ECAS

in the Towing Vehicle

System Description
(Function, Configuration and
Components)
Commissioning and Diagnosis
(Calibration and Setting Parameters)
Safety Concept

1st Edition

Ó© Copyright WABCO 2002

Vehicle Control Systems

An American Standard Company

8150004073
The right of amendment is reserved
Version 001/09.02
 ECAS Table of Contents

Table of Contents
1. Introduction 3 9. Commissioning and Diagnosis 82
1.1 Scope of Application 4 9.1 General Information 82
2. System Functions 4 9.2 Description of the Program Card 84
2.1 Reference Level Control 5 9.3 Diagnostic Card Overview 86
2.1.1 Normal Level 6 9.4 Diagnostic Software 88
9.4.1 Diagnosis with the DC 88
2.1.2 Normal Level 6
9.4.2 Diagnosis with the PC 89
2.1.3 Normal Levels II and III 6
9.5 Setting Parameters 89
2.1.4 Memory Level 6
9.6 Explanation of Parameters 91
2.2 Height Limitation 7
9.6.1 Device Address Parameters 91
2.3 Lateral Stabilisation 7
9.6.2 Option Parameters 91
2.4 Lifting Axle (Trailing Axle) Control 7
9.6.2.1 Option Bits 4x2 (also 6x2) 91
2.5 Zero Point Offset 7
9.6.2.2 Option Bits 6x2 (additional) 95
2.6 Traction Help 7
9.6.2.3 Option Bits 6x2 DV (additional) 98
2.7 Overload Protection 8
9.6.2.4 Option Bits 4x2/6x2.
2.8 Tyre Deflection Compensation 8
CAN (additional) 101
2.9 Control of Load-Sensing Valve 8
9.6.3 Value Parameters 102
Crane Operation 8
2.11 Pressure Control with
Lifting/Trailing Axle 9 10. The Calibration Process 112
3. Basic Operation. 11 10.1 Height Sensor Calibration 112
10.2 Pressure Sensor Calibration 114
4. Control Algorithm. 12
4.1 For Level Control 12
11. The Calibration Process 116
4.2 For Level Control 16
4.3 Traction Help 18 11.1 Troubleshooting 118
5. Tyre Deflection Compensation 20
6. System Configuration 22
7. Components. 24
7.1 Sensors 24
7.1.1 Height Sensor 24
7.1.2 Pressure Switch 441 014 ... 0 26
7.1.3 Pressure sensor 441 040 003 0 26
7.1.3.1 Pressure sensor 441 040 007 0 27
7.2 Electronic Control Unit (ECU) 28
7.3 ECAS Solenoid Valve 38
7.4 Remote Control Unit 51
8. Brief Description of the Individual
Systems 54

2
 Introduction
1. Introduction
Air suspension systems have been used on motor vehi-
cles since the fifties – especially on buses. Such systems
have been highly successful, not least because they
clearly improve ride comfort.
On trucks and trailers, air suspension systems are being
increasingly used, particularly on vehicles designed to
carry heavy loads. The main reasons for this are the de-
sign criteria for the chassis. Steel suspension systems
are set up for the laden condition. However, static loads
can vary significantly on the towing vehicle's rear axle.
This can cause problems when the vehicle is unladen or
partially laden – the suspension behaviour deteriorates.
In addition, ride comfort plays an important part, not only
on buses.
In summary, the benefits of air suspension systems over
leaf spring suspension systems are given below:
– The whole of spring travel is available for balancing
dynamic axle load cycles; static axle load cycles are
compensated by means of pressure changes in the
supporting bellows, 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 – scarcely any rolling noise of
the vehicle is transmitted.
– The axle load distribution is precisely defined; this
improves braking performance and steerability and
considerably extends the life of the vehicle's tyres.
– Accurate load-dependent control of the compressed-
air braking system by using the bellows pressure as
the actuating pressure for the load-sensing valve.
– Constant vehicle height 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 for lateral forces (e.g. in curves)
– Protecting the road surface.
The following disadvantages apply to previous conven-
tional air suspension systems as compared to leaf spring
suspension systems:
– More expensive system.
– More complicated axle systems due to the use of
axle steering and axle stabilisers.
ECAS 1.
– A large number of parts due to numerous pneumatic
components.
– Significant wear of control valves due to constant
increase or decrease in pressure; shorter life due to
continuously alternating stress.
After the control system was initially designed with me-
chanically operating air suspension valves, electro-
mechanic control systems were developed soon
afterwards. 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 electronic control unit has achieved
major improvements over the conventional system.
ECAS stands for
Electronically
Controlled
Air
Suspension
ECAS is an electronically controlled air suspension sys-
tem with a large number of functions included in the sys-
tem.
Unlike mechanically controlled air suspension systems in
which the valve which measures the height also controls
the air bellows, ECAS achieves control by means of an
electronic control unit (ECU) which actuates the air bel-
lows via solenoid valves, using information received from
sensors. As a result, the straightforward proportional re-
sponse of the controller – in which the controller reacts
immediately after every change in the reference value –
has been transformed into a delayed proportional/differ-
ential response. In this case, the controller alters its ad-
justment speed according to the change in the reference
value.
In addition to controlling the vehicle's level, the ECU, to-
gether with switches/buttons and/or 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 con-
ventional means.
ECAS essentially operates only when the ignition is on.
However, stand-by operation can be activated. This
means a particular superstructure height is maintained
after the ignition has been switched off.
3
2. ECAS System Functions
The first ECAS systems in towing vehicles were intro-
duced in the mid eighties. Since then, the number of sys-
tem variants has increased markedly as a result of
functional improvements, proprietary system adaptations
and rationalisation measures. This booklet attempts to
give an impression of the topic of ”ECAS in towing vehi-
cles“.
1.1 Range of application
A few general comments about the system:
For the towing vehicle manufacturer, ECAS represents a
system for product (e.g. vehicle) improvement. However,
as far as the customer and the workshop personnel are
concerned, it also means that changes to the system re-
quire the manufacturer's approval.
Only one ECAS system is allowed to be fitted in the tow-
ing vehicle; it is not allowed for it to be combined with oth-
er air suspension control systems, since the possibility of
dangerous interactions cannot be excluded.
2. System Functions
Before the system functions for achieving the above sys-
tem benefits are explained, please note the following ba-
sic definitions to facilitate comprehension. The terms
printed in bold letters are used repeatedly in this docu-
ment:
Towing vehicles can have different types of axles:
– TAGDriven axleTAG (also: Driven axle (also: drive
axle, live axle or main axle) refers to the axle which
is always on the ground and cannot be steered.
Every towing vehicle has a driven axle, which is
usually the rear axle. If a vehicle only has air
suspension on the driven axle, it is referred to as a
vehicle with partial air suspension.
– As a rule, the front axle is the axle on a vehicle which
can be steered. If a vehicle has air suspension on the
front and rear axles, it is referred to as a vehicle with
full air suspension.
– The lifting axle is an axle which is usually combined
with the driven axle to form one axle assembly. When
the vehicle exceeds a defined axle load on its driven
axle, the lifting axle is lowered and can then be raised
again when an axle load falls below a defined level.
– The trailing axle is an axle which is also usually
combined with the driven axle to form one axle
assembly. Typical examples include dummy and
4
The structure of the ECAS system is defined by a selec-
tion of circuit diagrams (see chapter 8 ”Brief Description
of the Individual Systems“). Only the information con-
tained in the circuit diagrams checked by the vehicle
manufacturer or WABCO are allowed to be used for work
on the ECAS system. Other circuit diagrams may be in-
correct and only intended as general information.
The use of any components other than those shown in
the circuit diagrams (cables and wiring, valves, sensors,
remote control units), the inclusion of any appliances by
other manufacturers in the system or the implementation
of functions other than those described above require the
consent of the vehicle manufacturer or WABCO.
If you have any questions regarding this issue, please
first contact the service team of the particular vehicle
manufacturer. It goes without saying, however, that the
WABCO service team (Technical Customer Service) will
be happy to help you with any technical inquiries.
steering axles. In contrast to the lifting axle, they
cannot be raised; they can only have their load
reduced. The advantage compared to a lifting axle is
that the mass of the axle is not added to the
superstructure weight. However, tyre wear can be
expected to be higher, which is a disadvantage.
Air suspension systems (i.e. not only ECAS) use two ba-
sic types of air suspension 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 proportionate
to the applicable wheel load while the vehicle is being
operated. The supporting bellows of raised axles are
either depressurised or only have a slight residual
pressure in order to avoid damage to the bellows.
Supporting bellows are found on all the types of axles
described above.
– Lifting bellows are firmly connected to a lever
system of the lifting axle and make it possible to raise
or lower that lifting axle when the pressure exceeds
or falls below a defined limit pressure in the
supporting bellows of the axle assembly's driven
axle. Upon that exist e.g. hydraulic systems which
carry out this function.
 System Functions ECAS 2.
ECAS is a control system consisting of at least one con- functions can be implemented. Furthermore, it should be
trol circuit (see Fig. 1 below). A reference value (refer- noted that functions may differ from one manufacturer to
ence variable w) is specified in a control circuit. A another although the system may be the same.
sensor (measured value sensor) is adapted to the sys-
tem using a calibration process when the system is tak- 2.1 Controlling the Reference Levels
en into operation. This sensor records the actual value
(feedback variable r) of the system and sends it to an
The reference level is the reference value for the dis-
electronic control unit (abbreviated below as ECU). The
tance between the vehicle's superstructure and the axle.
ECU compares the actual value to the reference value
It is defined by calibration, by setting parameters or by
and, in the event of a deviation (system deviation e), i.e.
selecting the value using a remote control unit or buttons/
the actual value lies outside a defined reference range,
switches.
triggers levelling to the defined value in the suspension
bellows via an actuator.
Correcting a reference level is one of the basic functions
of ECAS. If a certain tolerance range is exceeded, or
Reference values can be certain distances (levels) of
when the information received for the reference value
the vehicle's superstructure above the road surface, or
changes, a solenoid valve which acts as an actuator is
more accurately above the vehicle's axle, or axle-load
activated, and the pressure in the supporting bellows is
vehicle conditions (e.g. traction help, limit pressures for
increased/decreased until the actual level is similar to the
lifting axle control, etc.).
reference level.
These reference values are transmitted to the ECU either
Unlike conventional air suspension systems, ECAS con-
by the vehicle manufacturer defining them by setting pa-
trols not only the driving level but also any other specified
rameters and by calibration, or by the user of the sys-
level. Thus a level which is set for loading or unloading
tem by way of buttons/switches or a remote control unit.
work is assumed to be the reference level, and may be
corrected accordingly.
Now let us consider the scope of applications offered by
ECAS. However, it is important to bear in mind that
Differentiating between static and dynamic changes
not all the functions described in this document have
in the wheel load
to be available, depending on the type of system
used. The type of system determines whether or not the In contrast to conventional air suspension systems,

reference system controller output execute

value w deviation e variable yR variable y disturbance variable z

comparable
controlled variable x
device
contol
actuator modulator
+ - device

Controller actuating device

controlled system

Measuring
Device
control system

feedback variable r

Fig. 1: The control loop – basis of ECAS control

5
2. ECAS System Functions
ECAS can receive and evaluate speed information. This
means it is capable of differentiating between static and
dynamic changes in the wheel load.
This differentiation allows the system to react optimally
based on existing requirements.
Static wheel load changes occur if the vehicle's loading
state changes when it is stationary or moving at slow
speed; this is referred to as loading/unloading. This re-
quires the reference value in the corresponding air sus-
pension bellows to be checked at short intervals, and
adjusted if necessary by increasing or reducing the air
pressure. ECAS does this by performing checks at brief
intervals (e.g. 1s).
Dynamic wheel load changes are principally caused by
unevenness in the road surface, cornering, braking and
accelerating. They occur during driving, i.e. at v > 0
km/h. They are usually balanced by the spring behaviour
of the supporting bellows. In this case, pumping air into
or venting air from the bellows would not be desirable be-
cause only shut-off bellows have a virtually consistent
spring action. As a result, ECAS adjustment when the ve-
hicle is driving is only required in order to compensate for
any leakage which may be occurring. For this reason, the
reference value is checked at much greater intervals
when the vehicle is travelling at speed – usually every 60
seconds.
In this way, it is largely possible to avoid unwanted cor-
rections of dynamic wheel load changes during braking,
so no air is pumped into or vented from the bellows.
2.1.1 Normal Level
With Normal Level (also: known as the driving level or
ride height) is the level to be achieved when the vehicle
is being driven – i.e. at higher speeds. A maximum of 3
normal levels can be set for ECAS.
2.1.2 Normal Level I
Normal level I is the reference level defined by the vehi-
cle manufacturer for driving under normal conditions.
This normal level is the basis for the dimensions of the
vehicle's overall height – it is important here to take the
legally permitted maximum into account – and the vehi-
cle's theoretical centre of gravity – this being a reference
value for computing the vehicle's braking system. As a
result, normal level I is of particular importance com-
pared to the vehicle's other normal levels. In short, it is a
basic design parameter for that vehicle and describes its
design position.
6
This reference value for this normal level can only be
stored in the system by way of the calibration process.
During operation, normal level I is set using the remote
control unit or buttons/switches and/or when a limit
speed is exceeded.
The values for the actuation switch points can be defined
when the parameters are set.
2.1.3 Normal Levels II and III
These normal levels are reference levels which can be
set during driving and are different from normal level I.
This may be necessary for lowering the superstructure in
order to reduce fuel consumption as well as for improving
lateral stability at higher speeds. As a result, the height of
the tractor/trailer combination as a whole can be adapted
by changing the normal level.
Lowering the superstructure as a function of 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 travel to be utilised.
It may very well be sensible to increase the normal level
for off-road applications. Such a normal level can be set,
for example, using switches.
The values of these normal levels are stored in the sys-
tem by way of setting the parameters and are defined as
the variance from normal level I.
During operation, this normal level can be set either by
means of switches or on the basis of the vehicle's speed.
The values for the type of and the switching points for ac-
tuation are defined when the parameters are set.
2.1.4 Memory Level
The memory level is a reference level for loading or un-
loading a vehicle, while it is stationary or moving at a slow
speed in order to set a level for the superstructure which
is useful for loading or unloading the vehicle. The mem-
ory level can be specified by the driver of the vehicle and
changed at any time. Once defined, the system will store
any memory level until it is changed by the user, i.e. even
when the ignition has been switched off.
The use of the memory function requires a remote con-
trol unit. Two different memory levels can be used with
ECAS. The memory level applies to the whole of the ve-
hicle.
 System Functions
2.2 Height Limitation
The ECU automatically cancels any change in the level if
the values for the upper height limit specified during cal-
ibration have been reached. More precisely, ECAS stops
raising the superstructure slightly before the calibrated
top stop is reached. This is so the rubber buffers and the
limits of tractive force (e.g. bellows, rebound straps) are
not overstressed.
Unloading is detected and the original reference level is
set, so that the traction stops are not stressed.
2.3 Lateral Stabilisation
For vehicles in which an uneven axle load distribution is
to be expected (e.g. loading on one side), it is possible to
set different pressures in the supporting bellows of one
axle by having two control circuits.
In vehicles with an even load (e.g. road tankers), this is
not absolutely necessary.
2.4 Lifting Axle (Trailing Axle) Control
When the vehicle is stationary, its lifting axle will auto-
matically be lowered (or weight shifted to the trailing axle)
when the loading of the vehicle results in the permitted
axle load of the driven axle being exceeded. The corre-
sponding signal reaches the ECU from the pressure sen-
sor or pressure switch at the one of the supporting
bellows of the driven axle. The lifting axle cannot auto-
matically be lowered when the vehicle is in motion, even
when pressure spikes occur.
standard driving
RA LA
Traction help drive power
Axle load Normal drive power
Fig. 2: Axle load and drive power variation with traction help
ECAS 2.
The lifting axle status is maintained when the vehicle is
parked and the ignition switched off. This means if a lift-
ing axle is raised, it remains raised.
In certain systems with a pressure sensor, the lifting axle
can be lowered and also raised automatically after the
vehicle has been unloaded. The term used for this is "ful-
ly automatic lifting axle".
Only automatic lowering takes place if the system is
equipped with a pressure switch. In that case, the lifting
axle must be raised manually using the ECAS remote
control unit or a separate button/switch.
The traction help function can only be used when the fully
automatic lifting axle is activated.
2.5 Normal level shift
If this function is activated, the reference level of the driv-
en axle is automatically increased when the lifting axle is
raised. This is in order to increase the clearance for the
lifting axle wheels.
2.6 Traction Help
It is possible to implement a traction help function in 6x2
vehicles given a sufficiently heavy load. By reducing the
pressure in the lifting axle supporting bellows and/or rais-
ing the lifting axle, the load on the driven axle of the tow-
ing vehicle is increased. The objective in doing this is to
increase the tractive effort.
The traction help function is activated using a switch con-
tact.
traction help
RA LA
Increased axle load
7
2. ECAS System Functions
The traction help mode is split into 4 groups:
– ”Germany“ type
The traction help can be activated for max. 90
seconds using a button. After these 90 seconds have
elapsed, activation of the traction help is blocked for
at least 50 seconds. The traction help is
automatically deactivated if a specified speed (max.
30 km/h) is exceeded. The tractive force increase is
specified, but is not allowed to be more than 30 %
above the permitted driven axle load.
– ”EC“ type
(also: also referred to as ”Outside Germany“)
The traction help is activated using a button and the
time duration for activation is unlimited. Once the
traction help procedure had been terminated, it can
be reactivated immediately. The traction help is
automatically deactivated if a specified speed (max.
30 km/h) is exceeded. The tractive force increase is
specified, but is not allowed to be more than 30 %
above the permitted driven axle load.
– ”Nordic“ type
The traction help is activated using a switch and the
time duration for activation is unlimited. Once the
traction help procedure had been terminated, it can
be reactivated immediately. The traction help is
deactivated when the switch is moved back to its
initial position (exception: 6x2 vehicles with ECAS-
CAN – see the brief description of the ECAS 4x2/6x2
CAN system). The tractive force increase is
specified, but is not allowed to be more than 30 %
above the permitted driven axle load.
– Manual traction help (only 6x2 DV vehicles with
pressure proportional control – see the brief
description of the 6x2 DV system).
The required traction help mode can be specified by the
vehicle manufacturer using a code set on certain pins in
the electronic control unit, or alternatively the mode can
be programmed into the electronic control unit by setting
parameters.
This takes account of the applicable national legal provi-
sions (with/without time, speed and load limits, with/with-
out forced interval).
The entry into force of EC directive
97/27/EC will lead to changes here.
2.7 Overload Protection
Overload protection can be implemented by specifying a
maximum permitted supporting bellows pressure. The
supporting bellows are vented and the superstructure is
lowered onto the buffers whenever this specified limit val-
ue is exceeded as a result of an overload.
8
In order to return the vehicle to normal operation, it must
be unloaded to a sufficient extent that the residual static
axle load requires an air suspension supporting bellows
pressure which is below the maximum permitted support-
ing bellows pressure. When the ignition is switched back
on again, ECAS attempts to inflate the bellows and to re-
store the superstructure to its normal level.
2.8 Tyre inflation compensation
For vehicles with a particularly great overall height, not
only small wheels are used to maintain the vehicle height
required by law, but a very short ride clearance is select-
ed for the empty vehicle. However, as the vehicle is being
loaded, the required ride clearance increases. It is possi-
ble to add the tyre deflection caused by increasing the
load to the possible ride clearance, at the same time as
keeping the overall height of the vehicle constant.
2.9 Control of Load-Sensing Valve
Towing vehicles with air suspension systems and a con-
ventional braking system have a load-sensing valve fitted
which is controlled by the bellows pressure. 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 en-
sue, and with it excessive stopping distances. ECAS
contains a facility for recognising this so that when it oc-
curs, the supply pressure of the air suspension system
would be passed to load-sensing control port 41/42 in or-
der to simulate a full-load situation for the load-sensing
valve.
1
2 psupply-air
4241
2
Load sensing valve
solenoid valve air
bellow
Fig. 3: The circuit for the load-sensing valve function
2.10 Crane Operation
In the case of towing vehicles with superstructure cranes,
a function referred to as the ”crane operation function“
may be beneficial. The background to this function is that
outriggers are deployed in order to operate superstruc-
 System Functions ECAS 2.

