Electronically

Controlled Air
Suspension (ECAS) for
Trailers
Function and Fitting Instructions

3rd Edition
This publication is not subject to any update service.
New versions are available in INFORM at
www.wabco-auto.com

815 010 025 3

8150100253

Copyright WABCO 2005

"

Vehicle Control Systems

An American Standard Company

The right of amendment is reserved

Version 003/10.04en
815 010 025 3

Table of contents

Table of contents
1. Important Remarks and Comments
1.1
Advises for Security and Risks
1.2
Range of Application
1.3
Explanation of Symbols

3
3
3
3

8.2

2. Introduction
2.1
System Benefits

4
5

8.2.3

6
6
7
7
8
8
8
9
9
9

8.2.4
8.3
8.3.1
8.3.2
8.3.3

3. System Functions
3.1
Reference Level Control
3.1.1 Driving Level I
3.1.2 Driving Levels II and III
3.1.3 Unloading Level
3.1.4 Memory Level
3.1.5 Automatic Lowering
3.2
Height Limitation
3.3
Lateral Stabilisation
3.4
Lifting Axle Control
3.5
Offset Point Adjustment
(Lifting Axle Offset)
3.6
Traction Help
3.7
Overload Protection
3.8
Tyre Deflection Compensation
3.9
Stand-By Function
3.10
Further ECAS-Functions on Bus and
Motor Vehicle
3.10.1 Control of Load Sensing Valve
3.10.2 Kneeling
3.10.3 Maximum in Traction Control at all time

9
9
9
10
10
10
10
10
10

4. Basic Operation
4.1
Mode of Function of the ECAS Basis
System

11

5. Control Algorithm
5.1
Control Algorithm for Levelling Control
5.2
Control Algorithm for Lifting Axle Control
(general)
5.2.1 Control Algorithm for Lifting Axle Control
(one Lifting Axle)
5.2.2 Control Traction Help
5.2.2.1 Trailing Axle Control (Manoeuver Aid)
5.2.3 Control Algorithm for Lifting Axle Control
(two separate Lifting Axles)

12
12
14

11

15
17
18
18

6. Tyre Deflection Compensation

21

7. System Configuration
7.1
Control in the Trailer
7.1.1 1-Point Control
7.1.2 2-Point Control
7.1.3 3-Point Control

22
22
22
22
22

8. Components
8.1
Sensors
8.1.1 Height Sensor 441 050 011 0
8.1.2 Pressure Sensor

24
24
24
26

8.2.1
8.2.2

8.3.4
8.4
8.4.1
8.5
8.6
8.7

Electronic Control Unit (ECU)

446 055 ... 0
Installation
Pin Assignment
(ECU variant 446 055 065 0)
Power Supply and Diagnostic
Assignment
Battery Mode
ECAS Solenoid Valve
Spring-Returned Valve
Pulse-Controlled Sliding Valves
Difference between 3/2-, 2/2- and
3/3-Way Valve
Differentiating of the ECAS Solenoid
Valves depending on their location
Remote Control Unit 446 056 116/117 0
Remote Control Unit Function
446 056 117 0
Remote Control Box
Battery Box
Pneumatic Components and
Installation Instruction

27
28
30

31
33
34
34
35
36
37
39
39
42
42
42

9. Commissioning and Diagnostics

9.1
PC Diagnostics
9.1.1 PIN
9.1.2 Initializing the ECU
9.2
Setting Parameters
9.2.1 Option Parameters
9.2.2 Value Parameters
9.2.3 Counts
9.2.4 Explanation of Parameters
9.3
Calibration Process
9.3.1 Height Sensor Calibration
9.3.1.1 Height Sensor Calibration with the PC
9.3.2 Pressure Sensor Calibration

46
46
47
47
48
48
48
48
49
65
66
67
68

10. Troubleshooting
10.1
Safety Concept
10.2
Troubleshooting

69
69
71

11. Replacement older Components

11.1
Fitting a new ECU
11.2
Replacement of the Power Supply
Module
11.3
Component Replacement

73
73

12. Annex

75
75

79
Trailer ECAS Parameter Setting
81
Explanation of the
Example Parameter Records
83
Overview Circuit Diagrams
84
Parameters Records + Circuit Diagrams 86
Cable Overview
186
Certificate of German Technical
Inspection Agency
188

Important Remarks and Comments

1.

Important Remarks and Comments

1.1

Advises for Security and Risks

When the ignition is switched on or while diagnostics

starts unexpected movements of the vehicle or sudden
raise/lower of the lifting axle can occur.

It is not allowed to combine ECAS with other air

suspension control systems, since the possibility of
dangerous interactions cannot be excluded.
Following points have to be observed when welding at
the trailer :
The electronics have to disconnect from power supply
(break off pin 31, 15 and 30). At least, the supply line
between the towing vehicle and trailer is to be taken
off.
System components (ECU, sensors, actuators, lines
etc.) are not being contacted with welding electrodes.
Never drive with the superstructure lowered onto the
buffer, because vehicle and loading can be badly
damaged.

You need the approval of WABCO for the:

Usage of components other than those shown in the
circuit diagrams (cables, valves, sensors, remote
control units),
Inclusion of any appliances by other manufacturers in
the system or
Implementation of other functions than those
described above.

!
1.3

The structure of the ECAS system is shown by many

circuit diagrams in the annex.

Explanation of Symbols
Possible dangers,
Personal injury or material loss

!
C

1.2

1.

To work on the ECAS system, take only

information shown on circuit diagrams identified
with a ten-digit WABCO number.
Circuit diagrams without a WABCO number may
be incorrect. They are considered to be diagrams
for which no release from WABCO exists.
WABCO does not assume any warranty for
systems which are designed in another way than
described here.

ECAS is a vehicle security system. Changes on the

setting of the system are allowed only to persons with
necessary technical knowledge.

If you work on the air suspension system, advise other

persons by affixing an information sign on the steering
wheel of the vehicle.

ECAS

Range of Application

Additional hints, info, tips

WABCO experimental value(s),

recommendation

ECAS was designed only for suspension control in

air sprung vehicles.
It is not permitted to place more than one ECAS
system to a trailer.

enumeration

action step

refer to (prior paragraph, prior chapter, prior

illustration/table)

To avoid dangerous interaction, combination with

other air suspension control systems are not
admissible.

refer to (prior paragraph, prior chapter, prior

illustration/table)

Important Basic Requirements for Operation with

ECAS:
Compressed air supply must be realized sufficiently.
Power supply has to be ensured.
ABS connection or EBS connection must be plug in.

2.
2.

ECAS

Introduction

Introduction

Air suspension systems have been used on motor

vehicles since the 50s - especially on buses. They clearly
improve ride comfort.
On lorries and trailers, air suspension systems are being
increasingly used, particularly on vehicles designed to
carry heavy loads. The main reasons for this are special
design criteria for the chassis. As static loads can vary
significantly on the motor vehicle's real axle, and on all
axles of a trailer from the unladen vehicle to the fully
laden vehicle. Steel suspension can cause problems
when the vehicle is unladen or partially laden. The
suspension behaviour deteriorates. In addition, ride
comfort plays an important role, not only on buses.
The Benefits of Air Suspension Systems over Leaf
Spring Suspension Systems

The whole of spring travel is available for balancing

dynamic axle load cycles. Static axle load cycles are
compensated by means of pressure changes. This in
turn achieving additional height for the design of the
superstructure.
The best possible suspension regardless of the road
condition and the load carried improves ride comfort
and protects the load. No rolling noise of the vehicle
is transmitted.

