436
Check lamps
H 140 H 151 H 107
Trailer control module electronic control unit, EEPROM,
X
monitoring time exceeded during data writing
Trailer control module, no valid error definition
Trailer control module electronic control unit, EEPROM, error in
X
dynamic parameters
Trailer control module electronic control unit, EEPROM,
X
dynamic parameters out of the permitted value range
Trailer control module, error in coupling force regulation
Trailer control module, error in weight estimation
Trailer control module, pressure sensor out of the permitted
value range
Trailer control module, implausible pressure sensor value when
no braking
Trailer control module, pressure build-up too slow and error at
parking brake switch
Trailer control module, residual pressure after pressure build-up
greater than threshold value at parking brake switch
Trailer control module, residual pressure after braking operation
Trailer control module, defective back-up valve check-back
signal
Trailer control module, defective intake valve check-back signal
Trailer control module, defective exhaust valve check-back
signal
Trailer control module, defective exhaust valve and intake valve
check-back signal
Burgholzer 04. 2002
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page- 81

SPN SPN plain text
3437
3438
3439
3440
3441
3442
3443
3444
3445
3446
3447
3448
3449

Trailer control module, no CAN receive from trailer control
module
Trailer control module, software incompatibility between control
unit and trailer control module
Trailer control module, 12/24 V incompatibility between control
unit and trailer control module
Trailer control module; high sequence protection, intake valve
Trailer control module, arithmetic test not successful
Trailer control module, impermissible pressure at coupling head
Trailer control module, pressure difference between pressure
control modules and trailer control module
Burgholzer 04. 2002
Check lamps
H 140 H 151 H 107
X
X
X
X
X
X
Page- 82
Error messages, ESP

SPN SPN plain text
3450 ESP, no valid error definition
3451 ESP, internal control unit error
3453 ESP, checkback, voltage implausible
3455 ESP configuration not valid
3456 ESP, EEPROM, checksum invalid
3457 ESP, EEPROM, parameter defective
3458 ESP, EEPROM, parameter out-of-range
3459 ESP, EEPROM, not programmable
3461 ESP EOL data in the EBS ECU not compatible with ESP
software version
3467 ESP, lateral acceleration sensor out of permitted range
3469 ESP, lateral acceleration sensor, long-time alignment
3470 ESP, lateral acceleration sensor, standstill alignment
3471 ESP, lateral acceleration sensor, plausibility monitoring valid for
model
3472 ESP, lateral acceleration sensor, plausibility monitoring not valid
for model
3473 ESP, steering angle sensor not calibrated
3474 ESP, steering angle sensor, CAN timeout
3475 ESP, steering angle sensor out of permitted range
3476 ESP, steering angle sensor, defective CAN message content
3477 ESP, steering angle sensor, gradient error
3478 ESP, steering angle sensor, long-time alignment
3479 ESP, steering angle sensor, constant signal
Burgholzer 04. 2002
Page- 83
SPN SPN plain text

3480 ESP, steering angle sensor incorrectly mounted, incorrect
steering angle sign
3481 ESP, steering angle sensor, plausibility monitoring between
steering angle and rotational speed
3483 ESP, rotational speed sensor, CAN timeout
3484 ESP, rotational speed sensor signal out of permitted range
3485 ESP, rotational speed sensor, defective CAN message content
3486 ESP, rotational speed sensor, static BITE error
3487 ESP, rotational speed sensor, dynamic BITE error
3488 ESP, steering angle sensor, gradient error
3490 ESP, rotational speed sensor, fast alignment
3491 ESP, rotational speed sensor, standstill alignment
3492 ESP, rotational speed sensor, normal alignment
3493 ESP, rotational speed sensor, sensitivity error
3494 ESP, rotational speed sensor, plausibility monitoring valid for
model
3495 ESP, rotational speed sensor, plausibility monitoring not valid for
model
3496 ESP, rotational speed sensor incorrectly mounted, incorrect
steering angle sign
3497 ESP, rotational speed sensor, plausibility monitoring between
rotational speed and steering angle
3500 ESP, no CAN communication with ESP
3501 ESP, software incompatible
3502 ESP, 12/24V incompatible with EBS
3504 ESP, ALU test failed
3505 ESP, output stage defective
3506 ESP, intervention not plausible
3507 OBD, no valid error definition
Burgholzer 04. 2002
Page- 84
SPN
3510
3511
3512
3513
3514
3515
3516
3517
3518
3519
3520
3521
3522
3523
3524
3525
3526
3527
3528
3529
SPN plain text