traction sequence braking sequence

HA
RA LA HA
RA LA

drive force half loaden brake force full loaden

drive force full loaden brake force half loaden

axle load half loaden

axle load full loaden axle load full loaden
axle load half loaden

Fig. 4: Axle load and drive power variation with pressure equalising control

ture cranes. These outriggers raise the vehicle so that lows pressures in the rear axle unit between the driven
the wheels are no longer in contact with the ground. The and the lifting/trailing axle.
idea is to prevent the force from the crane load passing
through the vehicle's suspension. The distance between Pressure equalising control
the axle and the superstructure increases as the wheels
Pressure equalising control is the original type of sup-
are raised clear of the ground. Normally, ECAS would at-
porting bellows pressure control. The main feature of this
tempt to reduce this distance by venting the bellows. As
control method is that the pressure in all supporting bel-
a result, only the supporting bellows would be vented to
lows of the rear axle unit is the same after the lifting axle
no purpose, and this may result in damage to the bellows
has been lowered/load transferred to the trailing axle.
when the vehicle is lowered back to the ground. ECAS
The supporting bellows of the driving and lifting/trailing
detects this situation and stops venting the bellows be-
axles are interconnected on each side in this arrange-
fore they are completely depressurised.
ment.
Pressure equalising control does not require a lot of com-
2.11 Pressure Control with Lifting /
ponents. The pressure value is ascertained using pres-
Trailing Axle sure switches or pressure sensors in this case.
In 6x2 vehicles with a lifting or trailing axle, and depend-
ing on the functions of the ECAS system, it is possible to Permanently optimised traction control
pursue different control strategies for the supporting bel- In a 6x2 towing vehicle with ECAS, it is possible to control

traction sequence braking sequence

HA
RA LA HA
RA LA

ra - brake force
la - brake force full loaden
drive force
la - brake force half loaden
ra - axle load
ra - axle load
la - axle load half loaden
la - axle load half loaden
la - axle load full loaden
la - axle load full loaden

Fig. 5: Axle load and drive power variation with traction control

9
2. ECAS System Functions
traction sequence
HA
RA LA
drive force half loaden
drive force full loaden
PPC
axle load half loaden
axle load full loaden
Fig. 6: Axle load and drive power variation with pressure proportional control
the axle load distribution in the rear axle unit so that the
driven axle is loaded to 100 % and the lifting/trailing axle
absorbs the residual load. This is referred to as ECAS
6x2 DV (DV is a German abbreviation for pressure pro-
portional control).
This type of control may well prove advantageous when
operating the vehicle on a smooth or slippery surface.
The driving forces which can be transferred to the driven
axle are always high, thereby permitting good traction.
This method of distributing the axle load reduces tyre
wear on the lifting/trailing axle when cornering.
The disadvantage of this configuration lies in the fact that
the braking forces which can be applied through the driv-
en and lifting axles are widely divergent from one anoth-
er. If you assume that both axles are equipped with the
same brake cylinders and the same pressure is applied
to both axles, then the load on the brakes will be different.
The complexity of components for optimum traction con-
trol is greater than that for pressure equalising control.
The pressure values in the bellows are measured by
pressure sensors. The number of pressure sensor fitted
varies depending on the vehicle manufacturer, ranging
from 2 in SCANIA vehicles – 1 pressure sensor on the
driven axle, the 2nd on the lifting/trailing axle – through to
10
braking sequence
HA
RA LA
brake force full loaden
brake force half loaden
PPC
axle load full loaden
axle load half loaden
5 in IVECO vehicles – 2 pressure sensors on each side
on the driven axle and lifting/trailing axle, and 1 pressure
sensor on the lifting bellows.
Pressure proportional control
Pressure proportional control is closely related to opti-
mum traction control. Either of these two control options
can be selected in towing vehicles fitted with ECAS 6x2
DV.
In pressure proportional control, the supporting bellows
pressures on the driven and lifting/trailing axles are con-
trolled according to a defined ratio. It is still possible to
keep the driving force relatively high, while brake wear
can be distributed more evenly between both axles. For
example, this type of control would be extremely suitable
for distribution haulage or long-distance haulage.
The complexity of the components for pressure propor-
tional control corresponds to that for optimum traction
control. The required control method is selected in the
parameter settings.
It is the boundary conditions which determine which of
the two latter options will be selected in a system with the
corresponding equipment.
 Basic Operation ECAS 3.

3. Basic Operation
After the more general description of the system func-
tions, the operation of ECAS will now be looked at in a lit-
tle more detail.
The ECAS control circuit has already been mentioned in
the ”System Functions“ section. This information is now
applied to the actual system. The picture below illustrates
the basic ECAS system.
The basic purpose of ECAS is to balance any control
deviations 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 deviations cause the distance between the
vehicle's axle and its superstructure to change.
ECAS balances these control deviations. This is the
process we call level control.
It is essential to bear in mind that the basic ECAS
function is a height control function (i.e. the distance
between the axle and the superstructure) rather than
a force control function (i.e. bellows pressure).
This measured value is used as the actual value in the
control loop and is sent to the electronic control unit (2).
In the ECU, this actual value is compared with the refer-
ence value specified in the ECU. An actuation signal is
sent to the ECAS solenoid valve (3) if there is a control
deviation (i.e. an impermissible difference between the
actual value and the reference value).
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 volume of the supporting bellows changes
the distance between the axle and the superstructure.
The new distance is again detected by the height sensor,
and the cycle begins again.
Although the remote control unit (5) is now an optional
extra, it is mentioned because it allows the user actively
to change the reference level. Switches/buttons are fre-
quently also used in the towing vehicle to influence the
reference level.

A height sensor (1) attached to the vehicle's superstruc-

ture is connected to the vehicle's axle by a system of le-
vers. It continuously records the distance between the
axle and the superstructure.

Basic operation of the ECAS system

Basic system:
1 Height sensor
Axle – Superstructure

2 Electronic control unit (ECU)

1
3
Distance

3 ECAS solenoid valve

4 2
4 Supporting bellows

5 5 Remote control unit

(optional)

11
4. ECAS Control Algorithm
pulse
nominal level deviation from frequency
(reference value w) normal level (controller output (controller output (execute variable y)
(system deviation e) variable yR2)
comparable
device
Program
+ 2/2 way
-
contol device
ECU
Controller
control system
actual level
(feedback variable r)
4.1 Control Algorithm for Level Control
In level control, the distance between a vehicle's super-
structure and axle is controlled. Level control is the basic
function of ECAS and occurs in every ECAS system. The
distance may have to be corrected by the control system
due to the effect of disturbances or because the refer-
ence value has to be changed. The control circuit itself is
described in the ”System Functions“ section above.
In order effectively to describe how ECAS controls the
levelling process, the basic physics of the air suspension
system are described below.
General comments on the physics of air suspension
The basic problem in any control system when a control
deviation occurs is to determine the best possible re-
sponse time – the time from when the reference value
starts to change up until the time when the actual value
is no longer outside a specified tolerance range for the
reference value (see the diagram on page 14). Until this
is achieved, the control process continues and thus con-
sumes air.
Long control times are the result of slow control adjust-
ments of the actual value to the new reference value. Al-
though this does achieve an excellent control
performance, it also takes some time.
If control times are shorter, the time until the new refer-
ence value is achieved is reduced although this means
that the system's tendency to overshoot increases.
12
current Pneumatic
axle (wheel) load cycles
variable yR1) (disturbance variable z)
Distance
Axle - Superstructure
B/E-valve (controlled variable x)
actuator I modulator
pneumatic
valve(s) part air sus-
actuator II pension
ECAS solenoid valve bellow
actuating device
controlled system
height sensor
Measuring Device
The large nominal width of the ECAS solenoid valves,
which is beneficial for adjusting small differences in ref-
erence values, may be detrimental if the differences in
reference values are greater as the tendency to over-
shoot increases.
As far as the correct design of the pneumatic system is
concerned, the attempt must be made to achieve a pres-
sure drop at the ECAS solenoid valve in every operating
condition. This means the pressure on the reservoir pres-
sure input side must be greater than the pressure at the
bellows pressure output side.
Oscillation damping and damping force
During the control process, the role of the oscillation
damper has to be taken into account as well. Conven-
tional oscillation dampers can be designed for one oper-
ating point only. The damping force for the vehicle is
designed for the upper loading range. As a result, the
proportion of the damping force which also has to be
overcome when there is a reference value change is dis-
proportionately high for vehicles which are empty or only
part-laden. The situation could be improved by having
variable damping control. This is available from WABCO
under the name of ESAC which, however, will not be tak-
en into account in this document. 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
 Control Algorithm
via a small throttling port into another chamber. The re-
sistance this causes is known as the damping force. A
rapid change in the distance between the vehicle's su-
perstructure and the axle also causes this damping force
to rise proportionately. 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 axis
changes, the damping force build-up caused by the
change is distance is superimposed on the reduction in
damping force due to the damper oil overflowing through
the damper valves. The relationship between the damper
force and the velocity with which the superstructure
moves up and down is specified by the damper configu-
ration (e.g. throttle diameter, oil viscosity, etc.)
Now the damping force is a force counteracting the mo-
tion 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
disruptive influence 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 link
ratio must be taken into account. The pressure in the
supporting bellows multiplied by the effective cross-sec-
tional area of the bellows (it cannot be computed directly
from the diameter of the supporting bellows!) counteracts
the wheel load. To a large extent, the pressure in the sup-
porting bellows depends only on the wheel load, not the
level.
If there is a change in the reference value (e.g.by using
the remote control unit), the pressure in the bellows is in-
creased or decreased until the actual value for the dis-
tance between the superstructure and the axle
corresponds to the new reference value. This is a dy-
namic procedure in which the static equilibrium of forces
is briefly disrupted and re-established at the end of this
process.
During raising, for example, it is first necessary to gener-
ate an excess bellows pressure in order to overcome the
inertia of the superstructure (including the applied damp-
er force) and the friction forces in the running gear. A
large amount of excess pressure can lead to the system
overshooting once these resistance forces have been
overcome. The accelerated masses are then decelerat-
ed towards the end of the superstructure movement.
Once the new reference level has been reached, the ex-
ECAS 4.
cess pressure needed for overcoming the aforemen-
tioned resistance values and which has not yet been
dissipated means that there is excessive force present.
As a result, the superstructure is raised beyond the refer-
ence value tolerance range.
As a result, it is important to dissipate the excess pres-
sure in the supporting bellows rapidly once the super-
structure starts to move.
The tendency to overshoot particularly occurs on empty
vehicles because on the one hand the steep static pres-
sure gradient between the supply and bellows pressure
sides within the ECAS solenoid valve causes high flow
rates as the bellows are being filled, and on the other
hand the mass of the superstructure to be moved is
small. Thus the hazard of the control circuit oscillating is
great. An unnecessarily high number of control cycles
takes place in the ECAS solenoid valve. That can reduce
its service life.
On the one hand, the reference value tolerance range
can be widened in order to avoid overshooting. However,
this reduces the repetitive accuracy of a reference value
setting.
If, on the other hand, a specific dimension should be ad-
hered to, the control process must be changed in such a
way that the influx of air is reduced even before the ref-
erence level is reached. This would reduce the speed at
which the superstructure is raised, and the tendency to
overshoot is prevented.
However, other control measures must be employed be-
cause the solenoid valve can only either open or close
the air flow to the supporting bellows by opening and
closing the valve seat, it cannot throttle the air flow.
Either a pulse controller or a intelligent level controller
must be used for this purpose.
Pulse controller
A pulse controller was originally used for the control func-
tion; this involves pulsing the solenoid current of the
ECAS solenoid valve. This pulsing action briefly inter-
rupts the air flow, thereby achieving a throttling effect.
Overshooting is avoided as a result of this throttling ef-
fect.
The terms ”length of pulsing period“ and ”pulse length“
must be explained in order to understand valve pulsing.
(See the diagram ”Example for a control process for a
change in the reference value“ on page 14 for more infor-
mation.)
The length of pulsing period is a fixed value which is sent
13
4. ECAS Control Algorithm

to the ECU when the parameters are set. The beginning Control deviations changing at high speeds cause the
of the pulsing period is assumed to be the actuating pulse length to be reduced.
pulse for the valve solenoid.
The following applies to calculating the pulse length ...
The pulse length describes the length of time for which
... for raising the superstructure with the vehicle at a
the valve solenoid receives the actuating pulse. This val-
standstill:
ue is variable and is re-computed for each pulsing period.
The computation of the pulse length by the ECU is done Pulse length = | Control deviation x KP | - | Speed at
as a ratio of the existing control deviation – i.e. the differ- which control deviation is changing x KD |
ence between the reference level and the actual level
(see diagram). .. for lowering the superstructure with the vehicle at a
standstill and raising/lowering when driving:
This type of control is called ”proportional differential con-
trol“ (or for short: PD control). The control process is Pulse length = | Control deviation x KP |
achieved as a ratio of the control deviation and the speed
at which the control deviation changes. Factors KP and KD in this equation are the proportional
coefficient KP and the differential coefficient KD. These
two values are important for describing the control cycle
Major control deviations cause great pulse lengths. If the
and are stored in the ECU as part of the procedure for
computed pulse length is greater than the stored length
setting the parameters.
of the pulsing period, the valve solenoid is energised
continuously. Thus the change in the control deviation is The pulse length is re-computed for each length of the
at its greatest. pulsing period. A pulse length which exceeds the length
of the pulsing period causes the solenoid to be energised
In order to slow down the subsequent control process continuously (continuous pulse). The shortest pulse
when raising shortly before the new reference value is length provided is 75 milliseconds (0.075 seconds).
reached, the speed at which the control deviation is Short pulse times would jeopardise the switching proc-
changing is analysed and included in the control process. ess of the solenoid valve at temperatures below -40 °C.

Control behaviour with non-pulsed ECAS

solenoid valve (overshoot)
Reference value tolerance range
Vehicle superstructure – vehicle axle

5. contr. dev.

Reference level B
4. control deviation
3. control deviation
2. control deviation

Control behaviour with pulsed

1. control deviation

ECAS solenoid valve

Distance

Reference value step-change

ECAS solenoid valve

Reference level A

ON
OFF
Time [s]
.......pulse period

Length of pulse period

Example for a control process for a

change in the reference value

14
 Control Algorithm
Determining the proportional and differential coeffi-
cients for setting the pulse controller
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.
For this reason, the following section is only intended to
provide information for checking the control quality of the
set control function:
The vehicle is brought to a level which is directly below
the reference value tolerance. The proportional behav-
iour is OK if the normal level is reached without over-
shooting or repeated solenoid valve pulsing. The larger
the KP value, the faster the pneumatic part of the system
performs the control function within the limits of what is
possible in fluid mechanics. Unnecessarily high KP val-
ues increase the tendency to overshoot.
In order to examine the differential behaviour, the control
function is checked using a large reference value change
which has to be compensated for by raising the super-
structure (e.g.bringing the vehicle to its lowest possible
level). After the normal level button on the remote control
unit has been pressed, the superstructure should move
to its normal level without overshooting and without ex-
cessively long pulsing. A single superstructure overshoot
followed by a correction to the reference level is still ac-
ceptable when the vehicle is empty. The tendency to
overshoot can be suppressed by having a well adjusted
differential behaviour. Pulsing of the ECAS solenoid
valve begins sooner as the KD value increases, and thus
the raising process of the superstructure is slowed down.
ECAS 4.
It may be that the system has to be manipulated in order
to improve the control response, because the ascer-
tained KP and KD values do not produce satisfactory con-
trol results within the recommended framework. In such
a case, the cross section of the air flow in the pneumatic
section can be reduced. Usually it is sufficient to fit a
throttle in the air line between the solenoid valve and the
supporting bellows unit(s) of the axle concerned.
Summary
Thus it is concluded that the user can adjust the control
process for the distance between the vehicle's super-
structure and the axle by way of the following settings:
q Length of pulse period T
q Reference value tolerance Ds
q Proportional coefficient KP
q Differential coefficient KD
... Intelligent controller
Another type of controller works intelligently. The sole-
noid valves are not pulsed in this case, which leads to a
longer service life for the ECAS solenoid valves. This
type of control is used in all CAN electronic control units
as well as 4x2/6x2 MAN trucks and 4x2 RVI and DAF
trucks. ECAS learns the overshoot behaviour after the
very first control process. During the following control cy-
cles, the switch-off occurs before the reference level is
reached. Following this, the superstructure ”overshoots“
to finish precisely at the reference level.
15
4. ECAS Control Algorithm

4.2 Control Algorithm for Lifting Axle
Control
Vehicles with a lifting axle can be equipped with lifting
axle control which controls the position of the lifting axle
depending on the axle load on the driven axle – or more
precisely: depending on the bellows pressure in the sup-
porting bellows on the driven axle. It is disturbance fac-
tors – usually changes in the load – which make it
necessary to control the lifting axle position. No means
are provided for the user to change the reference value
actively – in other words changing the switching pres-
sures.
However, a lifting axle which has been raised can always
be lowered manually. The lifting axle can also be raised
in the partly laden condition providing this does not result
in the max. permitted supporting bellows pressure on the
driven axle being exceeded.
The following section always refers to the lifting axle,
however the statements made are also largely applicable
to controlling a trailing axle.
General comments on lifting axle control
The subject of ”lifting axle control“ also includes subjects
like ”traction help“ and ”overload protection“. These will
also be covered in this context.
with pressure switches, the switching pressures are
specified by the pressure switches. In systems with pres-
sure sensors, however, the electronic control unit com-
pares the recorded pressure value with various reference
values which can be specified when the electronic con-
trol system is taken into operation. These reference val-
ues determine the following limits:
– Lowering or raising pressure for the lifting axle
– Maximum permitted traction help pressure
– Maximum permitted load
Thus every pressure value has a certain condition of the
axle assembly allocated to it.
The lifting axle function is explained as shown in the
”Lifting axle function diagram in vehicles with pres-
sure equalising control“ diagram, taking the example
of a road tanker.
The diagram on the following page shows the supporting
bellows pressure profile on the driven axle as a function
of the load on the rear axle unit for a vehicle with pres-
sure equalising control. This profile is displayed as a
thick line. (Neither pressure proportional control nor trac-
tion control is set on the vehicle, in other words the sup-
porting bellows of the lifting axle have the same pressure
applied to them as those of the driven axle when the lift-
ing axle is lowered).