The wheels run evenly on the road surfaces; this

improves braking performance and steerability and
considerably extends the life of the vehicle's tyres.

Accurate load-dependent control of the compressedair braking system by using the bellows pressure as
the actuating pressure for the load sensing valve.

Constant vehicle height is irrespective of the static

load.

Controlled raising and lowering processes for loading

ramp and container operation.

Control of lifting axles.

Individual control of the bellows pressure to

compensate lateral forces (e.g. when negotiating
bends).

Protecting the road surface.

Disadvantages of Conventional Air Suspension

Systems compared to Leaf Spring Suspension
Systems

More expensive system,

More complicated axle systems due to the use of axle

steering and axle stabilisers,

A large number of parts due to numerous air

components,

Significant wear of control valves due to constant

increase or decrease in pressure; shorter life due to
continuously alternating stress

control of cornering angles.

Designing the control system initially with pure

mechanically operating air suspension valves, soon
afterwards electromechanic control systems were
developed. This served to enhance operating comfort
and to facilitate raising/lowering processes.
ECAS is the most advanced development along these
lines. The use of an ECU has achieved major
improvements over the conventional system.
ECAS - Electronically Controlled Air Suspension
(Electronically controlled air suspension system)
ECAS is an electronically controlled air suspension
system for vehicles with a large number of functions. It
has been used on motor vehicle since about the early
80s.
In the mechanically controlled air suspension systems
the device which measures the height also controls the
air spring. While ECAS achieves control by means of an
ECU. It actuates the air spring via solenoid valves, using
information received from sensors.
In addition to controlling the vehicle's level, the ECU,
together with the remote control unit, also controls
functions which, if implemented with conventional air
suspension systems, require a large number of
components.
With ECAS, additional functions can be implemented
which cannot be achieved by conventional means.
ECAS essentially operates only when the ignition is on.
However, is a storage battery is used, stand-by operation
can be activated.
For trailers, power is supplied from the ABS or the EBS
system. In addition, ABS provides the so-called C3
signal, i.e. information on the vehicle's current speed. On
trailers where ECAS works with EBS, the ECAS system
receives information about the vehicle's speed and axle
load from the EBS-ECU via a data circuit which is also
known as the K-line.
A storage battery is provided for additional power supply
in the trailer. Due to this the trailer separated from the
towning vehicle can be adjusted in the height.

Introduction

2.1

System Benefits

ECAS offers the following benefits:

Advantages for the Trailer Manufacturer

Easy installation due to pre-wired components

Reduced installation time due to a smaller number of

components, screw-in units, less piping

Quicker system start-up via PC end-of-line.

ECAS

2.

Very rapid raising and lowering times,

High level of comfort and safety due to traction help

for semi-trailer trains and automatic lifting axle
function,

Can easily be retrofitted,

Low air consumption due to rugged control concept,

Reduction of the amount of manoeuvring and loading

times and thus shorter dispatching times through
storage of loading levels which are easy to adress via
the remote control unit plus the option of raising or
lowering only one side of the superstructure.

Benefits to the Carrier

Highly service-friendly,

Low error liability

Advantages for the Owner of the Cargo

Short laidup times,

Protection of the load,

Various safety functions for the vehicle (e.g.

compensating for tyre deflection, time delay for the
unloading level, overload protection),

Adaption of the vehicle to the carrying task due to the

universal nature of the system,

Automatic return to driving level,

Highly variable operation due to different driving

levels,

Reduction of the amount of manoeuvring and loading

times and thus shorter dispatching times through
storage of loading levels which are easy to call up via
the remote control unit.

3.

ECAS

3.

System Functions

System Functions

Before the system functions for achieving the above

system advantage are explained, please note the
following basic definitions to facilitate comprehension.
Trailers can have different Types of Axles
The Main Axle (also known as the Leading Axle)
The axle is always on the the ground and cannot be
steered. Every trailer has a leading axle. On drawbar
trailers the rear axle is the leading axle.
Steering Axle
The steering axle is an axle on a trailer which is
steerable. On drawbar trailers, the front axle is the
steering axle. Semi-trailers can have a the trailing axles
as a steering axle.
Lifting Axle
The lifting axle is usually combined with the leading axle
to form an axle assembly. When the vehicle exceeds a
defined axle load on its leading axle, the lifting axle is
lowered and can be raised again when the axle load falls
below a defined level.
Air Suspension bellows in Air Suspension Systems
Supporting Bellows
Supporting bellows are the commonly known air
suspension bellows on the axles. They provide the
vehicle's suspension. The supporting bellows on the
axles which are in contact with the ground are always
filled with a bellows pressure which is proportional to the
applicable wheel load while the vehicle is in operation.
The supporting bellows of raised axles are
depressurised. Supporting bellows are found on all the
types of axles described above.
Lifting Bellows
Lifting bellows are firmly connected to a lever system of
the lifting axle. They raise or lower the lifting axle when
the pressure exceeds or falls below a defined limit
pressure in the supporting bellows of the axle assembly's
driven axle.
ECAS is a control system consisting of at least one
control loop. A reference value is specified in a control
loop. A sensor is adapted to the system due to a
calibration process when the system is taken into
operation. This sensor measures the actual value of the
system and sends it to an electronic control unit (ECU).
The ECU compares the actual value to the reference
value. During this process it is possible to determine
control deviations .

That means, that the actual value lies outside a defined

reference range.
In the event of a deviation the ECU initiates the
correction of the reference value via an actuator.
Reference Values are:

Certain distances (levels) of the

superstructure above the vehicles's axle,

vehicle's

Axle load vehicle conditions (e.g. traction help, limit

pressure for lifting axle control).

Two Ways to Submission the Reference Value to the

ECU:

Fixing preference values by the vehicle manufacturer

during the systems startup by setting parameters and
by calibration.

The user setting the values via the remote control

unit.

Please note that not all the functions described in this

document have to be available, depending on the type of
system realized. The type of system (amount of lifting
axles, with/without front axle air suspension) determines
whether or not the functions can be implemented.
ECAS can be fitted to every vehicle type without
problems. Due to the modular construction various
system usages according to customer requirements are
possible.

3.1

Controlling the Reference Level

The reference level is the value for the distance between

the vehicle's superstructure and the axle. It is defined by
calibration, by setting parameters or by definding a value
using a remote control unit. Correcting a reference level
is the basic functions of ECAS.
The actuator is a solenoid valve by increasing and
decreasing of the pressure in the supporting bellows
bringing the actual level into line with the reference level.
This occurs if there are:

Deviations over a certain tolerance range,

Alteration of the reference value.

Unlike conventional air suspension systems, ECAS

controls not only the driving level but also any other
predefined level. Therefore a level which is set for
loading or unloading processes is assumed to be the
reference level.