OBD, no valid error definition
OBD, request, red warning lamp for diagnosis
OBD, request, yellow warning lamp for diagnosis
OBD, brake wear sensor signal
OBD, trailer EBS has no errors
OBD, voltage too high or too low
OBD, trailer interface in single line mode
OBD, wheel speed sensor, error during the last switch-on cycle
OBD, limit gap speed, warning level, repeated every second
OBD, frequent-stop brake active
OBD, chassis dynamometer mode active
OBD, external wheel alignment (speedo signal/speed sensor)
OBD, alignment, lateral acceleration sensor not completed
OBD, steering angle sensor, fast alignment not completed
OBD, ESP control unit overvoltage or undervoltage
OBD, ESP is passive
Burgholzer 04. 2002
Page- 85
EBS 2.3 with ESP

Use
Currently, the EBS 2.3 is used only in semi-trailer tractors. It is largely identical with the
EBS 2.2 unit but has the ESP as an additional function. The ESP has its own electronic
control unit and is connected via the CAN BUS for the brake with the EBS control unit. A
steering-wheel-angle and a yaw-rate/transverse-acceleration sensor is connected to the
EBS control unit.
Function
The ESP stabilises the vehicle within the limits of physics and counteracts the effects of
"oversteering" and "understeering".
In addition, the ESP reduces the risk of the vehicle turning over.
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Page- 86
Understeering
(Pushing via the front wheels):
Deceleration of the inside rear wheel
Oversteering
(Jackknifing)
Deceleration of the outside front wheel and of the trailer
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Page- 87
ESP electronic control unit

Use
The ESP-ECU is used in conjunction with the EBS-ECU as a regulating unit for the ESP
in semi-trailer tractors. The ECU offers the following functions:
ESP function
Monitoring
Diagnosis
Structure of the ECU

The ECU housing contains a PC board with a strip of plugs soldered into place. The PC
board integrates the entire electronic circuit with all components.
Giermoment ohne/mit Bremseingriff = Yawing moment without/with brake intervention;

Schwerpunkt = Centre of gravity
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Page- 88
Maintenance
The ECU unit is maintenance-free.
Technical data:
Nominal voltage:
24 volt direct voltage
Power consumption:
1 ampere
Operating temperature:
-40 to +85C
Important:
Turn off driving switch and disconnect the power supply before disconnecting the
plug from and reconnecting it to the ECU.
Unplug battery plug before carrying out electric or protective gas arc welding work
as well as before quick charging.
While externally supplied starting aid is being given, the permissible on-board
voltage must not be exceeded; otherwise the plug on the ECU is to be
disconnected too.
If during painting work the temperature at the ECU exceeds +80C, the ECU unit
must be removed.
Operation without battery is not permissible.
The data from the vehicle manufacturers must be heeded.
Diagnosis
The fault memory is read out via the diagnostic interface on the EBS-ECU. Faults in the
ESP are reported via the CAN-BUS to the EBS-ECU. A fault in the ESP is indicated on
the display or via a warning lamp in the instrument panel.
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Page- 89
Steering-wheel angle sensor

Use
The steering-wheel angle sensor is used with the ESP for recording the steering angle of
the wheels.
Structure
The steering-wheel angle sensor is integrated in a housing and has its own electronics.
Function
The steering-wheel angle sensor is installed in the steering column and driven by the
steering column. The measuring range is 1560, which is equivalent to approx. 4.3 turns
of the steering wheel.
The steering-wheel angle sensor is connected to the ESP-ECU which supplies the
sensor with a voltage of 12 volt. It has its own integrated electronics which converts the
measured values into CAN signals and sends them on to the ECU.
If a sensor fails, the ESP will be switched off. A fault message is released via the EBS.
The functioning of the EBS is not impaired by this.
Maintenance
The steering-wheel angle sensor is maintenance-free.
The following jobs necessitate readjusting the steering-wheel angle sensor:
Exchange of the sensor
Adjustment work concerning wheel toe, wheel camber, the steering linkage,
steering shaft, steering column and steering gear
After an accident in which the steering was damaged
Burgholzer 04. 2002
Page- 90
Lenksule = Steering column, Auswerteelektronic = Evaluation electronics, Magnete =