Controlling the position of the lifting axle is based on the During loading or unloading, this line passes through dif-
pressure in the supporting bellows on the driven axle; ferent important points. The pressures in the supporting
this is picked up by one or more pressure switches or bellows of the driven axle at these points are specified to
pressure sensors on the supporting bellows. In systems the ECAS system on the one hand when the parameters

The control loop of the basic and lifting axle function for pressure equalising control

actual pressure Pressure

current impulse sensor
pressure while lowering

+ - la”lower” lifting
Program pneu- bag
valve
pressure while raising
matic
+ - Program la”raising” part lifting
axle
axle load cycles
valve bellow

B/E-valve
deviation from
. nominal level Pneumatic
bellow pressure
2/2 way pneu-
Program
+ - valve matic
part
air
suspen-
nominal level ECAS solenoid sion
ECU valve bellow
actual level current pulse frequency
height
distance Axle -
sensor Superstructure

16
 Control Algorithm ECAS 4.

poverload Overload limit value

Driven axle supporting bellows pressure

Traction help limit load

p130%

pLA DOWN Full-load limit value

= p100%

p*LA UP

p*LA DOWN
p LA UP Mass proportion of the lifting axle mLA
Limit unladen
weight bellows pressure
p unladen
m*1max.(p100%)
m1max.(p100%)

m(poverload)
munladen

m2max.(p100%)
Axle load
m*(pLA UP)
m(pLA UP)

RA unit

Lifting axle function diagram in vehicles with pressure equalising control

are set. One the other hand, pressures also derive from tronic control unit when the parameters are set.
the response of the lifting axle and therefore cannot be
influenced. Pressures of this type which cannot be direct- The loads on the rear axle unit (RA) change when the lift-
ly influenced are identified in the diagram with an *. They ing axle lowers. The load is reduced by the lifting axle
can be referred to as critical. mass proportion mLA. The pressure in the supporting bel-
lows of the driven axle also falls as the axle load is dis-
Proper lifting axle control requires a sufficient supply of tributed across the supporting bellows of the driven and
compressed air and power. For the purposes of the fol- lifting axles. The bellows pressure profile following lower-
lowing explanation, imagine a road tanker having fluid ing of the lifting axle is shown between points 2 and 3.
continuously pumped into it or out of it. The supporting bellows pressure on the driven axle
p*LA DOWN cannot be influenced by the user. However, it
The filling process starts at at point 1 in the diagram. is very useful to find out what this pressure is in order to
The weight on the vehicle's driven axle is the unladen configure the lifting axle control.
weights munladen. This unladen weight is made up of the
mass of the superstructure and a lifting axle mass pro- As the tanker is filled further, the pressure in the driven
portion mLA. The associated supporting bellows pressure axle's supporting bellows again rises to its maximum per-
punladen can be obtained from the reference plate for the mitted value (point 4), goes through the maximum per-
load-sensing valve. mitted pressure for the bellows on the driven axle when
traction help is activated, p130% (point 5) – more about
The filling process now starting causes the vehicle load this later – and finally reaches a pressure poverload (point
to increase until it reaches point 2. This point is reached 6) at which overload protection commences.
at the latest when the supporting bellows pressure on
the driven axle reaches its permitted nominal value Overload protection can only be activated in systems
p100% – this value can also be found on the reference with pressure sensors (not pressure switches). It means
plate for the load-sensing valve. The lifting axle should that when this pressure poverload is exceeded, the sup-
be lowered by this point at the latest. porting bellows of all axles in contact with the ground are
This pressure is referred to as the lowering pressure of vented. Under certain circumstances, activation of the
the lifting axle pLA DOWN. It has to be stored in the elec- overload protection may cause the vehicle's substructure

17
4. ECAS Control Algorithm
to sink down onto the stops (point 7). This is intended to
draw the driver's attention to the fact that the superstruc-
ture is overloaded.
The ECU must be informed of the pressure value for
poverload. For this purpose, the axle manufacturer's data
and any legal provisions on the vehicle's weight must be
taken into account.
The supporting bellows are not pressurised again until
unloading or draining off causes the axle load to fall be-
low the value corresponding to pressure value poverload,
in other words when the supporting bellows pressure
falls from that in point 6. Switching the ignition OFF and
ON is sufficient as a reset to have the last reference level
re-established.
Continuing with the above example, the pressure in the
supporting bellows falls below point 3 to point 3a when
more liquid is drained from the tanker's superstructure. At
this point the pressure in the supporting bellows on the
main axle is so low that it makes sense to raise the lifting
axle.
The pressure is referred to as the raising pressure of the
lifting axle pLA UP. It has to be stored in the ECU when the
parameters are set.
It should be noted that the value selected for the
pressure value pLA UP must be lower than the sup-
porting bellows pressure p*LA DOWN (which explains
why the pressure was to be ascertained as men-
tioned above!). If the pressure value were greater
than the supporting bellows pressure p*LA DOWN, this
pressure would be reached during the loading proce-
dure after lowering of the lifting axle and conse-
quently the lifting axle would start to ”dance“, i.e. be
raised and lowered continuously. Furthermore, the
raising pressure pLA UP should be selected so it is
greater than the pressure punladen when the vehicle
is unladen.
In systems with a semi-automatic lifting axle, the lifting
axle can be raised manually when the pressure falls be-
low the critical pressure p*LA DOWN.
In systems with a fully automatic lifting axle, when the
raising pressure has been reached, the lifting axle is
raised and the supporting bellows on the driven axle
alone support the axle load. The lifting axle mass propor-
tion mLA now again forms part of the load. The pressure
curve for the supporting bellows runs from point 3a to
point 2a where the resulting pressure in the supporting
bellows p*LA UP cannot be influenced.
Now the unloading process has been fully completed, the
pressure curve for the supporting bellows is once again
at point 1.
To summarise, the user can set up the control of a lifting
axle, including overload protection, by setting the follow-
ing:
18
- Lowering pressure of the lifting axle pLA DOWN
- Overload protection pressure poverload
- Raising pressure of the lifting axle pLA UP
In addition, the specific boundary conditions for defining
the lowering and raising pressure of the lifting axle must
be taken into consideration in order to establish a suc-
cessful lifting axle control.
4.3 Traction Help
Generally the traction help function can be used only if
the pressure in the supporting bellows as shown in the di-
agram on the previous page can be allocated to the
curve between points 3a and 6, i.e. the lifting axle must
be down. The description follows the requirements of EC
Guideline 97/27/EC (in short: EC 97/27).
The diagram on the following page shows how the trac-
tion help works by taking examples A and B – starting at
points A1 and B1.
The lifting axle supporting bellows are depressurised in
example A. There are pneumatic systems in which com-
plete depressurisation of the bellows is prevented, so
that a slight residual pressure can prevent damage to the
bellows. The lifting axle is now raised. A supporting bel-
lows pressure designated A2 is established on the drive
axle. After deactivation of the traction help facility, the
pressure in the supporting bellows of the main axle will
again be similar to point A1.
Limits defined in EC 97/27 are set for the load which can
be applied to the driven axle by the traction help function.
Unless the axle manufacturer has defined lower values,
the axle load on the driven axle is only allowed to exceed
the valid permitted axle load (defined in Germany in sec-
tion 34 of the Motor Vehicle Construction and Use Regu-
lations (StVZO)) by max. 30 %. The max. permitted
driven axle bellows pressure p130% with traction help ac-
tivated for which these requirements are met must be
programmed into the ECAS electronic control unit when
the parameters are being set.
In order to achieve this in the control system, it is neces-
sary to program a reference value range Dp130% into the
electronic control unit within which traction help limit
pressure control takes effect. The following applies to the
control function:
Control range = p130% – Dp130%
This means the traction help limit pressure is not exceed-
ed when the control system is operating. If traction help
and overload protection are provided for in an ECAS sys-
tem, then the traction help limit pressure p130% must nev-
er exceed the overload pressure poverload.
According to applicable law, traction help may only be ef-
fective at speeds below 30 km/h.
 Control Algorithm ECAS 4.
Driven axle supporting bellows pressure

p130%
Traction help limit load
pB2 = p130%
pA2 < p130%

pLA DOWN Full-load limit value

= p100%
mLA

Unladen bellows pressure limit

p unladen

munladen
Axle load
RA unit
Traction help function diagram in vehicles with pressure equalising control

The second example shows the behaviour when the trac-
tion help limit pressure p130% is reached. Here too, the
process of evacuating the supporting bellows of the lifting
axles begins from point B1. When the traction help limit
pressure is reached, evacuation of the lifting bellows
stops and the pressure in the supporting bellows of the
main axle does not increase any further (point B2). In this
case, the lifting axle stays down. The excess load propor-
tion is taken up by the supporting bellows of the lifting ax-
le. After deactivation of traction help, the pressure in the
supporting bellows on the driven axle will once again be
as shown in B1.
To summarise, the following values have to be stored in
the electronic control unit for the traction help function:
– max. permitted pressure in the driven axle's
supporting bellows when traction help is
activated p130% (traction help limit pressure)
– Reference value range Dp130%
– Speed limit for the traction help function
The timings for activation duration and intervals between
actuation are defined based on the 3 different modes of
traction help: ”Germany“, ”EC“ and ”Nordic“ (these differ-
ent modes are explained in more detail below). The re-
quired traction help mode can be specified in some
systems using a code set on certain pins in the ECAS
electronic control unit, or alternatively the mode can be
selected as required by setting the ECU parameters.
It is possible to set parameters for up to 4 different types
of traction help:
– ”Germany“ type; this means the traction help is ac-
tive for max. 90 seconds after activation and then can-
not be reactivated for at least 50 seconds;
deactivation by the driver – the traction help is auto-
matically deactivated when a specified speed is ex-
ceeded
– ”EC“ type; this means the traction help operates
without interruption after activation; deactivation by
the driver – the traction help is automatically deacti-
vated when a specified speed is exceeded (max. 30
km/h)
– ”Nordic“ type; this means the traction help operates
without interruption after activation; deactivation is by
the driver alone
– ”Manual traction help“ type; this means with ECAS
6x2 DV it is possible to use particular buttons (LA UP/
DOWN and Traction help) on the dashboard to vary
the load smoothly on the driven axle up to a specified
maximum load; deactivation by the driver – the trac-
tion help is automatically deactivated when a speci-
fied speed is exceeded (max. 30 km/h).
The extent two which these types may be used depends
on the particular ECAS system.

19
5. ECAS Tyre Deflection Compensation

5. Tyre Deflection Compensation

The final topic regarding the control systems covered by does not correspond to the tyres used, i.e. a different tyre
ECAS concerns the process of compensating for tyre de- deflection compensation has been set from that actually
flection. Specifically, this means that: achieved by the tyre used, undesirable adjustments in
the normal level may result.
the deflection of the tyres which results as the vehicle's
load increases is included in the normal level calculation. The control system can be imagined in such a way that
the pressure in the supporting bellows of the main axle is
Thus the distance between the vehicle's superstructure
ascertained when the ”normal level“ reference value is
and the road surface is the same at all times. This control
specified. The ECU can then use this ascertained pres-
system may be desirable if the overall height of the su-
sure p, together with the values stored for tyre deflection
perstructure is close to the maximum limit defined by law.
compensation, to compute a reference value for the nor-
Conversely, unloading results in a reduction in the nor-
mal level which is higher by Dh and to provide this to the
mal level to take account of the smaller amount of tyre
system as the new reference value for the normal level.
deflection.
It is necessary to have one height sensor and at least The height sensor now determines the actual distance
one pressure sensor in order to implement this control between the vehicle's superstructure and its axle and
system. compares this to the new reference value just computed.
In the event of any control deviation, the actuator (sole-
Prior to implementing this control system, the differences
noid valve) receives an adjustment signal. The pressure
in tyre deflection between the unladen and the fully laden
in the supporting bellows on the main axle is increased or
vehicle and for the tyres to be used must be known or es-
decreased accordingly. This causes the distance be-
tablished. As a result, the unladen vehicle with support-
tween the vehicle's axle and its superstructure to change.
ing bellows pressure punladen can be assigned a tyre
deflection Dh0% and the vehicle with maximum load and
In short, it is safe to say in the context of ”compensating
supporting bellows pressure p100% can be assigned a
for tyre deflection“ that the normal level can be raised de-
tyre deflection Dh100%.
pending on the load carried by setting the following:
The difference between pladen and punladen represents
the max. adjustment range within which the normal level
– Supporting bellows pressure punladen with the vehicle
is controlled as a function of the load, by a value
unladen
Dh100% – Dh0%.
– Supporting bellows pressure p100% with the vehicle
The prime values for this control system must be pro-
loaded to its maximum level
grammed into the electronic control unit when the param-
eters are set. The electronic control unit then uses them – Tyre deflection differential Dh100% - Dh0% between
to compute the increase in the reference value for the the unladen vehicle and the vehicle loaded to its
normal level. If the allocation of the prime values used maximum level

inflation compensation
vehicle frame vehicle frame

nominal level nominal level

”unloaden” ”loaden”
lowering the axle via tyre inflation
vehicle axle
vehicle axle
Dh = 0% tyre inflation Dh Dh = 100%
bellow pressure range
punloaden ploaden

Diagram showing the control system for tyre deflection compensation

20
 Tyre Deflection Compensation ECAS 5.

inflation compensation
m unloaden via increase of nominal
m loaden level Dh

nominal level s

hcomp. = s + Dh
nominal level s

compensated
nominal level
punloaden ploaden

hight axle to hight axle to

road hunloaden road hloaden

tyre
inflation Dh

Effect of tyre deflection compensation on the reference level for various vehicle loading conditions

The best way of ascertaining the precise values for tyre – Connect a diagnostic tool and ascertain the actual
deflection compensation involves conducting a test on height sensor value WSW1 on the axle.
the vehicle type which is actually going to be used. This
– Raise the vehicle's superstructure until the distance
is because the attachment kinematics of the axle have a
between the reference point and the ground is once
certain influence on tyre deflection compensation as well
more the same as when the vehicle was unladen.
as the actual deflection of the tyre. The following process
is suggested for this: – Ascertain the new actual height sensor value WSW2
on the axle and calculate the height sensor
– Park the unladen vehicle on a smooth, level surface differential WSW2-WSW1.
with the parking brake released.
– The height sensor differential WSW2-WSW1
– Define a reference point on the vehicle's corresponds to the tyre deflection differential Dh100%
superstructure above the axle and measure the -Dh0%.
distance between the reference point and the
ground.
– Load the vehicle so the maximum permitted load/
axle load is achieved.

21
6. ECAS System Configuration

6. System Configuration
ECAS is a very variable system which can be adapted to steered axle with 1-point control and a driven axle with 2-
meet the requirements of the vehicle to an optimum de- point control.
gree. For example, one vehicle can have up to 3 ECAS
basic control circuits (i.e. height sensor – ECAS solenoid As a rule, vehicles are equipped with
valve). In addition, it is possible to control a lifting axle.
The selection of the system components to be used is q 1-point control
determined by how the vehicle manufacturer expects the
system to perform. q 2-point control

To illustrate this further, the following pages show differ-
ent control circuits for the whole of the vehicle combina-
tion.
In contrast to ABS or EBS, in which the configuration can
be determined on the basis of the speed sensors/modu-
lators installed in the system (e.g. 4S/3M), in the case of
ECAS it is the number of basic control circuits for level
control which determines the configuration. It corre-
sponds to the number of height sensors present. For ex-
ample, a system with two height sensors is known as a
2-point control system.
This information can apply to the type of control used for
the whole of the vehicle (as shown here) or to the com-
ponents used on one axle. A vehicle with full air suspen-
sion and 3-point control, for example, consists of the
q 3-point control
As far as the axles are concerned, 1-point control oc-
curs on steered (i.e. front) axles and on rear axles. In
terms of the vehicle as a whole, for example, 1-point con-
trol is encountered in vehicles with partial air suspension.
Here, the driven axle has one height sensor fitted.
2-point control is used on rear axles with a large track
width, when off-central loading or a high centre of gravity
are to be expected. Looking at the whole of the vehicle,
however, also shows 2-point control on vehicle with full
air suspension whose front and rear axles have one
height sensor each.

1-point control for vehicles with partial 2-point control for vehicles with partial
air suspension air suspension

ECU ECU

solenoid valve solenoid valve

Driven axle Driven axle
RAle. RAri. RAle. RAri.

height sensor height sensor height sensor

22
 System Configuration
3-point control only occurs on vehicles with full air sus-
pension and is a combination of 1-point control on the
steered (i.e. front) axle and 2-point control on the rear ax-
le.
The particular height sensor configuration can be extend-
ed if there is a lifting axle with pressure switches or pres-
sure sensors.
It is sufficient to fit pressure switches for ascertaining the
bellows pressure in order to lower a lifting axle automat-
ically when certain fixed pressure values are reached in
the driven axle supporting bellows. Pressure switches
can also be used to implement a traction help function.
ECAS 6.
Pressure sensors are used on the driven axle whenever
a fully automatic lifting axle, tyre deflection compensation
or the overload function are required. If pressure propor-
tional control/optimum traction control is required, then
additional pressure sensors have to be fitted to the lifting
axle supporting bellows.
Finally it is important to point out that the diagrams in this
section are rough representations only. If in doubt, the
system as shown in the actual circuit diagram should be
selected.

2-point control for vehicles with full 3-point control for vehicles with full air suspension
air suspension

ECU ECU

height sensor
FAle. FAri.

solenoid solenoid solenoid valve

valve valve Front axle
driven steering
axle
RAle.axle FAle.

RAri. FAri. solenoid valve

Driven axle

RAle. RAri.

height sensor height sensor

height sensor height sensor

23
7. ECAS Components

7. Components
In the chapters ”System Functions“, ”Control Algorithm“ height sensor 441 050 0.. 0 with a lever attached to
and ”System Configuration“, the components used in the height sensor shaft
ECAS have already been mentioned several times.
To summarise, an ECAS system comprises the following
components: Lever guide

1. Sensors Sensor shaft

1a. Height sensor(s) Sensor lever

1b. Pressure Switch

1c. Pressure sensor(s)
(The use of pressure switches or sensor(s) is option-
al, i.e. it depends on the selected system variant.)

2. Control unit – often called ”ECU“

3. ECAS solenoid valve(s)

4. Remote control unit (optional)

5. Pneumatic components (air suspension bellows; pos-

sibly lifting bellows; pressure limiting valves; pipes;
compressed air reservoir)

The components are to be explained in this sequence.

sensor“ 441 050 1.. 0, in which the change in inductance
The pneumatic components are not dealt with here,
is generated by the rotary movement of the sensor shaft.
since they correspond to the pneumatic components in a
conventional air suspension system and do not require The signal is sent via the plug and the height sensor ca-
any particular explanation in the context of ECAS. ble to the electronic control unit where it is evaluated.
The inductance is evaluated more than 50 times a sec-
The electrical power supply will be dealt with separately ond by a special evaluation circuit within the ECU. The
as part of the description of the ECAS electronic control ECU also monitors the proper function.
unit.
Angle sensor 441 050 1.. 0
7.1 Sensors
Sensor lever
The control process begins by sensors picking up the
quantities to be controlled and transmitting them to the
electronic control unit via the sensor cable.

The ECAS system must always be fitted with at least one

height sensor. Pressure switches or pressure sen-
sor(s) are used for controlling additional functions.

7.1.1 Height sensor

The height sensor measures the distance between the
vehicle's superstructure and the axle and sends this
height signal to the electronic control unit. The measuring
principle of the height sensor is inductive.