System Functions

Differentiation of Static/Dynamic Changes in the

Wheel Load
By using the speed signal ECAS differentiates between
static and dynamic changes in the wheel load, unlike
conventional air suspension systems. Due to this
differentiation the system can react optimally to changes
in the wheel load.
Static Wheel Load Changes
The static wheel load changes occur if the vehicle's
loading state changes when it is stationary or moving
slowly. This requires the reference value in the
corresponding air suspension bellows to be checked at
short intervals and adjusted if necessary by increasing or
reducing the air pressure. ECAS does this performing
checks every second. This inspection cycle can be set in
the parameters.
Dynamic Wheel Load Changes
The dynamic wheel load changes are mainly caused by
uneven road surfaces and is more likely to occur by high
speed. Dynamic wheel load changes are usually
balanced by the compliance behaviour of the supporting
bellows. In this case, bellow pressurizing or venting
would not be desirable because only the shut-off bellow
has an almost constant compliance character. For this
reason, the regulation is checked in larger intervals when
the vehicle is moving at higher speed - usually every 60
seconds. The comparison of actual value to the
reference value is made continuously.
It is possible to avoid unwanted corrections of dynamic
wheel load changes during braking, so no air is pumped
into or vented from the bellows, when the ECU receives
the brake light signal.

ECAS

3.

The vehicle's theoretical centre of gravity is a reference

value for calculation the vehicle's braking.
Inform the system over the driving level I only by
calibration process.
Control the driving level I over the vehicle's speed
and/or over the remote control unit during the journey.
Set speed value for the point of actuation for
controlling the parameters.
3.1.2

Driving Levels II and III

Both driving levels differ to driving level I. This may be

necessary:

For semi-trailers with varying truck heights to keep the

trailer in horizontal level while driving,

For trailers to lowering the superstructure in order to

reduce fuel consumption,

For improving lateral stability at higher speed.

By lowering the superstructure depending on the

vehicle's speed, is based on the assumption that higher
speeds are achieved on sound road surfaces which do
not require the whole of the bellows' spring stroke to be
utilised.
Store the values of driving level I and II in the system
by setting the parameters and as defined variance
from driving level I.

Driving Level
The driving level (also known as normal level) adjusts
itself when the vehicle moves on a higher speed. A
maximum of 3 driving levels can be set for ECAS.
3.1.1.

Driving Level I

Driving level I referes to the reference level defined by

the vehicle manufacturer for driving under optimal
conditions. This driving level is the basis for the
dimensions of the vehicle's overall height and the
vehicle's theoretical centre of gravity. It has a special
meaning compared to other driving levels.
Driving level I is described as the basic design parameter
for the vehicle.

Please note to take the legally permitted maximum

into account considered to the total height.

This driving level can optionally be set by:

Switch,

Remote control unit,

Driving speed (only driving level II).

The chosen driving level remains until another driving

level is selected.
To start up with the actual driving level touch shortly
the button driving level.
Set the values for the type and the switching points for
actuation during the parameterization,
Define driving level III as the highest driving level.

3.
3.1.3

ECAS

System Functions

Unloading Level

The unloading level is used for loading or unloading a

vehicle, while it is stationary or moving at a slow speed.
It permits the vehicle's superstructure to be brought to a
level suitable for the loading or unloading process. The
unloading level can be stipulated separately for a
drawbar trailer's front and rear axles. This can be useful,
for instance, for completely emptying of a tank trailer.
The values of these unloading level are defined as the
variance from driving level I and store in the system
as part of the procedure for setting the parameters.

If an unloading level function is desired, no driving

level III can be set.

The unloading level is addressed via an on the ECU

connected switching contact, the so-called unloading
level switch.
This switching contact can either be actuated manually
or via an automatic connection to the unloading fixture
(e.g. a tank valve) to readdress the current driving level.
If the unloading level is active, the vehicle will return to its
driving level as soon as a limit speed is exceeded. When
the speed drops below that speed, the unloading level is
set once again.
The unloading level can be activated from any preset
level.
3.1.4

Memory Level

Two different memory levels can be used per system.

The memory level applies to the whole of the
vehicle. The use of the memory function requires a
remote control unit.
The Memory Level can be adressed:
For loading or unloading a vehicle while it is stationary
or
moving at a slow speed.
This level is used in order to set a level for the
superstructure which is useful for loading or unloading
the vehicle.
Unlike the unloading level, which is firmly stored in the
ECU, the memory level can be defined and changed any
time. Once defined, the system will store any memory
level until it is changed by the user, i.e. even when the
ignition has been switched off.
3.1.5

Autom atic Lowering

If required, raised lifting axles can be lowered

automatically by the driver.

This may be necessary:

when the vehicle is been serviced,
for improving stability on poor road surfaces.
If the vehicle has two separate controlled lifting axles,an
option parameter can be set to determine whether:
Both lifting axles is to be lowered.
Only the second lifting axles is to be lowered.
Options for Lowering Raised Lifting Axles:
1. Lowering Command via Remote Control Unit
Push the Lower button on the remote control unit of
the preselected lifting axle.
The lifting axles lowers and will stay down until the
system is reset by switching the ignition off and then on
again.
Push the Raise button on the remote control unit on
the preselected lifting axle.
The lifting axles will raise again.
2. Lowering Command via Traction Help Key
Hold button Traction Help down for longer then 5
seconds.
The lifting axles will be lowered and stay down until reset.
The automatic lowering function remains activated, until
the ignition is turned off or the button is pushed again
longer then 5 seconds.
All lifting axles are always lowered independent of
parameter 4 Bit 4.
3. By using a Separate Switch and a Line to the
Switching Input Port for Automatic Lowering on
the ECU.
Make sure the ground is connected to the contact.
The lifting axles are lowered. Automatic lowering remains
active even after the ignition is switched off or on. The
function remains active as long as the switch is active.
Open the contact.
The lifting axles will raise again.
These lowering processes are all permissible up to a
limiting speed defined by parameter. If fully automatic
lifting axle operating is in place, raising will, depending on
the parameter setting, occur while the vehicle is
stationary or when it exceeds a defined speed.
A vehicle with two separate lifting axles whose
parameters have been set for lowering both axles and for
raising them only when the vehicle begins to move, has
its lifting axles raised as follows:

System Functions

Deactivate automatic lowering switch.

Axle 1 will be raised immediately.
Axle 2 will be raised once the vehicle has been stopped
and its speed subsequently rises above that required for
raising the lifting axles.

3.2

3.

Pressure Switches/-Buttons system

The lifting axle is lowered automatically. The raising is
achieved manually by means of the ECAS remote control
unit or a separate button/switch.
A raised lifting axle can be lowered by way of an
automatic lowering function.

Height Limitation

The ECU automatically aborts any change in the level if

the defined value for the upper and lower height limits
have been reached. These values can be freely selected.
This is in order to prevent excessive strain on the rubber
buffers and height limit stops (e.g. bellows, limiting
cables).