Solenoids, Gehusedeckel = Housing cover, AMR-Elemente = AMR elements,
Zahnrder = Gears, Gehuse = Housing
Burgholzer 04. 2002
Page- 91
Yaw-rate and transverse-acceleration sensor

Sensor
This sensor records the yaw rate via the vehicle's vertical axis and transverse
acceleration.
Function
The yaw-rate sensor incorporates two micromechanical oscillating masses. The yaw rate
is recorded with the aid of these oscillating masses. For measuring the transverse
acceleration a micromechanical acceleration sensor is used. Both sensors are contained
in a housing. An integrated electronic system processes the signals and sends them via
the CAN BUS to the ESP-ECU. The yaw-rate and transverse-acceleration sensor is
supplied with a voltage of 12 volt by the ESP-ECU. The housing is located outside the
cab and fitted to the frame.
If a sensor fails the ESP will be switched off. A fault message is sent via the EBS. The
functioning of the EBS is not impaired by this.
The sensor is attached to the vehicle frame and supplied with a voltage of 12 volt.
The values measured by the sensor are evaluated by the ESP-ECU and passed on to
the EBS-ECU via the CAN BUS for the brake.
Maintenance
The yaw-rate and transverse-acceleration sensor is maintenance-free.
The following jobs necessitate readjustment work:
Exchange of the sensor
Removal and installation of the sensor
After an accident in which the frame or the sensor holder may have been
damaged or deformed.
Burgholzer 04. 2002
Page- 92
Feder = Spring, Merichtung = Measuring direction, Drehrate = Yaw rate,

Oszillationsrichtung = Oscillating direction, Beschleunigungsmeelement = Acceleration
measuring element, Oszillierende Masse = Oscillating mass
Burgholzer 04. 2002
Page- 93

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Electronic Brake System

08. 04. 2002

Burgholzer 04. 2002

This document is intended exclusively for use in training and is not

2004 MAN Nutzfahrzeuge Aktiengesellschaft

Burgholzer 04. 2002

Description of the system

Features of EBS for commercial vehicles

Braking with the service brake system

Anti-spin regulator (ASR)

Electronic control unit

Service brake valve with integral brake value sensor

Pressur control moule

Trailer control module (Y 278)

ALB sensor, for truck with air-suspended rear axle

ALB sensor, for truck with flat-suspended rear axle

Brake pad wear sensor

Malfunction display and emergency functions

Function levels of EBS

Description of function levels

SPN list - error codes

EBS 2.3 with ESP

ESP electronic control unit

Steering-wheel angle sensor

Yaw-rate and transverse-acceleration sensor

Burgholzer 04. 2002

Description of the system

Electro Pneumatic Brake

Anti-lock Brake System

Burgholzer 04. 2002

Features of EBS for commercial vehicles

Burgholzer 04. 2002

Electronic Brake System (EBS)

Burgholzer 04. 2002

Basic electro-pneumatic concept

Electronic control redundancy (info.)

Burgholzer 04. 2002

Communication between EBS and CAN databus

This is how EBS works with the CAN databus:

Burgholzer 04. 2002

Braking with the service brake system

Electronically controlled braking (EPB)

Braking via back-up circuit

Burgholzer 04. 2002

Anti-lock brake system (ABS)

ABS during electro-pneumatic brake system operation (EPB with electrical

ABS and sustained-action brake

Burgholzer 04. 2002

Control processes for commercial vehicle ABS

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ASR engine regulator

Burgholzer 04. 2002

Automatic tyre compensation

The system includes an automatic tyre compensation feature. Following a wheel

ASR brake regulator

Burgholzer 04. 2002

Interfaces to other systems

Electronically controlled air suspension