We distinguish between the ”classic“ height sensor 441

050 0.. 0, in which the change in inductance is given by
a linear movement of an armature in a coil and the ”angle

24
 Components
Sectional view of the height sensor 441 050 0.. 0
Cylinder
Sensorcoil
lever
Lever guide
Lifting
+ Sensor shaft
Sensor lever
- values. The objective should always be the best possible
Lowering armature
Lever guide
Sensor shaft
The inductance cannot be checked by using a voltmeter.
If the height sensor needs to be checked, this is done by
measuring the resistance in order to check the coil.
The height sensor is located on the vehicle's frame near
the axle which has the air suspension bellows that are to
be controlled.
As a rule, there is 1 height sensor (1-point control) on the
steering axle, above the mid-point of the axle. Driven ax-
les can have one or even two height sensors fitted; if the
latter is the case, they should be as far apart as possible
in order to achieve the best possible control performance
for the individual height sensors (2-point control on one
axle).
The height sensor is firmly attached to the axle to be con-
trolled via a linkage which has rubber end pieces acting
as dampers and compensating devices.
Important for installation
The height sensor has a measuring range from +43° to -
40° starting from a horizontal sensor lever position. The
sectional view of the height sensor, shown looking onto
ECAS 7.
the sensor lever attachment, displays the arrangement of
the positive and negative areas. The optimum method in-
volves using the entire excursion range, with the lever
horizontal at the normal level. The maximum excursion
range of the lever (+/-50°) must not be exceeded.
The length of the sensor lever is selectable but must be
identical for the height sensors on one axle. A short sen-
sor lever ensures a high resolution of the measured val-
ues even when the change in height is slight; however, it
can only cover a short suspension travel. A long sensor
lever achieves the opposite: a long suspension travel can
be covered at the expense of the resolution of measured
utilisation of the excursion angle. Bending the lever at
right angles must be avoided because this might result in
an impermissible tilting torque acting on the sensor shaft.
The height sensor only exists in one variant for installa-
tion on the right and left-hand sides. The sensor level
can, however, be mounted in steps of 90 degrees on the
sensor shaft which can be smoothly turned in the sensor
housing. For accurate operation and measured values,
the sensor shaft has to be properly aligned. To facilitate
this, two projections have been provided on the sensor
shaft which are used as lever guides. When looking at
the height sensor from the perspective of the ”Sectional
view of the height sensor 441 050 0.. 0“, if the projections
point toward the right at right angles to the direction in
which the armature moves (as shown in the illustration),
or to the left, this permits the best possible utilisation of
the height sensor's measuring range.
When mounting the height sensor on the vehicle's super-
structure, the sensor's raising and lowering reactions
must be taken into account. This can be done using the
Measured Value Display point in the diagnostic function.
The output of measured values is done in digital form, i.e.
in steps. The registered measured values can be dis-
played on corresponding diagnostic tools (e.g. Diagnos-
tic Controller, PC). Raising the superstructure – i.e.
holding one end of the sensor lever firmly and moving the
height sensor in the UP direction – causes the displayed
measured values to increase, while lowering the super-
structure – i.e. holding one end of the sensor lever firmly
and moving the height sensor in the DOWN direction –
causes the displayed measured values to decrease.
Height sensor information for service purposes
441 050 003 0: Die-cast aluminium version; M24x1
thread; replaced by variant 008
441 050 006 0: Bayonet; used by MAN, DAF and as re-
placement.
25
7. ECAS Components
441 050 007 0: Slim housing; M24x1 thread; used by
Renault (cars).
441 050 008 0: M24x1; used by DC, DAF, MAN, RVI,
Scania, other manufacturers and as re-
placement.
441 050 010 0: M27x1; used by RVI, Neoplan and in
trailers.
441 050 011 0: DIN-A1-2.1. bayonet; used by MAN,
IVECO, Scania, DAF and in trailers.
441 050 012 0: DIN-A1-2.1. bayonet; no temp. comp.;
used by MAN TGA, DC Actros and At-
ego.
441 050 013 0: DIN-A1-2.1. bayonet colour-coded; no
temp. comp.; used by RVI.
441 050 100 0: Angle sensor; DIN-A3-2.1. bayonet; no
temp. comp.; straight lever; used by
DAF.
441 050 120 0: Angle sensor; DIN-A3-2.1. bayonet; no
temp. comp.; straight lever; used by
DAF.
7.1.2 Pressure Switch 441 014 ... 0
Pressure switches can be utilised to permit simple ex-
panded ECAS functions (lifting axle control, traction help)
to be used in systems operating using the pressure
equalising principle.
The pressure switches are configured as normally closed
switches. Two pressure switches pick up the supporting
bellows pressure on the driven axle. In unladen condi-
tion, the pressure switches are connected to terminal 15
using two corresponding pins on the ECAS electronic
control unit.
A pressure switch (with a switching point, for example, of
11 – 11.5 t) sends a signal to the ECU when the axle load
is above or below the normally permitted level. The lifting
or trailing axle is controlled in normal operation on the ba-
sis of this information. Dynamic influences on the axle
load are ruled out by selecting a certain length of time
(e.g. 2 or more seconds) during which the change in
26
switch position must be maintained in order to trigger an
axle response.
The 2nd pressure switch (with a switching point, for ex-
ample, of 13 t) sends a signal to the ECU when the axle
load permitted with the traction help function is exceed-
ed. The axle load distribution when traction help is active
is controlled on the basis of this information.
The advantage of using a normally closed contact is that
if there is no voltage (i.e. the ignition is OFF), the lifting
axle is always lowered and the load always transferred to
the trailing axle. As a result, an overload can be exclud-
ed.
7.1.3 Pressure Sensor 441 040 003 0
Pressure sensors are required in order to utilise expand-
ed ECAS functions. In the simplest case, the pressure
sensor registers the pressure in one bellows on the driv-
en axle. This arrangement is selected for simple control
functions, for example controlling raising and lowering of
the lifting axle as well as traction help control or as a
means of compensating for tyre deflection. For compli-
cated control functions, e.g. pressure proportional con-
trol, every supporting bellows has a sensor (including on
the lifting axles).
A piezo-resistive measuring principle is employed. De-
pending on the type of pressure sensor used, it is ener-
gised with 8 – 32 volts. The voltage generated by the
pressure is transmitted to the ECU via a signal line (sen-
sor cable).
In a pressureless condition (pressure sensor offset), the
output is 0.5 volts. The transmittable voltage at the upper
limit of the measured value at a pressure of 10 bar and
with the most common type of pressure sensor
441 040 007 0 is 4.5 volts (pressure sensor type with
bayonet connector to DIN 72 585-A1-3.1 – abbreviated
form: DIN bayonet). Older versions output 5.5 volts in
this case (pressure sensor type with KOSTAL bayonet).
The maximum permitted pressure of 16 bar for these
pressure sensors must not be exceeded.
The output of measured values is done in digital form, i.e.
in steps. The registered measured values can be dis-
played on corresponding diagnostic tools (e.g. Diagnos-
tic Controller, PC).
 Components
The pressure sensor is located on a separate bellows
connection of the supporting bellows. n order to avoid dy-
namic influences (e.g. pressure peaks), the pressure
sensor should not be located in the pressure line be-
tween the supporting bellows and the ECAS solenoid
valve.
– Pressure sensor with KOSTAL bayonet connection
for the sensor cable; the smallest digital measuring
steps are 1/20 bar, i.e. 1 bar would equal 20
measured values. This pressure sensor variant is
increasingly being phased out by the described
variant and is no longer available as a replacement
either.
– Pressure sensor with DIN bayonet connection for the
sensor cable; the smallest digital measuring steps
are 1/16 bar, i.e. 1 bar would equal 16 measured
values. The fact that it has a standardised DIN
connected means that only this pressure sensor
variant is still being used in vehicle systems (also
with EBS).
The same thing applies when it comes to replacing a
pressure sensor which has the KOSTAL bayonet
connection.
The replacement of the two types of pressure sensors re-
quires some attention. If this becomes necessary, the pa-
rameters in the electronic control unit which affect
pressure-related control processes must be changed.
7.1.3.1 Pressure Sensor 441 040 007 0
Pressure sensor information for service purposes
441 040 000 0: pneum. connection M12x1.5; electr.
connection female thread M27x1.5.
441 040 003 0: pneum. connection M16x1.5; electr.
connection bayonet; 500 mV/bar; only
replacement DAF and trailers.
441 040 004 0: pneum. connection M16x1.5; electr.
connection M27x1; 500 mV/bar; only re-
placement DAF.
441 040 005 0: pneum. connection M16x1.5; electr.
connection M27x1; 500 mV/bar; O-ring
seal; only replacement RVI.
ECAS 7.
441 040 007 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 400
mV/bar; used by DC, MAN, DAF, IVECO
and trailers; replaced by variant 013.
441 040 008 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 400
mV/bar; O-ring seal; used by RVI.
441 040 009 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 400
mV/bar; 12 bar measuring range;
used by DC Brazil.
441 040 010 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 400
mV/bar; used by Scania.
441 040 013 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 400
mV/bar; ratio version; used by DC, MAN,
DAF, IVECO and trailers; replacement
for variant 007.
441 040 014 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 333
mV/bar; 12 bar measuring range; used
by IVECO-S2000
441 040 015 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 400
mV/bar; Raufoss O-ring seal; used by
IVECO (from December 2000).
441 040 017 0: pneum. connection M16x1.5; electr.
connection DIN-A1-3.1 bayonet; 400
mV/bar; with Gore filter; used by Scania
(from January 2001)
Pressure sensor 441 040 007 0 ... 010 0 opened
27
7. ECAS Components
7.2 Electronic Control Unit (ECU)
The electronic control unit is the heart of the ECAS sys-
tem. The power supply to the ECAS electronic control
unit can be realized via terminal 15 (ignition). In addition,
supply via terminal 30 (continuous positive) is possible.
In this case, the system which is used is decisive.
The control process for the air suspension is coordinated
in the ECAS electronic; this means:
– All incoming signals from the height sensors are
continuously monitored, converted into computer-
legible signals (these signals being called counts)
and evaluated.
– In systems with pressure switches fitted, lifting axle
control is initiated depending on the pressure switch
position.
– if the system configuration comprises a pressure
sensor, the incoming signals are continuously
monitored, converted into computer-legible signals
(counts) and evaluated.
– Depending on the parameters set, and on the design
of the system, the signals are determined for
controlling the reference values in the air suspension
bellows and transmitted to the ECAS solenoid
valves.
– All data for which parameters have been set, which
have been calibrated or otherwise defined (e.g.
memory levels), are stored and managed.
– Any faults picked up are registered, stored and
displayed via a fault lamp on the dashboard, if
applicable. They can be read out using the
appropriate software (vehicle manufacturer's
proprietary diagnostic tools, WABCO Diagnostic
Controller or PC).
– The electronic control unit stores the parameters
which determine how the specific system functions –
the vehicle manufacturer specifies the parameters
during initial commissioning; the parameters are only
allowed to be changed with the manufacturer's
approval.
– Data exchange with the remote control unit is
assured and various monitoring functions are carried
out.
In order to ensure swift control reactions to any changes
in actual values, the micro-processor cyclically process-
es a read-only program within fractions of a second (25
milliseconds), one program cycle meeting all the above
requirements. This program is stored in a program mod-
ule (ROM) and cannot be changed. However, it accesses
numerical values which are stored in a programmable
28
memory. These numerical values – already referred to
several times as parameters – affect the computing op-
eration and thus the control reactions of the ECAS sys-
tem. They are used to transmit the system configuration
and the other preset values concerning the vehicle and
functions to the computer program.
The electronic control unit may be located in a wide
range of different positions on or in the vehicle. The ma-
jority of vehicle manufacturers prefer to accommodate it
in the area of the glove compartment, although electronic
control units have already been positioned under the
seat (DAF) or in the driver's door (SCANIA).
The position must be located in older generations for di-
agnostic purposes in particular, so that the diagnostic in-
terface can be inserted between the electronic control
unit and the connection plug which can be either 25 or
35-pin. In newer systems, the electronic control unit can
be addressed via a central diagnostic interface.
The large number of different ECAS generations, air sus-
pension systems and rationalisation (i.e. ratio) levels
leads to a wide variety of ECAS electronic control units in
the area of the towing vehicle.
From this standpoint, the following categories of ECAS
electronic control units should be agreed:
- ECAS 1st generation without pressure sensor
- ECAS 1st generation with pressure sensor
- ECAS 4x2 A
- ECAS 6x2 A
- ECAS 4x2 (Ratio)
- ECAS 4x2 (Ratio) KWP 2000
- ECAS 6x2 (Ratio)
- ECAS 6x2 DV (= Pressure proportional control)
- ECAS 4x2/6x2 CAN
- ECAS + ESAC
446 055 003 0 (ECAS without pressure sensor)
The purpose of the following text is to explain the charac-
teristic features of the individual groups.
ECAS 1st generation without pressure sensor
These are electronic control units intended for connect-
ing a 35-pin plug. This ECU represents the first genera-
tion of ECAS and is used for controlling 4x2 or 6x2
 Components ECAS 7.
vehicles with partial or full air suspension. The lifting or This group includes the following variants (in brackets,
trailing axle function of 6x2 vehicles can only be control- the vehicle manufacturer which uses this ECU):
led using pressure switches in this case.
- 446 055 005 0 (DAF, RVI)
An external characteristic feature of an electronic control - 446 055 009 0 (DAF)
unit of this type is the aluminium housing into which the
printed circuit board with the 35-pin terminal strip is These electronic control units can be diagnosed using
pushed from the back and crimped on. the WABCO diagnostic card 446 300 532 0. Refer to the
”Diagnosis” section for further information.
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU): ECAS 4x2 A
This ECU is specifically adapted to the requirements of
- 446 055 001 0 (DAF, RVI) 4x2 vehicles. It represents a further development of the
- 446 055 003 0 (DAF, Leyland DAF) ECU generation without a pressure sensor. The ECU is
- 446 055 012 0 (MAN) more compact and is intended for connecting a 25-pin
- 446 055 017 0 (DAF) plug. This ECU is used for controlling 4x2 vehicles with
partial or full air suspension.
These electronic control units can be diagnosed using
the WABCO diagnostic card 446 300 524 0. Refer to the
An external characteristic feature of an electronic control
”Diagnosis“ section for further information.
unit of this type is the aluminium housing into which the
printed circuit board with the 25-pin terminal strip is
ECAS 1st generation with pressure sensor
pushed from the plug side and crimped on.
These are electronic control units also intended for con-
necting a 35-pin plug. This ECU is used for controlling 446 055 021 0 (ECAS 4x2A)
6x2 vehicles with partial or full air suspension. Every sup-
porting bellows of the driven and lifting or trailing axles is
equipped with a pressure sensor in this version. As a re-
sult, the pressure value for each of these bellows is con-
tinuously sent to the ECU, which means that the lifting or
trailing axle control takes the form of traction control (see
the ”System Functions“ section).

An external characteristic feature of an electronic control

unit of this type – as in the case of the electronic control
units without a pressure sensor – is the aluminium hous-
ing into which the printed circuit board with the 35-pin ter-
minal strip is pushed from the back and crimped on.

1 Pin 15 (5A-fuse) 1 14 14 Pin 31 / RCU

2 CLOCK-Line RCU 15
3 L-Line Diagnosis 16
4 K-Line Diagnosis 17
5 18 height sensor ground
6 height sensor front 19 height sensor rear left
7 height sensor rear right 20 2/2 way valve ra right.
8 2/2 way valve ra left 21 B/E-valve.
9 22 solenoid valve LSV-function
10 2/2 way valve fa 23 NL I/II-switch (for RCU)
11 DATA-Line RCU or
or LOWER vehicle-switch
RAISE vehicle switch 24 stop-light switch
12 C3/D3-signal (speedo) 25 warning lamp LEVEL traction help
13 fault lamp max. 2W
13 25
PIN assignment of the 25-pin ECU for 4x2 vehicles

29
7. ECAS Components
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU):
- 446 055 020 0 (RVI, Scania)
- 446 055 021 0 (MAN)
- 446 055 022 0 (DaimlerChrysler)
- 446 055 023 0 (DaimlerChrysler)
- 446 055 024 0 (DaimlerChrysler)
- 446 055 025 0 (MAN)
- 446 055 026 0 (MAN)
- 446 055 027 0 (RVI, IVECO)
- 446 055 028 0 (Scania)
- 446 055 029 0 (DAF)
- 446 055 030 0 (Nissan Diesel)
These electronic control units can be diagnosed using
the WABCO diagnostic card 446 300 520 0 and the PC
diagnostic program 446 301 529 0. Refer to the ”Diagno-
sis“ section for further information.
When the system is serviced, one ECU or another may
no longer be available because it has been replaced by
an improved variant. The following details apply to the
ECU 446 055 ... 0:
– Variant 027 phases out variant 020, and in turn (only
for RVI!) is replaced by variant 303.
– Variant 024 replaces variant 023 and 022.
– Variant 028; 026 and 025 replace, depending on the
system equipment and vehicle manufacturer, each
replace variant 021.
– Variant 301 replaces variant 025.
– Variant 302 replaces variant 026.
– Variant 311 succeeds variant 029.
– Variant 407 succeeds variant 030.
When electronic control units have been replaced, note
when using the WABCO Diagnostic Controller that it may
be necessary to have a different diagnostic card.
ECAS 6x2 A
This ECU generation is a revised version of the electron-
ic control units also intended for connecting a 35-pin
plug. This ECU is used for controlling 6x2 vehicles with
partial or full air suspension. As well as this, it is of course
possible to control 4x2 vehicles with partial or full air sus-
pension. As a result, vehicle manufacturers have fitted
electronic control units of this type to 4x2 and 6x2 vehi-
cles in order to cut down parts expenditure.
The striking feature in vehicles equipped with an ECU of
this type if the large number of switches that are connect-
ed to the ECU for controlling the system in addition to the
30
remote control unit. For example, lifting axle control is
predominantly implemented using pressure switches
(one pressure switch for the automatic lifting axle; one
pressure switch for the traction help) on the driven axle
only. As a result, the lifting or trailing axle control is a
pressure equalising control system.
This ECU generation is a revised version of the electron-
ic control units also intended for connecting a 35-pin
plug. This ECU is used for controlling 6x2 vehicles with
partial or full air suspension. As well as this, it is of course
possible to control 4x2 vehicles with partial or full air sus-
pension. As a result, vehicle manufacturers have fitted
electronic control units of this type to 4x2 and 6x2 vehi-
cles in order to cut down parts expenditure.
An external characteristic feature of an electronic control
unit of this type is the plastic housing into which the print-
ed circuit board with the 35-pin terminal strip is pushed
from the front and screwed on with Philips screws.
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU):
- 446 055 040 0 (DaimlerChrysler)
- 446 055 041 0 (MAN, Scania)
- 446 055 042 0 (DaimlerChrysler)
- 446 055 044 0 (DAF, RVI)
- 446 055 046 0 (DaimlerChrysler)
- 446 055 047 0 (MAN)
- 446 055 048 0 (Scania)
These electronic control units can be diagnosed using
the WABCO diagnostic card 446 300 526 0 and the PC
diagnostic program 446 301 529 0. Refer to the ”Diagno-
sis“ section for further information.
In this case too, when the system is serviced, one ECU
or another may no longer be available because it has
been replaced by an improved variant. The following de-
tails apply to the ECU 446 055 ... 0:
– Variant 042 phases out variant 040, and is in turn
replaced by variant 046.
– Variant 047 replaces variant 041 (MAN)
– Variant 048 replaces variant 041 (Scania)
– Variant 047 is replaced by variant 404/409 (MAN)
– Variant 044 is replaced, depending on the system
equipment and vehicle manufacturer, by variant 403
(RVI) or 405 (DAF).
When electronic control units have been replaced, note
when using the WABCO Diagnostic Controller that it may
be necessary to have a different diagnostic card.
 Components ECAS 7.
446 055 041 0 (ECAS 6x2 A) - 446 055 301 0 (MAN)
- 446 055 302 0 (MAN)

These electronic control units can be diagnosed using

the WABCO diagnostic card 446 300 881 0. Refer to the
”Diagnosis“ section for further information.

The electronic control units named here phase out the

ECU variants 025 and 026 (see the ”ECAS 4x2 A“ sec-
tion for information).

ECAS 4x2 (Ratio) KWP 2000

ECAS 4x2 Ratio
This ECU is specifically adapted to meet the needs of
4x2 vehicles and represents a further development of the
4x2 A generation. Furthermore, the ECU is also intended
for connecting a 25-pin plug. This ECU is used for con-
trolling 4x2 vehicles with partial or full air suspension.
Its PIN assignment corresponds to the illustrated pin as-
signment of the ECAS ECU 4x2 A.
This is adapted to 4x2 vehicles and represents a further
development of the 4x2 A generation. Furthermore, the
ECU is also intended for connecting a 25-pin plug. This
ECU is used for controlling 4x2 vehicles with partial or full
air suspension. It is very similar to the ECAS ECU 4x2
Ratio, the main difference being the diagnostic function
which uses the ”Key Word Protocol 2000“ – abbreviated
as KWP 2000. Another important difference here is that
height sensors can be connected without temperature
compensation.

An external characteristic feature of an electronic control
unit of this type is the printed circuit board with the 25-pin
terminal strip rests on an aluminium plate. The housing
top section is made from plastic and is clipped onto the
bottom section.
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU):
Its PIN assignment largely corresponds to the illustrated
pin assignment of the ECAS ECU 4x2 Ratio. There are
the following minor differences between this and the 4x2
Ratio:
– As an option, PIN 5 can be connected to the positive
terminal of a separate battery (was not previously
occupied).