3.3

ECAS

Lateral Stabilization

Vehicles expected to carry loads which are unevenly

distributed across its axles (e.g. loading on one side of
the vehicle only), can have variable spring rates provided
on the supporting bellows of one axle by separating the
actuation for the individual bellows.
These vehicles should be fitted with 2-point control (
7. system configuration).
This is not required for vehicles carrying evenly
distributed loads (e.g. road tanks).

3.5

Offset Point Adjustment (Lifting Axle

Offset)

When the lifting axle is raised, the driving level can be

increased automatically. Due to this a better clearence
of the lifting axle's wheels is achieved. This applies to the
whole of the vehicle.

3.6

Traction Help

On semi-trailers, traction help can be implemented if the

fully automatic lifting axle facility has been selected and
the load is heavy enough. By releasing the pressure on
the lifting axle's supporting bellows or raising the lifting
axle, the load on the towing vehicle's semi-trailer
coupling and on the leading axle in increased. This
means that the load on the driving axle of the towing
vehicle is increased, the purpose being to improve its
traction force.
Activate the traction help function by using the remote
control unit or by a rocking Switch.

3.4

Lifting Axle Control

When the vehicle is stationary, its lifting axle will

automatically be lowered or weight shifted to the trailing
axle, when the permissible axle load of the leading axle
is exceeded. The corresponding signal reaches the ECU
from the pressure sensor ( 8.1.2 Pressure sensor) or
the pressure switch at the suspension bellows of the
leading axle. The lifting axle cannot automatically be
lowered when the vehicle is in motion, even when
pressure spikes occur.
The speed up to which the lifting axle can be lowered can
be set by parameters.
For safety reasons, the lifting axle is lowered when the
vehicle is parked and the ignition is switched off.
Optionally, the lifting axle may stay up.
Pressure Sensor System
In systems with pressure sensors, the lifting axle can be
lowered and also raised automatically after the vehicle
has been unloaded. The term used for this is 'fully
automatic lifting axle'.

At present, the applicable national legal provisions met

by setting the corresponding parameters accordingly
(with/without time speed, load limits, with/without forced
interval). Upon EC Guideline 97/27/EC comes coming
into force, this results in changes which have been taken
in account when setting the parameters.

3.7

Overload Protection

By stipulating a maximum permissible pressure for the

supporting ballows, overload protection can be activated.
This protection leads to a lowering of the vehicle's
superstructure down to the rubber buffers, if the
supporting bellow pressure was exceeded by
overloading.
You need to unload the vehicle until the vehicle's
superstructure can be lifted by the remote control unit.
Do not drive with the lowered superstructure,
vehicle and loading can be badly damaged.

3.
3.8

ECAS

System Functions

Tyre Deflection Compensating

For vehicles with a particularly great overall height, not

only small wheels are used to maintain the vehicle
height, but a very short ride clearance is selected for the
empty vehicle.
However, as the vehicle is being loaded, the required
ride clearance increases. It is possible to add the tyre
deflection caused by increasing the load to the possible
ride clearance, at the same time keeping the overall
height of the vehicle constant.

The vehicle height required by law has to be

maintained.

3.9

Stand-By Function

In the event of a rapid loss in pressure in the bellows (e.g.

bellows leaking badly or severely damaged), the load
sensing valve would assume an empty vehicle in spite of
it being fully loaded. As a consequence, underbraking
would ensue, and with it excessive stopping distances.
ECAS contains a facility for recognizing this so that when
it occurs, the supply pressure of the air suspension
system would be passed to load sensing control port 41/
42. This results in a pass through of the load sensing
valve. ECAS also provides this facilities for trailers.
Therefore a 3/2 solenoid valve has to be installed in
control line between air suspension bellows and the load
sensing control port 41/42.
This option is mainly being used in towing vehicles.
3.10.2

Kneeling

If a separate trailer battery and sufficient air supply are

available, stand-by operation can be achieved for a
maximum of 63.5 hours. For this purpose, the trailer does
not have to be attached to any towing vehicle, and it will
at that time address the last level before the ignition was
switched off as the referance level. To reduce the control
cycles to a minimum it is possible to increase the
tolerance range.

Kneeling is a special function for buses. With the bus

stationary at the bus stop, the whole of its nearside is
lowered facilitate getting on and off the bus. It "kneels" in
front of the passenger, so to speak. A "kerb sensor" i.e.
contact strip below the entrance, prevents it from
touching down on any obstacle.

3.10 Further ECAS Functions on Bus and

Motor Vehicle

ECAS offers the following possibilities on motor vehicles

with lifting axle:

Additional functions, although not of importance for

trailers, can be implemented with the assistance of
ECAS on buses and motor vehicles.

The lifting axle is lowered in load conditions. The

distribution of the axle load across the rear axle
assembly can be controlled in such a way that the driving
axle (within the scope of legal provisions and the
stipulatons by the axle manufacturers) carries the
greatest possible load, with the lifting axle supporting the
residual load. Thus the driving forces which can be
transferred to the driven axle are always at their
maximum, thereby permitting good traction.

3.10.1

Control of Load Sensing Valve

Towing vehicles and trailers with air suspension systems

and a conventional braking system have a load sensing
valve fitted which is controlled by the bellows pressure.

10

3.10.3

Maximum in Traction Control at all time

ECAS

Basic Operation

4.

4.

Basic Operation

In this chapter the operation of ECAS will now be looked

at in a little more detail.

bodywork. The intervals depend on the vehicles type

of operating (driving or loading operation).

The basic purpose of ECAS is to balance any control

deviations. Control deviations are caused either by
disturbances (such as a change in the load) or by
changes in the reference values (e.g. by way of the
remote control unit). These control devariation cause the
distance between the vehicle's axle and its
superstructure to change. ECAS balances these control
deviations by means of levelling control.

2. This measured value is used as the actual value in the

control loop and is sent to the electronic control unit
(2).

4.1

3. The ECU compares this actual value to the reference

value stored.
4. In the event of a control deviation the ECAS solenoid
valve (3) receives an actuating signal.
5. Depending on the type of actuating signal received,
the ECAS solenoid valve now increases or decreases
the air pressure in the supporting bellows (4). The
change in pressure in the supporting bellows changes
the distance between the axle and the superstructure.

Functioning of the ECAS Basis

System

( Fig. 1)
1. A height sensor (1) which is mounted on the vehicle's
superstructure and connected to its axle via a lever
system. The height sensor picks up the distance
between the axle and the superstructure, or

6. The new distance is again detected by the height

sensor, and the cycle begins again.
The remote control unit (5) is no belonger part of the
ECAS basic system. It is still mentioned because it
allows the user actively to change the reference level.

Basic System:
Distance
Body/Axle

1
4

1 Height Sensor

2 Electronic (ECU)
3 ECAS Solenoid Valve

5
Fig. 1

Basic Operation of the ECAS System

4 Supporting Bellows
5 Remote Control Unit (optional)

11

5.

ECAS

5.

Control Algorithm

5.1

Control Algorithm for Levelling

Control

Control Algorithm

performance, it also takes some time.

In levelling control, the distance between a vehicle's

superstructure and axle is controlled. The levelling
control is the basic function of ECAS.
It may be necessary to adjust that distance due to the
influence disturbances, or because the reference value
has to be changed.
In order effectively to describe how ECAS controls the
levelling process, the basic physics of the air suspension
system are described below.

If control times are shorter, the time until the new

reference value is achieved is reduced although this
means that the system's tendency to oscillate increases.
The large nominal width of the ECAS solenoid valves,
which is beneficial for adjusting small differences in
reference values, is detrimental if the differences in
reference values are great. In the latter results in the
tendency in excessive oscillation increases.
Oscillation Damping and Damping Force

General Comments on the Physics of ECAS

The basic problem in any control system when a control
deviation occurs is to determine the best possible
response time. This is the time from when the reference
value starts to change up until the time when the actual
value is no longer outside the tolerance range for the
reference value ( Fig. 2). Until this is achieved, the
control process continues and thus consumes air.
Long control times are the result of slow control
adjustments of the actual value to the new reference
value. Although this does achieve an excellent control

During the control process, the role of the oscillation

damper has to be taken into account. Conventional
oscillation dampers can be designed for one operating
point only. The damping force for the vehicle is designed
for the upper loading range. This means that for vehicles
which are only partially laden or empty the part of the
damping force which has to be overcome together with a
change in the reference value is comparatively high. The
could be compensated by variable damping control. This
is available from WABCO under the name of ESAC.
However, ESAC will not be taken into account in this
document.

Reference Value Tolerance Range

Control Behaviour with Non-Pulsed ECAS

Solenoid Valve (Overshoot)

5. Control
Deviation

Deviation

4. Control

3. Control Deviation

2. Control Deviation

1. Control Deviation

Distance
Vehicle Body - Vehicle Axle

ECAS Solenoid Valve

Reference Level B
Control Behaviour with Pulsed
ECAS Solenoid Valve

Reference Value Leap

Reference level A

ON
OFF
Time [s]
....... Pulse Period
Length of the Pulse Period

Fig. 2

12

Example for a Control Process for a Change in the Reference Value

Control Algorithm

The further the load is removed from the damper

operating point, the greater the effect of the excess
damping force will be.
This issue becomes clear when looking at the way the
oscillation damper works. Inside the damper, oil needs
to pass from one chamber via a small throttling port into
another chamber. The resistance this causes is known
as the damping force. A rapid change in the distance
between the vehicle's superstructure and the axle also
causes this damping force to rise rapidly.
Thus it is mainly the change in that distance which is
responsible for building up the damping force.
As the distance between the superstructure and the
axle changes, the damping force is simultaneously
reduced by the damper oil flowing through the throttle.
The time for this reduction is defined by the design of
the damper (e.g. throttle diameter, viscosity of oil).
Now the damping force is a force counteracting the
motion of the superstructure, and it prevents oscillation
of the superstructure and the wheel losing contact with
the road. However, it thus also counteracts the change
in the level.
This damping force which varies over time represents a
problem for the control process.
Control Process for Changes in the Reference
Value
When the forces of ECAS are balanced, the wheel load
acts on the supporting bellows of the axle. Any axle
steering transmission must be taken into account.
The pressure in the supporting bellows multiplied by
the effective cross-sectional area of the bellows (It
cannot be computed directly from the diameter of the
supporting bellows!) counteracts the wheel load. The
pressure in the supporting bellows depends only on the
wheel load, not the level.
As the level is changed as a result of the change in the
reference value (e.g. by using the remote control unit),
the pressure in the bellows is increased or decreased
until the actual value for the distance between the
superstructure and the axle corresponds to the new
reference value. This is a dynamic process. The
greater the desired change in the reference value, the
greater the acceleration which can be achieved by the
control process. The system shows a tendency to
oscillate. Overshooting may occur.
This tendency to overshoot particularly occurs on
empty vehicles. On the one hand the steep static
pressure gradient between the supply and bellows
pressure sides within the ECAS solenoid valve causes
high flow rates as the bellows are being filled.

ECAS

5.

On the other hand the damping force to be overcome is

greatest. Thus the hazard of the control loop oscillating
is great. The result is an unnecessarily large number of
control cycles within the ECAS solenoid valve which in
turn reduces its useful life.
If the tolerance range for the reference value is defined
widely enough, undesired oscillations can be
prevented. However, this has a negative impact on the
repetitive accuracy of the control process at similar
reference values.
If, however, a specific dimension should be adhered to,
the control process must be changed in such a way that
the influx of air is reduced even before the reference
level is reached. This would reduce the speed at which
the superstructure is raised, and the excessive
tendency to oscillate is prevented.
As the solenoid valve can only switch the air stream off
or on but not reduce it, the solenoid current of the ECAS
solenoid valve is pulsed. This pulsing action briefly
interrupts the air stream. Thereby achieving a throttling
effect which prevents excessive oscillation, i.e.
overshooting.
Length of Pulsing Period and Pulse Length
For the pulsing process of the curve, the terms of
'length of the pulsing period' and 'pulse length' need to
be defined:
Length of the pulse period
The length of the pulsing period is a fixed value which
is stored in the ECU as part of the procedure for setting
the parameters. The beginning of the pulsing period is
assumed to be the actuating pulse for the valve
solenoid. The length of the pulsing period itself is then
the period of time before the valve solenoid receives
the next actuating pulse. ( Fig. 2).
Pulse Length
The pulse length describes the length of time for which
the valve solenoid receives the actuating pulse. This
value is variable and is recomputed for each pulsing
period. The computation of the pulse length by the ECU
is done as a ratio of the existing control deviation, i.e.
the difference between the reference level and the
actual level.
This type of control is called 'proportional differential
control' (or 'PD control' for short). The control process
is achieved as a ratio of the control deviation and the
speed at which the control deviation changes.
Major control deviations cause great pulse lengths. If
the computed pulse length is greater than the stored
length of the pulsing period, the valve solenoid is
energized continuously. Thus the change in the control
deviation is at its greatest.

13

5.

ECAS

Control Algorithm

As the large flow diameter causes the subsequent

control process to be rapid as the vehicle's
superstructure is being raised, it is slowed down just
before the new reference value is reached; for this
purpose, the speed at which the control deviation is
changing is analysed and included in the control
process. Control deviations changing at high speeds
cause the pulse length to be reduced.
Equation for Calculating the Pulse Length by
" Raising the Superstructure while Stationary"

<

Pulse length = (| control deviation x K P | - | speed at

which control deviation is changing x KD |) x program
cyclus time ( = 25 ms)
KP (Proportional coefficient) and K D (Differential
coefficient) are important for describing the control
cycle and are stored in the ECU as part of the
procedure for setting the parameters.
In case of "lowering of the superstructure at
standstill" and always by "regelation when driving"
set the speed at which control deviation is changing
to 0.
The equation shows:
For KP great control deviations or high values result
in prolonged pulse lengths at equal control
deviations.
Whilst prolonged times for changes in the control
deviation or high values at K D at equal control
deviations shorten the pulse length.
The pulse length is recomputed for each length of the
pulsing period. A pulse length which exceeds the length
of the pulsing period causes the solenoid to be
energized continuously ('continuous pulse'). The
shortest pulse length provided is 75 milliseconds (0.075
seconds).

the proportional coefficient are acceptable.