1 Pin 30 (8A-fuse) 19 coding PIN traction help

2 L-Line Diagnosis 1 19 20 CLOCK-Line RCU
3 21 DATA-Line RCU
4 K-Line Diagnosis 22 C3/D3-signal (speedo)
5 press. switch ra 11t / sign. DSENS ra right. 23 NL I/II-switch (with lamp)
6 press. switch ra 13t / sign. DSENS ra left. 24 switch la / empty run
7 stop-light switch 25 height sensor rear left
8 height sensor rear right 26 height sensor front
9 Pin 15 / RCU 27 height sensor ground + pin 31
10 28
11 2/2 way valve fa 29 solenoid valve LSV-function
12 lower la / sa (ta) loaden 30 raise la / sa unloaden
13 2/2 way valve ra left 31 2/2 way valve ra right.
14 sep. B/E-valve f. la 32 ground - hight sens. and Press DSENS
15 B/E-valve. 33 fault lamp max. 10W
16 coding PIN traction help 34 warning lamp LEVEL traction help
17 switch Traction help 35 la pos. lamp (sep. B/E-valve for la)
18 Traction help /la pos. lamp 18 35
PIN assignment of the 35-pin ECU for 6x2 vehicles

31
7. ECAS Components
– PIN 22 is not assigned (used to be used for the load-
sensing valve safety function – a typical MAN
function).
– PIN 3 is the flashing code activation lamp for reading
out the fault and deleting the fault memory without
using the Diagnostic Controller (used to be the L-line,
but is no longer needed with KWP 2000).
Externally, the electronic control unit is identical to the
ECU for ECAS 4x2 (Ratio).
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU):
- 446 055 303 0 (RVI)
- 446 055 304 0 (RVI)
- 446 055 311 0 (DAF)
- 446 055 312 0 (Leyland)
These electronic control units can be diagnosed using
the WABCO diagnostic card 446 300 880 0 and the PC
diagnostic program 446 301 524 0. Refer to the ”Diagno-
sis“ section for further information.
Variant 303 phases out the ECU variant 027 (only for
RVI) and the variant 311 succeeds variant 029 for DAF
(see the ”ECAS 4x2 A“ section for information).
Variant 303 and 304 are the same except for having dif-
ferent housing versions – Variant 304 does not have any
housing attachment lugs.
ECAS 6x2 Ratio
This ECU generation is a revised version of the electron-
ic control units intended for connecting a 35-pin plug.
The vehicles which can be controlled with this ECU cor-
respond to those which have already been mentioned in
connection with the ECAS 6x2 A.
The striking feature in vehicles equipped with an ECU of
this type if the large number of switches that are connect-
ed to the ECU for controlling the system in addition to the
remote control unit.
Different manufacturers implement axle load sensing in
different ways using pressure switches (MAN) or pres-
sure sensors (RVI, DAF) on the driven axle only. As a re-
sult, lifting or trailing axle control is implemented as
pressure equalising control as in the case of ECAS 6x2
A (this means the pressure in all the supporting bellows
in the same when the lifting or trailing axle is active).
32
446 055 301 0 (ECAS 4x2 Ratio) also
446 055 303 0 (ECAS 4x2 Ratio KWP 2000)
Its PIN assignment largely corresponds to the illustrated
pin assignment of the ECAS ECU 6x2 A. There are the
following minor differences between this and the 6x2 A:
– PIN 3 is occupied with a lifting/trailing axle coding
function (used to be unassigned)
– PIN 14 is not used (used to be assigned with the
connection for a separate pressurisation/
depressurisation valve for the lifting axle – this is no
longer usual because the function has been taken
over by the ECAS solenoid valve).
– PIN 32 is not occupied (used to be an earth
connection for the height or pressure sensor).
An external characteristic feature of an electronic control
unit of this type is the plastic housing into which the print-
ed circuit board with the 35-pin terminal strip is pushed
from the front and screwed on with Philips screws.
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU):
- 446 055 403 0 (RVI)
- 446 055 404 0 (MAN)
- 446 055 405 0 (DAF)
- 446 055 409 0 (MAN)
Electronic control unit variants 403/405 can be diag-
nosed using the WABCO diagnostic card 446 300 526 0
and using the PC diagnostic program 446 301 529 0,
electronic control unit variants 404/409 can be diagnosed
with the WABCO diagnostic card 446 300 881 0. Refer to
the ”Diagnosis“ section for further information.
ECAS 6x2 DV
This generation of ECU is a new development which per-
mits pressure proportional control or permanent traction
control given appropriate system equipment. The func-
tion has already been explained in more detail in the
”System Functions“ section. This ECU is used for con-
trolling 6x2 vehicles with partial or full air suspension
which have a lifting or a trailing axle.
 Components ECAS 7.
The characteristic feature of vehicles equipped with an been replaced by an improved variant. The following de-
ECU of this type is that, as well as having a large number tails apply to the ECU 446 055 ... 0:
of switches connected to the ECU in parallel to the re-
mote control unit, the axle load has to be picked up by – Variant 401 phases out variant 043, and is in turn
pressure sensors on the supporting bellows of the driven replaced by variant 406.
axle and the lifting axle. There are systems in which even
the lifting bellows has a sensor fitted. – Variant 402 replaces variant 049.

The pin assignment of the electronic control unit is signif-
icantly different from that used in the other 6x2 vehicles
and is shown here once again.
An external characteristic feature of an electronic control
unit of this type is the plastic housing into which the print-
ed circuit board with the 35-pin terminal strip is pushed
from the front and screwed on with Philips screws.
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU):
- 446 055 043 0 (Scania)
- 446 055 049 0 (IVECO)
- 446 055 401 0 (Scania)
- 446 055 402 0 (IVECO)
- 446 055 406 0 (Scania)
- 446 055 407 0 (Nissan Diesel)
- 446 055 408 0 (Mitsubishi)
ECAS 4x2/6x2 24V CAN
This ECU generation is a new development in electronic
control units which are suitable for use in vehicles
equipped with a CAN bus. This ECAS electronic control
unit uses the bus system, sends information to the collec-
tion of on-board electronic control units and uses infor-
mation obtained from other electronic control units (e.g.
speed, brake lamp or bellows pressure/axle load – only
with MAN) for control purposes.
These electronic control units are diagnosed either using
the ECU's own K-line (MAN) or via a central K-line, in
which case the ECAS ECU itself only has a CAN inter-
face (DaimlerChrysler).
This ECU is used for controlling 6x2 vehicles with partial
or full air suspension. As well as this, it is of course pos-
sible to control 4x2 vehicles with partial or full air suspen-
sion.

The number and type of switches that can be connected

These electronic control units can be diagnosed using
the WABCO diagnostic card 446 300 623 0 and the PC
diagnostic program 446 301 529 0. Refer to the ”Diagno-
sis“ section for further information.
In this case too, when the system is serviced, one ECU
or another may no longer be available because it has
to the ECU has been reduced in comparison to previous
generations; in this case, only buttons are permitted.
Fixed coding of different functions, e.g. traction help cod-
ing using pin assignments, is no longer provided. The
user is able to influence the system to a very large extent
using the remote control unit.

1 Pin 30 (8A-fuse) 19 NL I/III switch

2 L-Line Diagnosis 1 19 20 CLOCK-Line RCU
3 la raise/lower switch 21 DATA-Line RCU
4 K-Line Diagnosis 22 C3/D3-signal (speedo)
5 sign. DSENS la-bellow right 23 sign. DSENS ra-bellow right
6 sign. DSENS la-bellow left 24 release traction help or
7 sign. DSENS ra-bellow left sign. DSENS lifting bellows
8 height sensor rear right 25 height sensor rear left
9 Pin 15 / RCU 26 height sensor front
10 DV-/traction switch 27 height sensor ground + pin 31
11 2/2 way valve fa 28 axle load switch-over
12 2/2 way valve la bellow left 29 solenoid valve LSV-function
13 2/2 way valve ra left 30 2/2 way valve la bellow right
14 2/2 way valve lifting bag or hydraulic valve 31 2/2 way valve ra right.
15 B/E-valve. 32
16 stop-light switch 33 fault lamp
17 switch Traction help 34 warning lamp traction help
18 traction help lamp 18 35 35 la pos. lamp

PIN assignment of the 35-pin ECU for 6x2 vehicles with pressure proportional control (6x2 DV).

33
7. ECAS Components

The axle load is picked up by sensors in very different
ways. On the one hand, information about the axle load
can be provided to the electronic control unit via the CAN
bus, on the other hand it is possible to connect pressure
sensors to the electronic control unit and to make the in-
formation supplied by these sensors about the bellows
pressure available to other on-board electronic control
units. It is now possible to have pressure sensors on the
front axle as well, something that was not possible be-
fore.
using two 15-pin or one 15-pin and one 18-pin compact
plug instead of a 25 or 35-pin terminal strip as in the past.
The printed circuit board is pushed into the aluminium
housing from the plug side. The cooling gills on the rear
of the housing are also striking features. The latest hous-
ings are made of plastic and have 15/18-pin plugs.
446 170 ... 0 (ECAS 4x2 CAN and ECAS 6x2 CAN)

The pin assignments of the electronic control units is to-

tally different. Refer to the figure "PIN assignment of the
ECU 24V CAN" for information.

An external characteristic feature of an electronic control

unit of this type is that the electrical connection is made

X1 X2
(AC-coding)
(AC-Kodierung) (BC-coding)
(BC-Kodierung)

1 4 7 10 13 1 4 7 10 13

2 5 8 11 14 2 5 8 11 14

3 6 9 12 15 3 6 9 12 15

X1 X2 Solenoid valves
MAGNETVENTILE
10 driven axle left links
Antriebsachse
+UB
+UB(pin 15)
(Kl.15) 10
11 pressurizing
Belüften
+UB
+UB(pin 30)
(Kl.30) 7
ground 12 raise lifting
Liftachse axle
heben
Masse(pin 31)
(Kl.31) 12
13 driven axle rightrechts
Antriebsachse
CAN LOW 1 14 lower lifting
Liftachse axle
senken
HF-GND CAN 2 15 Front axle
Vorderachse
CAN HIGH 3
Versorgung
Supply solenoid valves
4
Magnetventile
K-Line Diagnosis
Diagnose K-Leitung 9

Height sensors
WEGSENSOREN
Liftachse
lifting axle 5 driven axle left links
Antriebsachse
Raising/Lowering 4
heben/senken
8 driven axle right
Antriebsachse rechts
normal level I/II
Normalniveau I/II 5
9 Front axle
Vorderachse
traction help
Anfahrhilfe 6
7 sensor ground
Sensormasse
- nicht
not belegt -
connected 14
1 not connected
- nicht belegt -
remote control
unit (RCU) Versorgung DRUCKSENSOREN
Pressure sensors
BEDIENEINHEIT supply press./
Drucksensoren
+UB
sensor / RCU
Bedieneinheit
13 2 U Antriebsachse
driven axle rightrechts
P
ground
Masse 15
3 U Vorderachse
Front axle
clock
Takt 8 P
data
Daten 11
6 U driven axle leftlinks
Antriebsachse
P
PIN assignment of the ECU
ECAS 6x2 CAN24V
446 170CAN
053 0
P170D053.PRE/06.04.1999
PF6/TF2, Schwarzer

34
 Components
This group includes the following variants (in brackets,
the vehicle manufacturer which uses this ECU):
- 446 170 001 0 (DaimlerChrysler)
- 446 170 002 0 (DaimlerChrysler)
- 446 170 003 0 (MAN)
- 446 170 004 0 (DaimlerChrysler)
- 446 170 005 0 (DaimlerChrysler)
- 446 170 006 0 (MAN)
- 446 170 021 0 (DaimlerChrysler)
- 446 170 022 0 (DaimlerChrysler)
- 446 170 023 0 (DaimlerChrysler)
- 446 170 024 0 (DaimlerChrysler)
- 446 170 051 0 (DaimlerChrysler)
- 446 170 052 0 (DaimlerChrysler)
- 446 170 053 0 (MAN)
- 446 170 054 0 (DaimlerChrysler)
The versions of the electronic control units for Daimler-
Chrysler can be diagnosed using the WABCO diagnostic
card 446 300 635 0, while the versions of the electronic
control units for MAN can be diagnosed using the
WABCO diagnostic card 446 300 893 0 and the PC diag-
nostic program 446 301 524 0. Refer to the ”Diagnosis“
section for further information.
In this case too, when the system is serviced, one ECU
or another may no longer be available because it has
been replaced by an improved variant. The following de-
tails apply to the ECU 446 055 ... 0:
– Variant 023 phases out variants 021, 004 and 001.
– Variant 024 phases out variants 022, 005 and 002.
– Variant 054 phases out variants 052 and 051.
When electronic control units have been replaced, note
ECAS 7.
when using the WABCO Diagnostic Controller that it may
be necessary to have a different diagnostic card.
The 2nd generation of this group, i.e. CAN II, is now in
development. This will be used with other vehicle manu-
facturers. Specifically, this group includes the following
variants (in brackets, the vehicle manufacturer which
uses this ECU):
- 446 170 201 0 (IVECO)
- 446 170 202 0 (IVECO)
- 446 170 203 0 (RVI)
- 446 170 204 0 (RVI)
- 446 170 205 0 (Scania)
- 446 170 206 0 (Scania)
Diagnosis of these electronic control units will only be
possible using a PC as a result of the increased range of
function and the completely revised design of the elec-
tronic control unit, including the new parameter record
structure. The PC program 446 301 524 0 is used for this.
No provision is made for use of a DC card here.
ECAS/ESAC
This generation of ECUs comprises electronic control
units with an integrated ESAC function. Basically, there
are 2 different ECU groups:
- 446 155 ... 0 (MAN – 3-stage damping)
- 446 171 ... 0 (DaimlerChrysler; MAN – infinitely
variable damping
In 4x2 vehicles too, the axle load is picked up by pressure
sensors on all supporting bellows of the driven axle as
well as on the front axle. The shock absorbers can be set

1 Pin 30 (8A-fuse) 19 coding PIN traction help

2 L-Line Diagnosis 1 19 20 CLOCK-Line RCU
3 driving pedal sensor 21 DATA-Line RCU
4 K-Line Diagnosis 22 C3/D3-signal (speedo)
5 signal DSENS ra right 23 NL I/II
6 signal DSENS ra left 24 switch la
7 brake signal 25 height sensor rear left
8 height sensor rear right 26 height sensor front
9 Pin 15 27 height sensor ground + pin 31
10 brake switch ESAC 28 ext. valve relay
11 2/2 way valve fa 29 solenoid valve LSV-function
12 3/3 way valve lower la 30 3/3 way valve raise la
13 2/2 way valve ra left 31 2/2 way valve ra right.
14 ESAC soft 32 ESAC medium
15 B/E-valve 33 fault lamp
16 coding PIN traction help 34 warning lamp traction help
17 switch traction help 35 la pos. lamp
18 traction help lamp 18 35
PIN assignment of the 35-pin ECU for ECAS/ESAC (446 155 ... 0)

35
7. ECAS Components

nection point
to CAN-con-
brake pressure ESAC

Raising/Lowering LA
}

normal level I/II

remote control

CAN LOW

traction help
CAN HIGH
unit (RCU)

GND

(JUMBO)
Pin 31
Pin 15

Pin 30
ground
clock
data

UB X18
(18-pin)

ECU
X6
(6-pin) X15
(15-pin)

UB press. sensors
sensor ground
supply valve
pressurizing
absorber

lower la
raise la

ta right

ta right
ta right
supply

ta left

ta left

ta left
ta
la
fa

fa
fa

fa
absorber solenoid solenoid valves Height sensors Pressure sensors

PIN assignment of the ECU ECAS/ESAC CAN 446 171 ... 0

to three different levels (i.e. soft, medium and hard) or the WABCO diagnostic card 446 300 569 0. Refer to the
can have an infinitely variable setting. The damper set- ”Diagnosis“ section for further information.
ting which is in effect depends on the ECU generation
used. ECU 446 171 ... 0
The ESAC functions in these electronic control units will Electronic control units in this group are used in vehicles
not be dealt with any further at this point, since they are with a CAN network (i.e. DaimlerChrysler ACTROS or
not directly linked to the subject matter of this booklet. MAN TGA). They are integrated into the vehicle's CAN
bus system and are intended for connecting a 15-pin and
ECU 446 155 ... 0 an 18-pin plug. This ECU can be used for controlling 4x2
These electronic control units can be used for 3-stage and 6x2 vehicles with full air suspension – the latter type
damper setting. They are intended for connecting a 35- having a lifting axle. The printed circuit board is pushed
pin plug. An external characteristic feature of an electron- into the aluminium housing from the plug side. The cool-
ic control unit of this type – as with the electronic control ing gills on the rear of the housing are also striking fea-
units for 6x2 vehicles – is the plastic housing into which tures.
the printed circuit board with the 35-pin terminal strip is
pushed from the front and screwed on with Philips This group includes the following variants (in brackets,
screws. the vehicle type in which this ECU is used):
- 446 171 001 0 (DaimlerChrysler ACTROS)
This group has included the following variants so far (in - 446 171 002 0 (MAN TGA)
brackets, the vehicle type in which this ECU is used): - 446 171 003 0 (DaimlerChrysler ACTROS)

- 446 155 000 0 (MAN F2000) These electronic control unit versions 001 and 003 can
- 446 155 001 0 (MAN F2000) be diagnosed using the WABCO diagnostic card 446 300
635 0 – as in the case of the ECAS diagnostic cards for
The only difference between the two electronic control the DaimlerChrysler ACTROS. The electronic control
units concerns the traction help parameters. unit version 002 is diagnosed using the WABCO diag-
nostic card 446 300 893 0 and the PC diagnostic pro-
These electronic control units can be diagnosed using gram 446 301 524 0.