The control process is now checked against a major
change in the reference value. Now the differential
coefficients KD can be set. The object of establishing KD
is to suppress any tendency to oscillate excessively.
Pulsing of the ECAS solenoid valve begins sooner as
the KD value increases. Thus the raising process of the
superstructure is slowed down.
If it turns out that the K P- and KD values established
according to these recommendations do not provide
any satisfactory results for the control process. The
flow diameter in the pneumatic portion may be reduced.
Usually it is sufficient to fit a throttle in the air line
between the solenoid valve and the supporting bellows
unit of the axle concerned.
( 9.4.1 Explanation of Parameters)
Summary
Thus it is concluded that the user can adjust the control
process for the distance between the vehicle's
superstructure and the axle by way of the following
settings:
Length of pulse period T,
Reference value tolerance Ds,
Proportional coefficient KP,
Differential coefficient K D ,.

To see which from values are to recommend and

how they are to determine is descibed in paragraph
9.4 "Setting Parameters".

5.2

Control Algorithm for Lifting Axle

Control (General)

Determining the Parameters for the Proportional

and Differential Coefficients

Vehicles with a lifting axle can be equipped with a lifting

axle control facility. This is an optional extra and is not
necessarily included in every system.
Lifting axle control is used to control the position of the
lifting axle(s). For this purpose, ECAS decides whether
the lifting axle(s) has (have) to be down or raised. It is
disturbance factors - usually changes in the load which make it necessary to control the lifting axle(s).

These factors have to be determined by way of trials on

the vehicle. Like the other parameters, they lie within
the scope of responsibility of the vehicle manufacturer.
After the KP-values have been finally determined for
front and rear axle and stored in the ECU, the vehicle is
taken to a level which is below the tolerance band for
reference value.
If the driving level is reached without any excessive
oscillation and without repeated pulsing of the solenoid
valve, the setting for the reference level tolerance and

With ECAS, a maximum of two lifting axles can be

separately controlled. Experience has shown that
vehicles with one lifting axle are more common. For this
reason, the control of one lifting axle will be explained
in order to illustrate the basic principle. Two separately
actuated lifting axles are treated as one axle for this
purpose. Having to separately control two lifting axle is
the exception rather than the rule. This control principle
is based on one lifting axle and is explained below.

Shorter pulse times would jeopardize the

switching process of the solenoid valve at
temperatures below - 40C.

14

Control Algorithm

ECAS

5.

General Comments on Lifting Axle Control

- such pressures have been marked with an asterisk (*).

The subject of "lifting axle control" also includes subjects

like "traction help" and "overload protection". These will
also be covered in this context.

Controlling the position of the lifting axle is based on the

pressure in the supporting bellows on the leading axle,
this is picked up by one pressure sensor on the
supporting bellows. The pressure reading is compared
by the ECU to different reference values. These
reference values can be defined as part of the
commissioning process for the ECU. These reference
values determine the following limits:

Lowering or raising pressure for the lifting axle,

Maximum permissible traction help pressure,

Maximum permissible load pressure.

Thus every pressure value has a certain condition of the

axle assembly allocated to it.
5.2.1

Control Algorithm for Lifting Axle Control

(one Lifting Axle)

The thick line in the diagram (Fig. 3) shows the curve for
the supporting bellows pressure on the trailer's leading
axle as a ratio of the trailer's load. As the trailer is being
loaded or unloaded, this line passes through different
important points. Some of the pressures in the
supporting bellows on the leading axle have to be stored
in the ECAS system as part of the procedure for setting
the parameters. Other pressures are the result of
reactions of the lifting axle and can thus not be influenced

Proper lifting axle control requires a sufficient supply

of compressed air and power.

For the purposes of the comments below, please

imagine a tanker semi-trailer or trailer would be
continuously filled with, or drained of, a liquid ( Fig. 3).
1. The filling process begins in Point . The trailer has a
unladen weight mEmpty. This unladen weight is the
combination of:
Mass of the trailer's superstructure and
the lifting axle mass proportion mLA.
The corresponding supporting bellows pressure
pEmpty is shown on the reference plate for the load
sensing valve.
2. The filling process which now begins increases the
weight on the trailer until Point is reached. At this
point, the lifting axle is lowered. Let us call the
corresponding supporting bellows pressure pLA Lower
this being the lowering pressure for the first lifting
axle. The supporting bellows pressure has to be
stored in the ECU when the parameters are set. The
standard value for this pressure is the permissible
nominal value p100% of the pressure in the supporting
bellows when the vehicle is fully laden. This value is
also shown on the reference plate for the load sensing
valve. The lowering pressure for the lifting axle can
also be selected at a point which is lower than the
permissible nominal pressure if the customer
considers this necessary.

p Overload
pB2 = p130%

Supporting Bellows Pressure

p130%

Traction Help Limit Pressure

mLA

p A2 < p 130%
p LA LOWER
mLA

= p100%
p*LA UP

p* LA RAISE
p LA DOWN

Limit of Unladen
Weight Bellows
Pressure

Mass Proportion of the Lifting Axle mLA

Fig. 3

moverload

permissible

mMax.

mLA1 LOWER

m*LA UP
m*LA RAISE

mLA Down

mEmpty

pEmpty

Axle Load of
Leading axle

Lifting Axle Function for Trailers with one Lifting Axle

15

ECAS

Control Algorithm

3. When the lifting axle has been lowered, the load

values change. The load is reduced by the lifting axle
mass mLA. The pressure in the leading axle's
supporting bellows also falls as the axle load is
distributed across the supporting bellows of the main
and lifting axles. The bellow pressure curve runs from
Point to Point . The resulting pressure in the
supporting bellows, p*LA DOWN, thus cannot be
influenced by the user.
4. As the tanker is filled further, the pressure in the
leading axle's supporting bellows again rises to its
maximum permissible value, Point .
5. It goes through the maximum permissible pressure
for the bellows on the supporting axle when traction
help is activaded, p 130% Point .
6. Finally it reaches a pressure p Overload
overload protection commences.

at which

7. Overload protection means that when this pressure

pOverload is reached, the pressure in the supporting
bellows of all axles which are in contact with the
ground is reduced and the vehicle's superstructure is
lowered until it sits on the buffer, Point . This is to
prevent the vehicle being driven as long there is an
excessive load on the superstructure. Any further
increase in the load takes place while the supporting
bellows are evacuated. The ECU must be informed of
the pressure value for p Overload. For this purpose, the
axle manufacturer's data and any legal provisions on
the vehicle's weight must be taken into account.
8. The supporting bellows will not be filled again until the
axle load falls below the pressure pOverload once more,
e.g. as a result of unloading the vehicle or of reducing
the pressure. That means, when the pressure in the
supporting bellows is reduced when locked at Point
. Switching the ignition OFF and ON again is
sufficient to fill the supporting bellows.
9. Continuing with the above example, the pressure in
the supporting bellows falls below when more
liquid is drained from the vehicle's superstructure 3a .
At this point the pressure in the supporting bellows on
the leading axle is so low that it makes sense to raise
the lifting axle. Let us call this pressure in the
supporting bellows on the leadind axle p LA Raise. It has
to be stored in the ECU as part of the procedure for
setting the parameters.

16

For proper Functioning of this Feature, the following

Rules must be observed:
pEmpty < pLA Raise < pLA Lower < p130% < p Overload
(control condition)
pLA Lower p100%
pLA Raise = 0,9 * pLA Lower * (number of nonraised axles/
total numer of axles) at 2 lifting axles working in
parallel 0,8 *...
If these requirements are not taken into account,
malfunctions of the lifting axle (e.g. continuous
raising and lowering) may occur.
10. When the raising pressure has been reached, the
lifting axle is raised and the supporting bellows on the
leading axle alone support the axle load. The lifting
axle mass proportion m LA now again forms part of the
load. The pressure curve for the supporting bellows
runs from 3a to 2a where the resulting pressure in the
supporting bellows p* LA UP cannot be influenced.
11. Now the unloading process has been fully
completed, the pressure curve for the supporting
bellows is once again at point .
Summary
The user can set up the control of a lifting axle, including
overload protection, by setting the following:
Lowering pressure of the lifting axle pLA DOWN
Overload protection pressure pOverload
Raising pressure of the lifting axle pLA UP
These setting pressures are pointed out in fig. 3.
Fig. 4 and 5 show an unloading and loading process for
a semi-trailer with one lifting axle and one with two lifting
axles working parallel.

e.g.
27 t

unladen

e.g.
18 t

e.g.
16.2 t

Parameter 29
Raising the Lifting Axle
pBellows Load x 0.9 x
Number of Non-Raised Axles /
Total Number of Axle x (16)

Fig. 4

e.g.
27 t

laden

Control of one Lifting Axle

Parameter 28
Lowering the
Lifting Axle
pBellows Load x (16)

Rolling Axle Load

5.

Control Algorithm

e.g.
27 t

unladen

laden

e.g.
27 t

ECAS

5.

If traction help and overload protection are to be provided

for an ECAS system, the following rule applies:
1. pLA Lower < p 130% < p Overload (control condition)
2. p130% p100% * 1.3

e.g.
7.2 t

Fig. 5

5.2.2

Parameter 29
Raising the
Lifting Axle
pBellows Load x 0.8 x
Number of Non-Raised Axles /
Total Number of Axles * (16)

Parameter 28
Lower the Lifting Axle
pBellows Load x 16

Rolling Axle Load

e.g.
9t

Control of two Lifting Axles operating in parallel

Traction Help

Generally the traction help facility can be used only if the

pressure in the supporting bellows as shown in the fig. 3
between 3a and can be associated. That means that
the lifting axle must be down. The description follows the
requirements of EC Guideline 97/27/EC (EC 97/27).
Fig. 3 uses two examples, starting at Points A1 and B1 ,
to show how the traction help works for the different load
conditions.
Example 1
In point A1 the pressure in the supporting bellows of the
lifting axle is evacuated completely. The lifting axle is
raised in the process.
One supporting bellows pressure creates itself onto the
leading axle lies on the elongation of the line between
and and is described with A2 . After deactivation of the
traction help, the pressure in the supporting bellows will
once again be as shown in A1 .
The weight resting on the leading axle as a result of
traction help being activated is limited by EC 97/27. The
axle load must not exceed the lower of that laid down by
the axle manufacturer or applicable maximum axle load
as defined by law (in Germany, this is defined in section
34 of the Motor Vehicle Construction and Use
Regulations (StVZO)) by more than 30 %. In addition, it
must be ensured that after activating traction help, the
residual axle weight on the front axle of the motor vehicle
is more than 0.
The maximum permissible pressure in the supporting
bellows on the leading axle when traction help is
activated, i.e. p130%, which meets these requirements
must be stored in the ECAS-ECU when the parameters
are set. To allow the system to actuate in condition, a
control range Dp130% must be stored in the ECU within
which limiting pressure for the traction help, p130% is
controlled.

3. p130% = pLA Lower * 1.3

The control range Dp130% is only effective below p130%.

According to applicable law, traction help may only

be effective at speeds below 30 km/h.

Example 2
The second example shows the behaviour when the
traction help limiting pressure p 130% is reached. Starting
at B1 the process of evacuating the supporting belows of
the lifting axles begins again. When the traction help
limiting pressure is reached, evacuation of the lifting
bellows stops and the pressure in the supporting bellows
of the leading axle does not increase any further B2 . In
this case, the lifting axle stays down. The excess load is
taken up by the supporting bellows of the lifting axle.
After deactivation of the traction help, the pressure in the
supporting bellows will once again be as shown in B1 .
To summarize, the following values have to be stored in
the ECU for the traction help facility:
max. permissible pressure in the leading axle's
supporting bellows when traction help is activated
p130% (traction help limiting pressure),
Control range Dp130% ("pressure hysteresis"),
Limiting speed for traction help.
In addition, parameters can be set for the times
applicable to the length of actuation and the intervals
between actuations. However, these parameters are of a
subordinate nature for traction help control as such.
Example calculation
This example shows lifting axle control being set for one
lifting axle on a 3-axle semi-trailer with ABS-VCS/ECAS.
The reference plate for the load sensing valve shows that
the bellows pressure p Empty for the unladen vehicle is 0.7
bar and p100% is 4.7 bar for the laden vehicle. The
lowering pressure for the lifting axle pLA Lower is to be
equal p100%. If we follow the rules for the traction help and
the overload pressure, we arrive at the following
pressures:
pEmpty = 0.7 bar
pLA Lower = p 100% = 4.7 bar
p130% = 4.7 bar x 1.3 = 6.11 bar
pLA Raise = 0.9 x 4.7 bar x 2/3 = 2.82 bar
The control condition is being met, because 0.7 bar <
2.82 bar < 4.7 bar < 6.11 bar applies.

17

5.

ECAS

Control Algorithm

Such a calculation is used to establish standard values.

These may be adjusted individually although the control
conditions have met in order to ensure proper operation.
5.2.2.1 Trailing Axle Control (Manoeuvring Aid)
If traction help is used to reduce the load on an axle and
to shift it to the driving axle of the motor vehicle in order
to improve its traction. A manoeuvring aid has a different
purpose. It is used on the very rear axle of a semi-trailer
to:
Reduce tyre wear,
Achieve tighter turning circles by manoeuvring at low
speeds.

This is sufficient for some applications and is a viable

substitute for an expensive steering axle.
The pneumatic and electrical circuits for such
applications are shown in diagrams in chapter 12
"appendix".

Pneumatic Port 25 leading to the lifting bellows is closed

for this purpose.
To reduce the load on the axle only when manoeuvring
aid is active and to allow it to stay in contact with the
ground at all times:

Select Parameter 29 (raising the lifting axle) an even

lower value is selected (50% of Parameter 28); these
values are stored in counts.
The manoeuvring aid also uses the same time, speed
and pressure monitoring processes as the traction help:
Set all other parameters as for a conventional traction
help system.

For 3-axle semi-trailer, the combination of a traction

help on the first axle and a manoeuvring aid on the
third axle is also shown in the annex.