36
 Components ECAS 7.
Successor to ECAS 4x2 electronic control units

RVI
MAN Scania DaimlerChrysler DAF

446 055 020 0 446 055 021 0 446 055 022 0 446 055 023 0

446 055 027 0 446 055 025 0 446 055 026 0 446 055 028 0 446 055 024 0 446 055 029 0

446 055 303 0

446 055 301 0 446 055 302 0 446 055 311 0
(446 055 304 0)

Successor to ECAS 6x2 electronic control units

Daimler-
MAN Scania RVI DAF Scania IVECO
Chrysler
446 055 040 0 446 055 041 0

446 055 042 0 446 055 047 0 446 055 048 0 446 055 044 0 446 055 043 0 446 055 049 0

446 055 401 0

446 055 404 0
446 055 046 0 446 055 403 0 446 055 405 0 446 055 402 0
(446 055 409 0)

446 055 406 0

Pressure equalising control Pressure proportional control

Successor to ECAS 4x2/6x2 CAN electronic control units (DaimlerChrysler)

446 170 001 0 446 170 002 0 446 170 051 0

446 170 004 0 446 170 021 0 446 170 005 0 446 170 022 0 446 170 052 0

446 170 023 0 446 170 024 0 446 170 054 0

37
7. ECAS Components
7.3 ECAS Solenoid Valve
For the purposes of controlling the system, the ECAS so-
lenoid valve is the interface between the electronic out-
put signals from the electronic control unit and the
pneumatic actuating signals for the air suspension bel-
lows.
Several individual solenoid valves are combined in a
block in the ECAS solenoid valve. This is because the in-
dividual solenoid valves cannot generate part-load pres-
sures on the air suspension bellows.
The three functions:
q pressure build-up
q pressure retention
q reduce pressure
are obtained only by combining individual valve func-
tions.
Each of these individual solenoid valves is one unit of an
individual solenoid with one or two pneumatic relay
valves or control slides.
The cables of the electrical connections are come togeth-
er at the corresponding connection pins of the electronic
control unit (see the ECU pin assignment illustrations in
the "Electronic Control Unit (ECU) section).
ECAS solenoid valve for implementing 2-point control on
the driven axle
(Solenoid block - ECAS - II - solenoid valve)
Electrical control
The electrical control signal is sent from the electronic
control unit to the individual solenoids to be activated by
means of the electrical plugs on the individual solenoids
or individual solenoid valve blocks. The control signal
can only have 2 voltage conditions:
38
– HIGH (as a rule, this means 24 V; the solenoid is
energised and opens a pneumatic valve seat against
the force of a spring).
– LOW (this means 0 V; the solenoid is deenergised
and the solenoid spring opens the pneumatic valve
seat).
The combination of control signals at the individual sole-
noids ensures that the corresponding pneumatic valves
are opened/closed and the corresponding slides are
moved.
1. Three different kinds of individual solenoid valve can
be used in the ECAS solenoid valve from the stand-
point of control technology: The 3/2-way valve – This
is used as a pressurizing/venting valve (in short: B/E-
valve). When the solenoid is deenergised, the air sus-
pension supply is shut off and the downstream consu-
mers are connected to the atmosphere. When the
solenoid is energised, the air suspension supply is
connected to the downstream consumers.
2. The 2/2-way valve – This is used as a bellows pres-
sure control valve. When the solenoid is deenergised,
the downstream air suspension bellows are blocked
off. When the solenoid is energised, the air suspen-
sion bellows are connected to the output of the 3/2-
way valve – i.e. either to the air suspension supply or
to atmospheric pressure.
3. The 3/3-way valve - This is used for controlling the
connection between the trailing axle or lifting axle
supporting bellows and the driven axle supporting
bellows in vehicles with pressure proportional control.
In vehicles with a lifting axle, the pressure in the lifting
axle bellows is controlled at the same time as the bel-
lows connection is made.
2 solenoids are used in the 3/3-way valve. These
make it possible to apply pressure to one or more
control slides from 2 sides and therefore move them
to the 3 positions ”Limit position TOP“, ”Limit position
BOTTOM“ and ”Central position“. The solenoids in
this valve are only energised for about 5 seconds. (A
run-on time is required when the ignition is switched
OFF, to allow the lifting axle to be lowered/the load to
be transferred from the trailing axle. As a result, pres-
sure is only applied to the corresponding surface
when the control slide is energised. Following this cur-
rent pulse, the control space in the control slide is
vented once again and the control slide is then only
held in its position by the pressure of the O-rings.
Pneumatic control
The pneumatic control system is an indirect control sys-
tem (e.g. see ”Cross-section of an ECAS solenoid valve
...“) because it comprises a pilot control section and a
 Components
3/2 Directional Control Valve 2/2 Directional Control Valve
Cross-section of an ECAS solenoid valve with
spring-returned seat valves for the driven axle (indi-
vidual solenoids - ECAS - I - solenoid valve)
main control section. The solenoid controlled by the ECU
opens a relatively small valve seat, which causes pres-
sure to build up (pilot control). This pressure ...
... opens a plate valve seat with a large flow cross-sec-
tion in ECAS solenoid valves with a control piston,
and the air then flows through this cross-section.
... moves the slide piston into the required position in
ECAS solenoid valves with a control slide. This
means the pneumatic connections in the ECAS sole-
noid valve are connected together or disconnected
from one another.
The operating method of a 3/2-way valve configured as
a seat valve in the ”Cross-section of an ECAS solenoid
valve with spring-returned seat valves ...“ illustrations
above
Permanently energised solenoid 41 opens a valve
seat 1 and allows pneumatic pilot pressure from duct
4 through duct 2 to the top side of control piston 3 (pi-
lot control). The piston now opens valve seat 6
against a return spring. This allows air to flow into duct
5 and other consumers (main control).
ECAS 7.
2/2 Directional Control Valve 3/2 Directional
Control Valve
Cross-section of an ECAS solenoid valve with
spring-returned sliding valves for the main axle or
the main axle portion (solenoid block)
When energisation of the solenoid is interrupted,
valve seat 1 is closed and the top of control piston 3
is evacuated through the solenoid vent; the valve
spring closes valve seat 6 and, with the help of the
piston return spring, returns control piston 3 to its orig-
inal position. Through control piston 3, which is hol-
low, duct 5 and any downstream consumers are
evacuated.
The 2/2-way valves operate according to the same prin-
ciple as the 3/2-way valve. Depending on the system ver-
sion, the solenoids control one or two control pistons or
slides.
The operating method of the 3/3-way valves in the
”Cross-section of an ECAS solenoid valve with pulse-
controlled sliding valves ...“ illustration overleaf ....
The pilot pressure is present in annular chamber 1
through duct 2 and acts on control solenoids 62.3
(Raise) and 62.1 (Lower). To raise the lifting axle, so-
lenoid 62.3 gets the current pulse for about 5 seconds
and opens its valve seat. Through a system of ducts,
annular chamber 3 at control piston 4 is pressurised.
39
7. ECAS Components

now connected to annular chambers 8 to which the

62.3 62.1 supporting bellows of the lifting axle are connected.
The supporting bellows of the main and the lifting ax-
les now receive the same pressure. Both these proc-
esses cause the lifting axle to be lowered.
When there is no longer any current pulse on the so-
lenoid, chambers 9 and 10 are evacuated through the
2 solenoid vent.

Value structure
11 11 10 As far as the structure is concerned, there are 2 different
types in the pneumatic part of the individual solenoid
9 9 3 valves:

7 7 1 q The spring-returned valve

8 8 6 q The pulse-controlled valve

12 12 The spring-returned valve is controlled by a solenoid.

The valve has 2 switching positions. In the first switching
position, the controlling solenoid is deenergised and a
plate valve seat or a slide piston is held against a valve
5 4 seat or in a defined position by a spring. The correspond-
ing control solenoid must be permanently energised in
order to ensure the second valve function. It is a 3/2 or a
Cross-section of an ECAS solenoid valve with pulse- 2/2-way valve inside the ECAS solenoid valve.
controlled sliding valves for the lifting axle portion in
the ”pressure hold“ position In ECAS solenoid valves from more recent generations,
the seat valves are progressively being replaced by slid-
ing valves (see, for example, ”Cross-section of an ECAS
This pushes control piston 4 upwards and connects
solenoid valve with spring-returned sliding valves ...“).
annular chamber 1 to annular chamber 6 where the
connection for the lifting bellows is located. The lifting The pulse-controlled sliding valve must be activated
bellows are filled. At the same time, the top sides of by 2 solenoids, one solenoid controlling the top of the
both control pistons 5 are pressurised by the air flow- valve slide and the other controlling the bottom of the
ing into chambers 11. The control pistons 5 move valve slide. This possible variation can be used to obtain
downwards. Annular chambers 8 are connected to the 3 switching positions described for 3/3-way valves.
the supporting bellows of the lifting axle. They are One or both solenoids is controlled by a current pulse –
connected to duct 12 and evacuated through vent 32. which explains the name ”pulse-controlled“ – for 5 sec-
Both these processes cause the lifting axle to be onds. The valve slide remains in its position when the
raised. current pulse ends.
When there is no longer any current pulse on the so-
lenoid, chambers 3 and 11 are evacuated through the
solenoid vent.
The position of the slides in the ECAS solenoid valve
does not change until changed by another control
pulse.
To lower the lifting axle, solenoid 62.1 (Lower) re-
ceives a current pulse and opens its valve seat.
Through a system of ducts, chamber 10 at control pis-
ton 4 is pressurised. The piston is pushed downwards
and annular chamber 6 is connected to duct 12. The
lifting axle bellows are evacuated as a result. At the
same time, annular chambers 7, which are pressu-
rised from the supporting bellows of the main axle, are Sliding valve (rear axle and lifting axle control)

40
 Components
Valve installation
The ECAS solenoid valve is located on the frame – pref-
erably on a frame cross-member – above the axle to be
controlled, or above the axle assembly to be controlled.
The pipes and cables leading off to the bellows should be
symmetrical, i.e. identical in length and in diameter. The
proper allocation of electrical and air connections follows
the numbering system.
There are three main different groups of ECAS solenoid
valves, depending on their location:
– Front axle valve (also: FA valve)
– Rear axle valve (also: RA valve)
– Rear axle/lifting axle valve (also: RA/LA valve)
The FA valve is located near the front axle and controls
the supporting bellows for the front axle. The FA valve
usually has only one 2/2-way valve for the front axle
(steering axle), i.e. it can only perform the opening/block-
ing function. (See also ”Cross-section of an ECAS sole-
noid valve with spring-returned seat valves for the front
axle (steering axle)“ for more information.)
The process of increasing and decreasing the pressure
is taken over by the 3/2-way valve of the rear axle valve.
FA valve with DIN Bayonet
Cross-section of an ECAS solenoid valve with spring-
returned seat valves for the front axle (steering axle)
ECAS 7.
The RA valve is located in the area of the rear axle and
controls the driven axle supporting bellows in vehicles
with partial and full air suspension without a lifting/trailing
axle. It is equipped with a 3/2-way valve (pressurisation/
depressurisation function) and, depending on the control
version of the ECAS system, with one 2/2-way valve – on
a 1-point controlled axle – or two 2/2-way valves – on a
2-point controlled axle. The pressurisation/depressurisa-
tion function of the FA valve in vehicles with full air sus-
pension is implemented by means of a pneumatic output
which is closed in vehicles with partial air suspension.
RA valve with DIN bayonet
The RA/LA valve is located in the area of the rear axle
and controls the driven axle supporting bellows in vehi-
cles with partial and full air suspension and with a lifting/
trailing axle. It is located near the rear axle and controls
not only the supporting bellows of the rear axle but also
the lifting bellows and the supporting bellows of the lifting
axle. In systems with pressure proportional control/opti-
mum traction control, it is even possible to operate a ve-
hicle with full air suspension (i.e. the supporting bellows
on the front axle too) using one ECAS solenoid valve.
The RA/LA valve consists of one rear axle block (see ”RA
valve“ for function) and one lifting axle block. An addition-
al pneumatic output in the rear axle block makes it possi-
ble to pressurise/depressurise a FA valve. The valves
fitted in the lifting axle block depend on whether it is an
ECAS system with pressure equalising control or with
pressure proportional control/optimum traction control.
There are three 3/3-way valves in the block of lifting axle
valves for ECAS systems with pressure equalising con-
trol. These are actuated by two valve solenoids and are
responsible for controlling the lifting bellows and the sup-
porting bellows of the lifting axle.
The block of lifting axle valves for ECAS systems with
pressure proportional control/optimum traction control
contains up to three 2/2-way valves which are responsi-
ble for controlling the lifting bellows and the supporting
bellows of the lifting axle.
41
7. ECAS Components

The following guideline can be used for the pneumatic ECAS II solenoid valve
port assignment of ECAS in the truck:

Port 1 Reservoir pressure from air suspension

reservoir tank for the air suspension bellows
Port 11 Reservoir pressure from air suspension
reservoir tank for the air suspension bellows
Port 12 Control pressure from the air suspension
reservoir for controlling the piston/slide of
the individual valves in the ECAS solenoid
valve
Port 13 No practical importance
Port 14 Reservoir connection coming from the
pressurisation/depressurisation valve
Port 21 Output to port 14 of the FA valve or output
to the supporting bellows for the left-hand
side of the driven axle (only pressure
equalising control)
Port 22 Output to the supporting bellows on the
right-hand side of the vehicle ECAS III solenoid valve

Port 23 Output to the supporting bellows on the left-

hand side of the vehicle
Port 24 Output to the supporting bellows on the
right-hand side of the driven axle (only
pressure equalising control)
Port 25 Output to the lifting bellows of the lifting axle
Port 26 Output to port 14 of the FA valve (only
pressure equalising control)
Port 27 No practical importance
Port 3 Vent
Port 31 Vent
Port 32 Vent
Refer to the relevant circuit diagram for the electrical con-
nection assignment (see also the pin assignments of the
electronic control units).
The new generation of ECAS solenoid valve (ECAS III)
Information about the exchangeability of ECAS sole- was introduced in the year 2000. This generation of sole-
noid valves noid valve is assigned to product group 472 880 ... 0 and
It is possible to distinguish one generation of ECAS sole- is intended in future to phase out the ECAS solenoid
noid valve from another based on the design of the valve valves in product group 472 900 ... 0.
solenoids. There are more than 60 different types of
ECAS solenoid valve. Product group 472 900 ... 0 in- As a general rule, it is possible to subdivide the various
cludes the FA, RA and RA/LA valves for systems with ba- versions into groups with the same function. The main
sic control and pressure proportional control/traction differences between devices in the same group concern
control. Product group 472 905 ... 0 contains the RA/LA the electrical and pneumatic interface.
valves for pressure equalising control.
Devices which have specially shaped connection threads
due to the requirements of special pipe connection sys-

42
 Components ECAS 7.
tems do not represent a special problem for repair even
if the appropriate pipe fittings are unavailable, since they
can be provided with DIN pipe fittings instead.

However, problems of a different magnitude arise if the

electrical connections to the valve solenoids are config-
ured differently. For example, solenoid control can be im-
plemented as an individual control with a thread or as a 3

valve block control with a connection bayonet. The con- 21

nection bayonet may vary from one type to another (KO-

STAL or DIN bayonet). There can be different contact
arrangements even within the same bayonet type and
this may rule out interchangeability. In this case, the only
thing to do is to replace the associated cable at the same
time.
The following pages present a brief list of the most impor-
tant ECAS solenoid valves with equivalent functions, and
provide some information about interchangeability.
The following applies to the designation of the electrical
connection (E-conn.) as a DIN bayonet:
Plug connector DIN 72 585 - A1 - 4.1 - Sn/K1 (example)
A1 = Fixed plug connector (A) with coding strip assign-
ment 1 in the plug (4 different arrangements are
possible).
4.1= DIN coding of the contact assignment (here: 4 con-
tacts assigned according to variant 1).
Sn = Tin-coated contacts.
K1 = Duty class (K2 can be more highly loaded than K1).
The following applies to the pneumatic connections (P-
conn.):
JED-152 = Screw-in holes for DIN metric connection
thread.
JED-388 = Screw-in holes for the VOSS plug connection
system (can be used for DIN pipe fitting).
The following text first displays the symbol diagram for
the various groups, followed by a brief description. Some
variants can only be distinguished by the presence/ab-
sence of a muffler (GD).
This and the following groups deal with solenoid valves
which are used for ECAS basic control on the rear (or
driven) axle.
23 22
11
The first group to be mentioned is the group of RA valves
for 1-point control (1WSENS). These valves have a
throttle (diameter 0.6 mm) between the pneumatic out-
puts to the left and right-hand sides of the bellows on the
front axle. The following variants exist:
472 900 030 0
E-conn.: 2x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (VOSS thread acc. to drawing)
Comment: Half shafts of the individual solenoid
connections 90° turned at 90° to one another; with
muffler.
472 900 032 0
E-conn.: 2x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (DIN thread acc. to drawing)
Comment: Half shafts of the individual solenoid
connections 90° turned at 90° to one another;
w/o muffler.
472 900 033 0
E-conn.: 2x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: Half shafts of the individual solenoid
connections 90° turned at 90° to one another;
with muffler.
472 900 034 0
E-conn.: 2x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: Half shafts of the individual solenoid
connections pointing in same direction; w/o muffler
472 900 055 0
E-conn.: 1x bayonet DIN 72585-A1-4.2-Sn/K1
P-conn.: M22x1.5 (JED-388)
472 900 061 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Spec. solenoid seal for SCANIA;
with muffler
472 900 065 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-152)
Comment: with muffler

43
7. ECAS Components
472 880 030 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-4.2-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: with muffler; phases out 472 900 055 0
472 880 031 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Spec. solenoid seal for SCANIA; with muf-
fler; phases out 472 900 061 0.
3
23 22 21
11
The next group comprises RA valves for 2-point con-
trol (2WSENS). These valves enable the pneumatic out-
puts to the air suspension bellows to be controlled
separately. It includes the following variants:
472 900 000 0
E-conn.: 3x thread M27x1.5 (individual solenoids)
P-conn.: M22x1.5 (VOSS thread acc. to drawing)
Comment: Replaced by variant 001; with muffler (old)
472 900 001 0
E-conn.: 3x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (VOSS thread acc. to drawing)
Comment: Replacement for variant 000; Half shafts of
the individual solenoid connections like variant 000;
with muffler
472 900 002 0
E-conn.: 3x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (DIN thread acc. to drawing)
Comment: Half shafts of the individual solenoid
connections like variant 000; with muffler
472 900 006 0
E-conn.: 3x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (DIN thread acc. to drawing)
Comment: Replaced by variant 012; w/o muffler
472 900 008 0
E-conn.: 3x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: Half shafts of the individual solenoid
connections like variant 000; with muffler
472 900 009 0
E-conn.: 3x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: w/o muffler
44
472 900 012 0
E-conn.: 3x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (DIN thread acc. to drawing)
Comment: Replacement for variant 012; solenoids re-
worked; half shafts of the individual solenoid connec-
tions like variant 006; w/o muffler
472 900 014 0
E-conn.: 3x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: Plug-in direction of electrical individual so-
lenoid connections like variant 000; w/o muffler
472 900 053 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: with muffler – otherwise like variant 060
472 900 060 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2
P-conn.: M22x1.5 (JED-388)
Comment: Port 21 open; w/o muffler – otherwise like
variant 053
472 900 062 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Spec. solenoid seal for SCANIA;
with muffler; otherwise like variant 053
472 900 063 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-152)
Comment: with muffler
472 900 073 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: 12 V supply voltage
472 880 000 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2
P-conn.: M22x1.5 (JED-388)
Comment: Port 21 open; with muffler;
phases out 472 880 060 0
472 880 001 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: with muffler; phases out 472 880 053 0
472 880 002 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Special solenoid seal for
SCANIA; otherwise like variant 001; with muffler
472 880 070 0 (= ECAS III solenoid valve)
 Components ECAS 7.
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1 472 880 021 0 (= ECAS III solenoid valve)
P-conn.: M22x1.5 (JED-388) E-conn.: 1x bayonet DIN 72585-A1-2.1-Sn/K1
Comment: 12 V supply voltage; P-conn.: 4x M22x1.5 (JED-388)
phases out 472 880 073 0. Comment: Phases out variant 472 900 058 0, but
without port 25.
The next section deals with solenoid valves that are used
for ECAS basic control on the front axle.
14 12

14 12

25

23 22

23 22
The first group of these comprises FA valves for 1-point
control (1WSENS). These valves have a throttle (diam-
eter 0.6 mm) between the pneumatic outputs to the left
and right-hand sides of the bellows on the front axle. The
pressurisation/depressurisation function of these valves
is taken over by the RA valve connected upstream, which
means it is necessary to connect a separate reservoir
line for the pilot control (port 12 – from ECAS III port 11).
The following variants exist:
472 900 020 0
E-conn.: 1x thread M27x1 (individual solenoid)
P-conn.: 3x M22x1.5/1x M16x1.5 (VOSS thread acc.
to drawing) Comment: As well as port 14 additional
closed port 13 with supply pressure
This is a special case in the group of FA valves for 1-
point control (1WSENS). An extra port, port 25, is locat-
ed adjacent to port 22.
There is only one variant:
472 900 058 0
E-conn.: 1x bayonet DIN 72585-A1-2.1-Sn/K1
P-conn.: 3x M22x1.5/1x M16x1.5 (JED-388)
Comment: To be replaced by 472 880 021 0, in which
case port 25 can be picked off from port 22 (T-piece);
note the difference in thread size!
12

472 900 021 0

E-conn.: 1x thread M27x1 (individual solenoid)
P-conn.: 3x M22x1.5/1x M16x1.5 (VOSS thread)
Comment: No
14

472 900 054 0 27

E-conn.: 1x bayonet DIN 72585-A1-3.6-Sn/K1
P-conn.: 3x M22x1.5/1x M16x1.5 (JED-388)
Comment: Solenoid turned compared to variant 074
472 900 064 0
E-conn.: 1x bayonet DIN 72585-A1-3.6-Sn/K1TAGP-
conn.:3x M22x1.5/1x M16x1.5 (JED-152)
Comment: No
472 900 074 0
E-conn.: 1 x bayonet DIN 72585-A1-3.6-Sn/K1TAGP-
conn.:3x M22x1.5/1x M16x1.5 (JED-388)
Comment: Solenoid turned compared to variant 054
472 880 020 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-3.6-Sn/K1
P-conn.: 4x M22x1.5 (JED-388)
Comment: Phases out variant 472 900 054 0
26
This group comprises FA valves which are used in bus-
es. These valves have an additional 2/2-way valve for the
kneeling function as well as the valves described in the
FA valve groups above. The following variants exist:
472 900 066 0
E-conn.: 1x bayonet DIN 72585-A1-3.6-Sn/K1/1x
Bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: 3x M22x1.5/1x M16x1.5 (JED-388)
Comment: 24 V version
472 900 076 0
E-conn.: 1x bayonet DIN 72585-A1-3.6-Sn/K1/1x
Bayonet DIN 72585-A1-4.1-Sn/K
P-conn.: 3x M22x1.5/1x M16x1.5 (JED-388)
Comment: 24 V version

45
7. ECAS Components
472 880 061 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-3.6-Sn/K1/1x
Bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: 4x M22x1.5 (JED-388)
Comment: 24 V version; phases out variant 472 900
066 0; note the modified pneumatic connections
472 880 071 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-3.6-Sn/K1/1x
Bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: 4x M22x1.5 (JED-388)
Comment: 24 V version; phases out variant 472 900
076 0; note the modified pneumatic connections.
21
23 22
This groups together FA valves which are also used in
buses – based on the previous group. As well as the 2/2-
way valve for kneeling, these valves also have a sepa-
rate pressurisation/depressurisation valve.
The following variant exists:
472 880 062 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-3.2-Sn/K1/1x
Bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: 4x M22x1.5 (JED-388)
Comment: Pressurisation/depressurisation function
integrated in the valve.
The following groups deal with solenoid valves which are
used for traction control/pressure proportional control in
vehicles as a whole or for axle assemblies.
23 22 23 22
11
46
This group comprises FA/RA valves for 1-point/2-point
control (3WSENS). These valves have a throttle (diam-
eter 0.6 mm) between the pneumatic outputs to the left
and right-hand sides of the bellows on the front axle.
They are used in 4x2 vehicles. The advantage is that one
valve can be used for organising bellows control for a ve-
hicle with full air suspension.
The following variants exist:
472 900 052 0
E-conn.: 4x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: No
472 900 057 0
E-conn.:1x bayonet DIN 72585-A1-4.1-Sn/K1/1x
Bayonet DIN 72585-A1-3.6-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Replaced by 472 880 050 0
472 900 067 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1/1x
Bayonet DIN 72585-A1-3.6-Sn/K1
P-conn.: 1/2-14 NPTF
11 Comment: Replaced by 472 880 051 0
472 880 050 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1/1x
Bayonet DIN 72585-A1-3.6-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Phases out 472 900 057 0
472 880 051 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1/1x
Bayonet DIN 72585-A1-3.6-Sn/K1
P-conn.: 1/2-14 NPTF
Comment: Phases out 472 900 067 0.
23 22 23 22 21 11
This group comprises RA/LA (or RA/TA) valves for 1-
3
point control (1WSENS). There is one output on the lift-
ing axle block for the lifting bellows and one output for the
supporting bellows of the lifting axle.
The following variant exists:
 Components ECAS 7.
472 900 113 0 472 880 101 0 (= ECAS III solenoid valve)
E-conn.: 2x bayonet DIN 72585-A1-4.1-Sn/K1 E-conn.: 2x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388) P-conn.: M22x1.5 (JED-388)
Comment: RA/TA valve. Comment: RA/LA valve; phases out 472 900 112 0.

3
3

25 22 23 23 22 21 11
23 22 23 22 21 11

This group comprises RA/LA (or RA/TA) valves for 2-
point control (2WSENS). There are two pneumatic out-
puts on the valve block for the supporting bellows of the
lifting/trailing axle.
The following variants exist:
This groups together RA/LA valves for 2-point control
(2WSENS). There is one output on the lifting axle block
for the lifting bellows and two outputs for the supporting
bellows of the lifting axle.
The following variants exist:

472 900 102 0 472 900 101 0

E-conn.: 5x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (VOSS thread)
Comment: Replaced by 472 900 105 0
472 900 103 0
E-conn.: 5x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (DIN thread)
Comment: No
472 900 105 0
E-conn.: 5x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: Replacement for 472 900 102 0
472 900 110 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1/1x
Bayonet DIN 72585-A1-4.2-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: RA/TA valve; replacement for 472 900 105 0;
no replacement for 472 900 112 0 – see electrical bay-
onet connections
472 900 112 0
E-conn.: 2x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: RA/LA valve; no replacement for 472 900
110 0 – see electrical bayonet connections
472 880 100 0 (= ECAS III solenoid valve)
E-conn.: 1x bayonet DIN 72585-A2-4.1-Sn/K1/1x
Bayonet DIN 72585-A1-4.2-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: RA/TA valve; phases out 472 900 110 0;
but: different plug coding on the electrical connections
E-conn.: 6x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (DIN thread acc. to drawing)
Comment: Replaced by 472 900 111 0
472 900 104 0
E-conn.: 6x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (JED-388)
Comment: No
472 900 111 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K1/1x
Bayonet DIN 72585-A1-4.2-Sn/K1
P-conn.: M22x1.5 (JED-152)
Comment: Replacement for 472 900 101 0
472 900 114 0
E-conn.: 2x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Replacement for 472 900 104 0; no re-
placement for 472 900 111 0 – see electrical bayonet
connections
472 880 103 0 (= ECAS III solenoid valve)
E-conn.: 2x bayonet DIN 72585-A1-4.1-Sn/K1
P-conn.: M22x1.5 (JED-388)
Comment: Phases out 472 900 114 0; no replace-
ment for 472 900 111 0 – see electrical bayonet con-
nections.

47
7. ECAS Components

12

3
21/14

3
26 27 23 22 21 11

This groups together FA/RA valves for 3-point control 11/25

22 23

(3WSENS). This is a special type for buses – these

valves have a throttle (diameter 1 mm) between the
This groups together ECAS solenoid valves which per-
pneumatic outputs to the left and right-hand sides of the
form special control functions. Particular reference
bellows on the front axle. Particular reference should be
should be made to the 2/2-way valve upstream of port
made to the valve solenoid in the FA part which is need-
21/14 which is open when deenergised.
ed for the kneeling function.
The following variant exists:
The following variants exist:
472 900 013 0
472 900 050 0
E-conn.: 3x thread M27x1 (individual solenoids)
E-conn.: 6x thread M27x1 (individual solenoids)
P-conn.: M22x1.5/M16x1.5 (DIN thread)
P-conn.: M22x1.5 (DIN thread acc. to drawing)
Comment: None.
Comment: Replacement for 472 900 051 0 possible –
seal integrity problems may arise due to the larger O-
ring groove on the pneumatic connections
12
472 900 051 0
E-conn.: 6x thread M27x1 (individual solenoids)
P-conn.: M22x1.5 (DIN thread acc. to drawing)
Comment: Replacement for 472 900 050 0 possible –
narrower O-ring groove on the pneumatic connec-
21/14
tions
3
472 900 056 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2/1x
Bayonet DIN 72585-A1-4.2-Sn/K2/1x bayonet DIN 24/13 22 23
11/25
72585-A1-3.6-Sn/K2
P-conn.: M22x1.5 (JED-388)
Comment: No This shows a type of the previous ECAS solenoid valve
group which has port 24/13 added. They do not play any
472 900 059 0 role as far as use in the vehicle is concerned, although
E-conn.: 6x thread M27x1 (individual solenoids) they are encountered in the CTU (conformity measuring
P-conn.: M22x1.5 (JED-388) instrument for the ECE-R13) as a pneumatic actuator.
Comment: No The following variants exist:
472 900 068 0 472 900 005 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2/1x E-conn.: 3x thread M27x1 (individual solenoids)
Bayonet DIN 72585-A1-4.2-Sn/K2/1x bayonet DIN P-conn.: M22x1.5/M16x1.5 (DIN thread)
72585-A1-3.6-Sn/K2 Comment: Replaced by 472 900 007 0
P-conn.: M22x1.5 (JED-388)
Comment: 24 V version 472 900 007 0
E-conn.: 3x thread M27x1 (individual solenoids)
472 880 060 0 (= ECAS III solenoid valve) P-conn.: M22x1.5/M16x1.5 (DIN thread)
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2/1x Comment: Replacement for 472 900 005 0; can also
Bayonet DIN 72585-A1-4.2-Sn/K2/1x bayonet DIN replace 472 900 013 0.
72585-A1-3.6-Sn/K2
P-conn.: M22x1.5 (JED-388) This and the following groups deal with solenoid valves
Comment: Phases out 472 900 056 0. which are used in pressure equalising control.

48
 Components ECAS 7.
lifting axle is exactly reversed (i.e. opposite) – as a result
it is not permitted to replace the valves specified below
II 32 23 1 21 I with the ones specified above.
The following variants exist:

472 905 110 0

26 E-conn.: 2x KOSTAL bayonet (see drawing)
P-conn.: M22x1.5 (JED-388)
Comment: Replaced by 472 905 116 0; housing iden-
31 tified by a blue paint dot on the cover; 1 muffler
25
472 905 116 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2/1x
Bayonet DIN 72585-A1-4.2-Sn/K2
24 22 P-conn.: M22x1.5 (JED-388)
Comment: Replacement for 472 905 110 0; housing
identified by a blue paint dot on the cover; 1 muffler.

The first group to be mentioned is the group of RA/LA (or

RA/TA) valves for 2-point control (2WSENS). The bel-
lows pressure on the left and right-hand sides of the ve-
hicle can be controlled separately. II 32 23 1 21 I
The following variants exist:

472 905 105 0 26

E-conn.: 2x KOSTAL bayonet (see drawing)

P-conn.: M22x1.5 (JED-388)
Comment: Replaced by 472 905 107 0; 1 muffler (old 31

version) 25

472 905 107 0

E-conn.: 2x KOSTAL bayonet (see drawing)
P-conn.: M22x1.5 (JED-388) 24 22

Comment: Replacement for 472 905 105 0; replaced

by 472 905 111 0; 1 muffler
Another group to be mentioned is the group of RA/LA (or
472 905 108 0 RA/TA) valves for 1-point control (1WSENS). These
E-conn.: 2x KOSTAL bayonet (see drawing)TAGP- valves have a throttle (diameter 0.6mm) between the
conn.:M22x1.5 (JED-152) pneumatic outputs to the left and right-hand sides of the
Comment: Replaced by 472 905 112 0; 1 muffler – bellows on the front axle. The bellows pressure on the
fording version left and right-hand sides of the vehicle cannot be control-
led separately. The following variants exist:
472 905 111 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2/1x 472 905 109 0
Bayonet DIN 72585-A1-4.2-Sn/K2 E-conn.: 2x KOSTAL bayonet (see drawing)
P-conn.: M22x1.5 (JED-388) P-conn.: M22x1.5 (JED-388)
Comment: Replacement for 472 905 107 0; 1 muffler Comment: Replaced by 472 905 114 0; 1 muffler
472 905 112 0 472 905 114 0
E-conn.: 2x KOSTAL bayonet (see drawing)TAGP- E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2/1x
conn.:M22x1.5 (JED-152) Bayonet DIN 72585-A1-4.2-Sn/K2
Comment: Replacement for 472 905 108 0; 1 muffler P-conn.: M22x1.5 (JED-388)
– fording version Comment: Replacement for 472 905 109 0; 1 muffler

This group also includes the following variants. A major

difference between these and the variants just men-
tioned above is that the raising/lowering function of the

49
7. ECAS Components

472 905 106 0

E-conn.: 2x KOSTAL bayonet (see drawing)
II 32 23 1 21 I P-conn.: M22x1.5 (JED-388)
Comment: 1 muffler (old version).

26
Finally, there are groups of solenoid valves which can be
viewed as rather exotic and which are not in widespread
use. They are mentioned here for the sake of complete-
31 ness.
25 II 32 24 22 I

24 22 26

Another group is the RA/LA valves for 2-point control 31

(2WSENS) with separate lifting bellows control. The
bellows pressure on the left and right-hand sides of the
vehicle can be controlled separately.
The following variant exists:
25 1 21
472 905 115 0
E-conn.: 1x bayonet DIN 72585-A1-4.1-Sn/K2/1x In this case, we are dealing with a FA/RA/LA valve for
Bayonet DIN 72585-A1-4.2-Sn/K2 1-point/1-point control with integrated lifting bellows
P-conn.: M22x1.5 (JED-388) control (2WSENS). Such a valve can carry out all the
Comment: The load can be transferred to the driven ECAS functions in a 6x2 vehicle with full air suspension
axle separately. and a lifting axle. There is one output available in each
case for the front, rear and lifting axle supporting bellows.
The lifting bellows has a separate output on the valve
and does not have constrained control.
II 32 23 1 21 I The following variant exists:
472 905 070 0
26 E-conn.: 2x KOSTAL bayonet (see drawing)
P-conn.: M22x1.5 (JED-388)
Comment: w/o muffler.
31

24 22

The next group to be mentioned is the group of RA/LA

1
valves for 2-point control (2WSENS) without con-
strained control of the lifting bellows. (In this case, con- 22

strained control means that when the lifting axle

supporting bellows are connected to the air suspension
system, the lifting bellows are forced to be evacuated 31
and, consequently, when the lifting axle supporting bel-
lows are disconnected from the air suspension system,
This concerns a straightforward RA valve for 1-point
they are forced to be pressurised.) The bellows pressure
control (1WSENS).
on the left and right-hand sides of the vehicle can be con-
The following variant exists:
trolled separately. This valve can be used for vehicles
with a trailing axle. If this valve is to be used for control- 472 905 010 0
ling vehicles with a lifting axle, another solenoid valve E-conn.: 1x KOSTAL bayonet (see drawing)
must be used for controlling the lifting bellows. P-conn.: 1/2-14 Dryseal NPTF
The following variant exists: Comment: 12 V version; with muffler.

50
 Components ECAS 7.
Finally, there is a RA/TA valve for 1-point control
(1WSENS). The following variant exists:

472 905 060 0

E-conn.: 1x KOSTAL bayonet (see drawing)
P-conn.: 1/2-14 Dryseal NPTF
1 Comment: 12 V version; with muffler
26
31
This completes the ”ECAS Solenoid Valve“ chapter.

22

7.4 Remote Control Unit – Data line

By means of the remote control unit, the driver can
change the vehicle's reference level, adjust the position
of the lifting axle and move to the normal level. The vehi-
cle's level can be adjusted with the remote control unit
only while the vehicle is either stationary or moving at a
speed which is slower than a limit speed vOPER. This limit
speed is set on the ECU as part of the procedure for set-
ting the parameters.
The illustration below shows remote control unit 446 056
117 0 for a vehicle with full air suspension and a lifting ax-
le. The functions of this remote control unit are:
– Moving to normal level.
– Raising and lowering the superstructure at all axles
simultaneously and at the front or rear axle or
axle unit separately

The control buttons for changing the level are accommo- – Raising and lowering the lifting axle and thereby
dated in a housing. Contact with the ECU is established switching off or on any fully automatic lifting axle
using a 4-core spiral cable and a socket on the vehicle. operation, and reducing or increasing the load on the
The 4-core cable has the following assignment: trailing axle.

– Terminal 15 for the electrical power supply – Storing up to 2 preference (i.e. memory) levels and
setting these levels when the appropriate button is
– Terminal 31 pressed briefly.
– CLOCK line (also: pulse line) – Setting the vehicle to STAND-BY operation where

Indication lamp front axle

ILF
Preselect button
PSF Indication lamp rear axle
ILR
Indication lamp lifting axle
ILL
Memory level 2 – button
M2 Preselect button rear axle
PSR
Memory level 1 – button
M1
Preselect button lifting axle
PSL
RAISE button RAISE
Normal level button
NL
LOWER button LOWER Stop button
STOP

51
7. ECAS Components
the power for ECAS can be taken from terminal 30.
– Instantaneously cancelling any raising or lowering
processes by pushing the STOP button.
Systems with less comprehensive configurations (e.g.
vehicles with partial air suspension because they have
no air-sprung front axle) show no reaction if a button is
pushed which the system is unable to identify (e.g. se-
lecting the front axle). It is fully possible for a vehicle with
partial air suspension to be operated using a remote con-
trol unit for a vehicle with full air suspension.
The layout of the remote control unit shows three lamps
(referred to as check lamps) in its upper row which inform
the user which axle has been preselected for the adjust-
ment to be made.
Below these are the 3 preselect buttons in a row. Each of
these buttons is located below the appropriate check
lamp. If one of these buttons is pushed, the correspond-
ing check lamp will come on, indicating to the user that
the preselected axle can be actuated. Pressing the
preselect button again causes the associated check
lamp to go out, indicating to the user that input mode of
the remote control unit has been interrupted. It is now no
longer possible to use the remote control unit to send
commands to the ECAS system. For any changes to the
reference level for the whole of the vehicle, the preselect
buttons for front and rear axles must have been pushed.
Both appropriate check lamps must be on to indicate that
the system is ready for actuation.
IMPORTANT! Usually any input using the remote
control unit begins by preselecting the desired ax-
le(s) and ends by cancelling the input mode.
Raising and lowering the superstructure
By pressing the ”RAISE“ or ”LOWER“ buttons, the ECU
is given a changed reference level for the superstructure
above the preselected axles. The superstructure then al-
ters its distance from the axle without delay. Depending
on the system, the command is carried out either until the
button is released or the STOP button is pressed. The
last reference value when the command was terminated
is taken as the new reference value and used in the con-
trol function accordingly.
Raising and lowering the lifting axle
Briefly pushing the ”RAISE“ or ”LOWER“ buttons after
preselecting the lifting axle causes the lifting axle to be
raised or lowered and the weight resting on the trailing
axle increased or decreased. Raising, i.e. increasing the
weight, is only possible provided the defined permitted
maximum pressure in the main axle's supporting bellows
is not exceeded. Lowering the lifting axle or reducing the
52
weight on the trailing axle results in automatic operation
of the lifting/trailing axle being switched off.
Switching automatic lifting axle operation on and off
As described above, automatic operation of the lifting/
trailing axle can be switched off by pushing the ”LOWER“
button provided at least one lifting/trailing axle had been
automatically raised/relieved due to a light load. Switch-
ing off automatic lifting axle operation means that the lift-
ing axle which was raised automatically before is
lowered, or the load on any relieved trailing axle will be
increased.
Automatic operation is switched on again by means of:
– Remote control unit
(preselect lifting axle, "Raise" button)
– Switching the ignition on and off.
Normal level
In order to select the current normal level it is sufficient to
push the normal level button briefly. In some systems,
there is no need to deactivate the axle preselection as
this takes place automatically.
Memory Levels
If a certain vehicle level is to be set frequently when the
vehicle is being loaded or unloaded, that level can be
stored and set again as often as required at the push of
a button.
By pressing the ”STOP“ button and then also pressing ei-
ther the ”M1“ or ”M2“ memory button, an existing refer-
ence level can be stored as the preferential (or memory)
level.
The stored values are not lost when the ignition is
switched off. They apply to the whole of the vehicle, i.e.
when retrieving it, it is sufficient to simply preselect one
axle. By then briefly pressing the corresponding memory
button, i.e. ”M1“ or ”M2“, the vehicle's superstructure is
immediately brought to the stored level.
Stop
By pressing the ”STOP“ button, all level control process-
es are stopped immediately, the present level being rec-
ognised as the reference level. This function primarily
permits the operator to cancel any automatic changes in
the vehicle's level (memory, normal level) if he or she
considers that the continuation of that control process
would be hazardous. There are systems in which the
STOP button must be pressed in order to terminate the
RAISE and LOWER functions.
If the STOP button is held down and the ignition switched
off, the vehicle is put into STAND-BY mode.
 Components
Speed dependency
Commands can only be sent to the ECAS electronic con-
trol unit using the remote control unit when the vehicle is
at a standstill or travelling below a speed set in the pa-
rameters vOPER. Control functions started below this
speed are brought to completion even if the speed is ex-
ceeded whilst they are in progress.
Pressing several buttons simultaneously
If several buttons are pressed simultaneously and these
do not represent a plausible combination, no command
will be accepted when a specific level change is started,
and the STOP function is performed instead.
Disconnecting the remote control unit
The STOP function is performed when the remote control
unit is disconnected.
Using several remote control units
ECAS can also be controlled using a second remote con-
trol unit (e.g. on the loading platform or outside the vehi-
cle). To ensure that only one of these remote control
units communicates with the electronic control unit, the
DATA line leading to the electronic control unit must have
a selection switch fitted for selecting one of the remote
control units. Connecting two remote control units to the
ECAS 7.
electronic control unit in parallel is not permitted and will
result in operational problems.
Priority
If a level function has been activated and a raise/lower
command is given via the remote control unit, the com-
mand from the remote control unit will be executed.
The remote control unit has a high priority within the sys-
tem. For example, if the control function has failed, the
vehicle's superstructure can be taken to a reasonable
level using the ”Raise“ and ”Lower“ functions as an expe-
dient to allow the vehicle to be driven to the workshop.
IMPORTANT! ECAS needs to be aware of the exist-
ence of a remote control unit. For this reason, in
some systems the remote control unit must be con-
nected to the electronic control unit during the sys-
tem start-up.
Service issues for remote control units
Depending on the system configuration, there are ap-
proximately 60 different variants of remote control unit
available. These differ in terms of their development sta-
tus, range of functions, plug connector design and vehi-
cle manufacturer's logo. However, this wide variety can
be reduced to a few basic variants if the unit has to be re-
placed, meaning that replacement does not present any
problems.