5.2.3

Before describing how two separate lifting axles are

controlled, the following basic facts must be mentioned:
The 1st lifting axle is usually actuated by the block of
ECAS solenoid valves for rear axle/lifting axle. This is the
lifting axle:
which is served from plug-in connector X19/X20 on
the ECU.
which is the second axle to be lowered when the
unladen vehicle is being loaded.

p Overload
p 130%

Traction Help Limit Pressure

p LA LOWER
= p100%

Supporting Bellows Pressure

Control Algorithm for Lifting Axle Control

(two separate Lifting Axles)

Mass Portion of
Lifting Axle m LA1
mLA2

p*LA1 UP
p*LA1 RAISE
mLA2

p*LA2 UP
p LA1 DOWN

mLA1

p*LA2 RAISE
p

LA2 DOWN

Switching Theshold for Raising both Lifting Axles

Fig. 6

18

Lifting axle function for trailers with two separately controlled lifting axles

permissible

mMax.

mLA1 LOWER

m*LA1 DOWN

m*LA1 UP

mLA1 DOWN

mLA2 LOWER

m*LA2 RAISE

m*p LA2 UP

mLA2 DOWN

mEmpty

p LA1+2 DOWN
pEmpty

Axle Load
of the
Leading
Axle

mOverload

Select Parameter 28 (lowering the lifting axle) which

lies below the empty bellow pressure for the vehicle.

Control Algorithm

which is the first axle to be raised when the vehicle is

being unloaded.

whose load is reduced when traction help is activated.

The arrangement and the function of the 1st lifting axle

are similar to those of systems with one lifting axle only.
The 2nd lifting axle is always actuated by a separate
spring-returned valve. This is the lifting axle which:

ECAS

both lifting axles are down (e.g. with ignition OFF), they
are both raised simultaneously. Above that switching
threshold and below the raising pressure for the 2nd
lifting axle, it is the 2nd lifting axle which is raised first,
followed by the 1st lifting axle being raised after a delay
of 15 seconds.
For properly setting the pressure parameters for raising
and lowering the lifting axles, the following rules should
be adhered to:
1. pEmpty< pLA1+2 Raise < p LA2 Raise < pLA1 Raise < pLA Lower <
p130% < pOverload (control condition)

is served from plug-in connector X16 on the ECU.

is the first axle to be lowered when the unladen

vehicle is being loaded.

is the second axle to be raised when the vehicle is

being unloaded.

2. p130% p100% x 1.3

is not actuated when traction help is activated.

3. p130% = pLA Lower x 1.3

Lifting axle control with two separated lifting axles is

based on a lifting axle control with one lifting axle. The
behaviour of the 1st lifting axle when two separate lifting
axles are to be controlled is identical to that of the system
for controlling one single lifting axle.

4. pLA Lower p100%

In both cases, the 1st lifting axle is actuated by the block

of ECAS solenoid valves.

7. pLA2Raise = p LA1+2 Raise + 0.5 bar

In the form of the bold line, the diagram (Fig. 6) shows the
course of the pressure in the supporting bellows on the
trailer's leading axle as a function of the trailer's load.
For systems with two lifting axles, a system for one lifting
axle is extended in such a way that as the vehicle is been
loaded, the second axle is lowered first when the
lowering pressure has been reached. ECAS will then
check for 30 seconds whether the pressure remains
below that lowering pressure level. If this is not the case,
the 1st lifting axle is also lowered after a delay of 15
seconds. In all other respects, the control process is
similar to that described for systems with one lifting axle
only.
No essential changes are required for utilizing the
traction help. It is the 1st lifting axle which takes over this
function.
When the vehicle is being unloaded, the 2nd lifting axle
is raised last.
The raising pressure selected for the 2nd lifting axle must
be smaller than that for the 1st lifting axle as it is to be
raised after the 1st lifting axle. The function of the 2nd
lifting axle is achieved between the time when the vehicle
is empty and the time when control of the 1st lifting axle
takes place.
A pressure must be defined in the range between empty
bellows pressure and the raising pressure for the 2nd
lifting axle as the switching threshold for raising both
lifting axles. If the pressure falls below that threshold and

5.

5. pLA1 Raise = 0.9 x pLA Lower x (number of non-lifted

axles/total number of axles)
6. pLA1+2 Raise = 0.8 x pLA Lower x (number of non-lifted
axles/total number of axles)
After unloading, the pressure curve for the supporting
bellows is once again at Point .
Summary
The user can establish control for two lifting axles,
including traction help and overload protection, by
entering the following:
Overload protection pressure pOverload
Traction help pressure p130%
Lowering pressure for lifting axles pLALower
Raising pressure for 1st lifting axle pLA1Raise
Raising pressure for 2nd lifting axle pLA2Raise
Raising pressure pLA1+2 Raise at which both the 1st and
the 2nd lifting axles are raised.

The basic conditions for properly establishing lifting

axle control must be taken into account.

Example calculation
This example shows the setting for lifting axle control on
a 3-axle semi-trailer with ABS-VCS/ECAS for two
separate lifting axles.
The reference plate for the load sensing valve shows that
the bellows pressure p Empty for the unladen vehicle is 0.7
bar and p100% is 4.7 bar for the laden vehicle.
The lowering pressure for the lifting axle p LA Lower is to be
equal p 100%. If we follow the rules above, for properly
setting the pressure parameters for raising and lowering
the lifting axles, the following pressures values are
achieved:

19

ECAS

5.

Control Algorithm

pEmpty = 0.7 bar

Such a calculation is used to establish standard values.

pLA Lower = p100% = 4.7 bar

p130% = 4.7 bar x 1.3 = 6.11 bar

pLA1 Raise = 0.9 x 4.7 bar x 2/3 = 2.82 bar

pLA1+2 Raise = 0.8 x 4.7 bar x 1/3 = 1.25 bar

pLA2 Raise = 1.25 bar + 0.5 bar = 1.75 bar

These may be adjusted individually although the control

conditions have met in order to ensure proper operation.
Fig. 7 shows the unloading and loading of a vehicle with
two separate controlled lifting axles.

The control condition is being met, because 0,7 bar <

1,25 bar < 1,75 bar < 2,82 bar < 4,7 bar < 6,11 bar
applies.

e.g.

e.g.
27 t

laden

27 t

unladen

Lifting Axle 2
Lowering
Parameter 28

Lifting Axle 2
Raising
Parameter 46
e.g.
7.2 t

Fig. 7

9t

pBellows Load x (16)

pBellows Load x (16)

Control of two Lifting Axles operating separatly

The switching point for simultaneously raising lifting

axles 1 and 2 (Parameter 45) lies below raising lifting
axle 2 (Parameter 46)

20

e.g.

Lifting Axle 1+2 Raising Parameter 45

pBellows Load x 0.9 x

pBellows Parameter 45 + 0.5 bar x (16)
Number of Non-Raised
Axles / Total Number x (16)

e.g.
18 t

Axle Load

e.g.
16.2 t

Lifting Axle 1 Lowering

Parameter 28

Lifting Axle 1 Raising

Parameter 29

pBellows laden x 0.8 x Number of Non-Liftable Axles /

Number of Axles x (16) (only when the whole load is put
down abruptly or unladen vehicle + ignition ON)