Replacement remote control units – proposed alternatives:

Replacement
remote 446 056 117 0 446 056 134 0 446 056 120 0 446 056 146 0 446 056 130 0 446 056 013 0 446 056 139 0 446 056 002 0 446 056 025 0 446 056 145 0
control unit ...
446 056 000 0 446 056 033 0 446 056 019 0 446 056 026 0 446 056 030 0 446 056 012 0 446 056 138 0 446 056 005 0 446 056 008 0 446 056 144 0
446 056 007 0 446 056 034 0 446 056 020 0 446 056 031 0 446 056 009 0
446 056 011 0 446 056 133 0 446 056 119 0 446 056 126 0
446 056 014 0 446 056 131 0
446 056 016 0
446 056 017 0
446 056 018 0
446 056 021 0
446 056 024 0
446 056 027 0
can be used for these
remote control units

446 056 028 0

446 056 029 0
446 056 032 0
446 056 035 0
446 056 116 0
446 056 124 0
446 056 127 0
446 056 128 0
446 056 129 0
446 056 132 0
446 056 135 0
446 056 136 0
446 056 137 0
446 056 140 0
446 056 141 0
446 056 142 0
446 056 143 0

53
8. ECAS Brief Description of the System
8. Brief Description of the Individual Systems
ECAS 1st generation without pressure sensor
Sample circuit diagram: 841 801 208 0
This system is used for automatic level control in 4x2 and
6x2 commercial vehicles with air-sprung axles. Up to 3
height sensors continuously pick up the actual level, i.e.
the distance between the superstructure and the axle.
Deviations from the reference level are corrected by the
control system when a specified tolerance range is ex-
ceeded.
It is possible to connect a remote control unit or a control
switch – a switch which can be used for raising and low-
ering processes. Complete depressurisation of the bel-
lows can be avoided using a pressure limiting valve. The
following functions can be implemented using switches/
buttons:
– Constrained lowering of the lifting axle with switch
– Activation of the traction help with button
ECAS 1st generation without pressure sensor
54
– Normal level selection with switch to choose between
2 normal levels that can be set in the parameters.
There are 2 lamps in the dashboard for monitoring the
system:
1. The fault lamp displays faults in the system.
2. The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at nor-
mal level or traction help active), but is operating with-
out any faults. The electronic control unit stores
vehicle parameters, actual values, faults and other in-
formation.
The control function is suppressed for a certain time after
the brake is released – ECAS detects the opening of the
brake lamp switch. This prevents the dynamic axle load
changes during braking from influencing the control func-
tion and avoids the control system operating unneces-
sarily.
 Brief Description of the System
A ”load-sensing valve output“ on the electronic control
unit is energised during normal operation. When the
electronic control unit detects that the superstructure has
moved down below a specified level, indicating that the
bellows pressure information is no longer reaching the
load-sensing valve controller (connection 41/42), the
load-sensing valve output switches over a solenoid
valve. When this solenoid valve switches over, the air
suspension reservoir pressure acts as a control signal at
inputs 41/42 of the load-sensing valve controller instead
of the bellows pressure. As a result, the controller thinks
the vehicle is fully laden, and therefore underbraking of
the vehicle should be excluded.
Bellows pressure monitoring in 6x2 vehicles is performed
by 2 pressure switches if necessary (sample switching
threshold: 13 t or 11 t). The lifting axle can only be raised
when the 11 t switch is closed. It would also be lowered
again if this switch were to open during the raising proce-
dure. Activation of the traction help only results in the lift-
ing axle being raised for a sustained period if the 13 t
switch does not open. An increase in the reference level
ECAS 1st generation with pressure sensor
ECAS 8.
can be set in the parameters for when the lifting axle is
raised or the traction help is activated. Speeds set in the
parameters limit whether or not the traction help can be
activated and is deactivated automatically. The duration
of the traction help and the interval between activations
of the traction help can be set in the parameters in line
with the relevant provisions.
A bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory.
ECAS 1st generation with pressure sensor
Sample circuit diagram: 841 801 242 0
This system is primarily used for automatic level control
in 6x2 commercial vehicles with air-sprung axles, al-
though it can also be used in 4x2 vehicles. Up to 3 height
sensors continuously pick up the actual level, i.e. the dis-
tance between the superstructure and the axle. Devia-
tions from the reference level are corrected by the control
system when a specified tolerance range is exceeded.
55
8. ECAS Brief Description of the System
It is possible to connect a remote control unit. The trac-
tion help function can be implemented with a button or a
switch.
There are 2 lamps in the dashboard for monitoring the
system:
1. The fault lamp displays faults in the system.
2. The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at nor-
mal level or traction help active), but is operating with-
out any faults. The electronic control unit stores
vehicle parameters, actual values, faults and other in-
formation.
The system operates with various control strategies de-
pending on the speed:
– At v > 0 km/h, ECAS categorises level changes as
dynamic changes (driving) and only corrects the
reference value if the height sensor values remain
outside the permitted range for a coherent 60 second
period.
– At v = 0 km/h, ECAS categorises level changes as
static (stationary) and corrects the reference value if,
during a very short period which can be set in the
parameters (e.g. 1s), the height sensor values
remain continuously outside the permitted range.
– For up to 3 seconds after the transition from v > 0 km/
h to v = 0 km/h (end of driving), ECAS still
categorises level changes as dynamic ones
(dynamic run-on).
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
Some systems in this group (those with electronic control
unit 446 055 009 0) have something called a ”datum lev-
el“ which lies below the calibrated normal level I by a dif-
ferential value which can be set in the parameters. It
forms the basis for all other levels set in the parameters.
The value for the datum level is calculated by the elec-
tronic control unit after calibration. It must be greater than
5 counts in order to avoid fault messages.
The ”Safe level above buffer“ can be set in the parame-
ters. It has been introduced to avoid complete evacuation
of the supporting bellows when the superstructure is low-
ered. This level represents the smallest possible dis-
tance from the datum level. At any event, it should be
above the bottom stops and the superstructure can be
moved to that level using the remote control unit. During
lowering of the superstructure, the ECAS solenoid valve
stops evacuation if the electronic control unit detects that
the superstructure is below this level and no more chang-
56
es in distance can be detected within 6 times the length
of the pulsing period (also referred to in some systems as
”measuring time“).
The upper level is set in the parameters as a differential
from the datum level. The sum total of both values is not
allowed to exceed 254.
In some versions, it is possible to change between 2 nor-
mal levels according to a speed threshold that can be set
in the parameters. Both normal levels are set in the pa-
rameters as a level differential from the datum level. Nor-
mal level II (!!) is set when the speed is slower than the
speed set in the parameters, normal level I (!!) is set
when the speed is faster.
The control function is suppressed for a certain time after
the brake is released – ECAS detects the opening of the
brake lamp switch. This prevents the dynamic axle load
changes during braking from influencing the control func-
tion and avoids the control system operating unneces-
sarily.
In 6x2 vehicles, the pressures are controlled between the
driven axle and the non-driven axle (e.g. lifting axle) de-
pending on the system version with optimum traction
(ECU variant 005) or a pressure ratio which can be set in
the parameters (ECU variant 009). To do this, it is neces-
sary to have pressure sensors on the supporting bellows
of the driven axle and the non-driven rear axle.
It is possible to activate a traction help. Because the sup-
porting bellows are fitted with pressure sensors, the trac-
tion help is implemented as an infinitely variable load
shift from the non-driven rear axle to the driven axle as
long as the traction help button is pressed down. The
type of traction help and associated prime data (e.g.
max. permitted driven axle load; limit speed before trac-
tion help takes effect, etc.) are set in the parameters.
Tyre deflection compensation is possible with existing
pressure sensors (ECU variant 009).
A bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory. In order for the reference lev-
el to be stored correctly, the electronic control unit has to
remain energised for longer than 6.6 seconds after the
ignition is switched off. If this cannot be assured, the ac-
tual levels which were set before the supply voltage was
interrupted are taken as new reference levels after the ig-
nition is switched on.
 Brief Description of the System
ECAS 4x2A
Sample circuit diagrams: 841 801 390 0 / 841 801 214
0 / 841 801 490 0
This system is used for automatic level control in 4x2
commercial vehicles with air-sprung axles. Up to 3 height
sensors continuously pick up the actual level, i.e. the dis-
tance between the superstructure and the axle. Devia-
tions from the reference level are corrected by the control
system when a specified tolerance range is exceeded.
The control characteristics of the reference level control-
ler must be set in the parameters. To do this, a propor-
tional and a differential coefficient for the front and rear
axles are programmed into the electronic control unit with
the parameter settings. The control behaviour of the sys-
tem during reference level control is determined on the
basis of these coefficients.
It is possible to connect a remote control unit or a control
switch – a switch which can be used for raising and low-
ering the superstructure.
There are 2 lamps in the dashboard for monitoring the
system:
1. The fault lamp displays faults in the system. In this ca-
ECAS 4x2A
ECAS 8.
se, minor faults, plausibility errors or undervoltage
faults 7.5 – 18 V are indicated by a steady light while
severe faults and ”System in diagnostic mode“ are in-
dicated by a flashing light (flashing frequency: ap-
prox.1 Hz).
2. The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at nor-
mal level or traction help active), but is operating with-
out any faults. The electronic control unit stores
vehicle parameters, actual values, faults and other in-
formation.
The system operates with various control strategies de-
pending on a speed set in the parameters:
– At speeds faster than this speed parameter, ECAS
categorises level changes as dynamic changes
(driving) and only corrects the reference value if the
height sensor values remain outside the permitted
reference value range set in the parameters for a
coherent 60 second period.
– Underneath 1,8 km/h, ECAS categorises level
changes as static (stationary) and corrects the
reference value if, during a very short period which
57
8. ECAS Brief Description of the System
can be set in the parameters (e.g. 1s), the height
sensor values remain continuously outside the
permitted range.
– For up to 3 seconds after the transition from v > 0 km/
h to v = 0 km/h (end of driving), ECAS still
categorises level changes as dynamic ones
(dynamic run-on).
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
Using a certain parameter setting (only ECU variant 027;
i.e. RVI, IVECO, DAF), it is possible to set the control
function to permit a greater superstructure tilt over the
driven axle in vehicles with 2 height sensors on the driven
axle, in order to distribute the supporting bellows pres-
sure more evenly. After the control function has failed to
set the reference level within the permitted tolerance
range twice when raising the superstructure, ECAS de-
tects that there is an unevenly distributed load, sets the
left-hand side of the vehicle to the correct reference level
ECAS 4x2A
58
and briefly (300 milliseconds) vents the supporting bel-
lows on the higher side of the vehicle so as to even up
the pressures in the supporting bellows of the driven ax-
le.
The control function is suppressed after the brake is ap-
plied – ECAS detects this by the presence of UBATT at pin
24 of the electronic control unit. This prevents the dy-
namic axle load changes during braking from influencing
the control function and avoids the control system oper-
ating unnecessarily.
The control method in response to failure of the load-
sensing valve signal involving a solenoid valve can be
performed by setting the parameters accordingly. (not in
ECU variants 024 and 027)
Height changes are between the two normal levels (NL)
– in this case, NL I is programmed into the electronic con-
trol unit when the system is taken into operation. NL II
can be set in the parameters and is entered as a differ-
ential value in relation to the bottom level – however also
possible in any required level between the top and bot-
tom levels. They can be created in the following way:
 Brief Description of the System
– Actuating the NL I/II switch (i.e. the normal level I/II
switch) to change between the two levels. In order to
set NL II, ECU pin 23 is connected to earth and this
connection is interrupted to return to NL I. Pressing
the NL button on the control unit moves the
superstructure to the normal level corresponding to
the setting on the NL I/II switch.
– The superstructure moves to the normal level (if it is
not already there) if a speed limit set in the
parameters is exceeded; given appropriate
parameter settings, it is possible to change between
a set NL I and NL II by exceeding another speed limit
and then decelerating to below a second, somewhat
slower, speed limit.
– Pressing the RAISE or LOWER button on the remote
control unit makes it possible to move to any level –
in this case, it depends on the system whether the
raising/lowering function is activated by brief
actuation of the corresponding switch on the remote
control unit and is not deactivated until the STOP
button is pressed (ECU variant 024; i.e. DC vehicles)
ECAS 4x2A
ECAS 8.
or whether the raising/lowering function only remains
active for as long as the corresponding button on the
remote control unit is pressed (all other variants).
– RAISE and LOWER functions can also be performed
by actuating a coded operating switch used in the
system instead of the remote control unit.
If the system is not fitted with either a remote control unit
or an operating switch, jumpering pins 2 and 11 on the
electronic control unit causes ECAS to set the normal
level as soon as the ignition is switched on.
A bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory.
A measured value output can be organised during nor-
mal ECAS operation by setting the parameters accord-
ingly. (not in ECU variants 024). It is now possible to view
individual operating values:
1. Actual level on the left of the rear axle
59
8. ECAS Brief Description of the System

2. Actual level on the right of the rear axle ECAS 6x2A

Sample circuit diagrams: 841 801 353 0 /
3. Actual level of the front axle
841 801 268 0 / 841 801 379 0
4. Reference level on the left of the rear axle This system is primarily used for automatic level control
5. Reference level of the front axle in 6x2 commercial vehicles (4x2 commercial vehicles are
possible) with air-sprung axles. Up to 3 height sensors
6. Speed continuously pick up the actual level, i.e. the distance be-
7. Controller status (only ECU variant 027) otherwise no tween the superstructure and the axle. Deviations from
significance the reference level are corrected by the control system
when a specified tolerance range is exceeded. A sup-
8. Status of remote control unit / operating switch: porting bellows limit pressure of the driven axle is sig-
1 = Select front axle nalled to the electronic control unit by the position of
2 = Select rear axle pressure switches. This is the limit pressure which, if ex-
4 = STOP ceeded, causes a lifting axle to be lowered or load trans-
8 = Normal level ferred to a trailing axle.
16 = Memory I
The control characteristics of the reference level control-
32 = Memory II
ler must be set in the parameters. To do this, a propor-
64 = Raise
tional and a differential coefficient for the front and rear
128 = Lower
axles are programmed into the electronic control unit with
This measured value output mode is only permitted for the parameter settings. The control behaviour of the sys-
service mode; the system must be returned to normal tem during reference level control is determined on the
mode at the end of measured value output. basis of these coefficients.

ECAS 6x2A

60
 Brief Description of the System
It is possible to connect a remote control unit.
There are up to 5 lamps in the dashboard for monitoring
the system.
– The fault lamp displays faults in the system. In this
case, minor faults, plausibility errors or undervoltage
faults 7.5 – 18 V are indicated by a steady light while
severe faults and ”System in diagnostic mode“ are
indicated by a flashing light (flashing frequency:
approx.1 Hz).
– The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at
normal level or traction help active), but is operating
without any faults.
– The traction help display shows whether the traction
help is activated.
– The lifting axle position lamp (also: unladen/lifting
axle lamp) comes on when the lifting axle is raised or
the load is transferred from the trailing axle.
ECAS 6x2A
ECAS 8.
– The normal level lamp indicates whether normal level
(NL) II is selected for the vehicle.
The electronic control unit stores vehicle parameters, ac-
tual values, faults and other information.
The system operates with various control strategies de-
pending on the speed:
– If the speed exceeds a specified limit value, ECAS
categorises level changes as dynamic changes
(driving) and only corrects the reference value if the
height sensor values remain outside the permitted
reference value range set in the parameters for a
coherent 60 second period.
– Underneath 1,8 km/h, ECAS categorises level
changes as static (stationary) and corrects the
reference value if, during a very short period which
can be set in the parameters (e.g. 1s), the height
sensor values remain continuously outside the
permitted range.
– Up to 3 seconds after the speed falls below the speed
61
8. ECAS Brief Description of the System
limit value, ECAS still categorises level changes as
dynamic (dynamic run-on).
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
The control function is suppressed after the brake is ap-
plied – ECAS detects this by the presence of UBATT at pin
7 of the electronic control unit. This prevents the dynamic
axle load changes during braking from influencing the
control function and avoids the control system operating
unnecessarily.
The control method in response to failure of the load-
sensing valve signal involving a solenoid valve can be
performed by setting the parameters accordingly.
Height changes are between the two normal levels (NL)
– in this case, NL I is programmed into the electronic con-
trol unit when the system is taken into operation. NL II
can be set in the parameters and is entered as a differ-
ential value in relation to the bottom level – however also
possible in any required level between the top and bot-
tom levels. They can be created in the following way:
– Actuating the NL I/II switch (i.e. the normal level I/II
switch) to change between the two levels. In order to
set NL II, ECU pin 23 is connected to earth and this
connection is interrupted to return to NL I. Pressing
the NL button on the control unit moves the
superstructure to the normal level corresponding to
the setting on the NL I/II switch. Traction help must
not be active at the same time.
– The superstructure moves to the normal level (if it is
not already there) if a speed limit set in the
parameters is exceeded; given appropriate
parameter settings, it is possible to change between
a set NL I and NL II by exceeding another speed limit
and then decelerating to below a second, somewhat
slower, speed limit.
– It is possible to move to any level by pressing the
RAISE or LOWER button on the remote control unit.
If the system is not fitted with a remote control unit, jump-
ering pins 20 and 21 on the electronic control unit causes
ECAS to set the normal level as soon as the ignition is
switched on.
As well as the basic function of ECAS (i.e. changing the
distance between the superstructure and the axle), the
function of controlling pressurisation and depressurisa-
tion of the lifting/trailing axle (although the term ”lifting ax-
le“ is used below, the information also applies to trailing
62
axle functions where possible) is also taken over by
ECAS. It is possible to organise open-loop lifting/trailing
axle control (i.e. manually) or closed-loop lifting/trailing
axle control (i.e. fully automatically).
The lifting axle switching point on the driven axle can be
ascertained using up to 2 pressure switches or pressure
sensors. If there is one pressure switch or one pressure
sensor on the driven axle, the higher of the supporting
bellows pressures is ascertained by means of a 2/2-way
valve. 2 pressure switches on the driven axle are con-
nected in series, meaning that the switch which opens
first sends the signal to the ECU. When there are 2 pres-
sure sensors on the driven axle, the pressure values in
the supporting bellows measures on the left and right-
hand sides are averaged out in the ECU. Since on the
driven axle has sensors, control is only possible accord-
ing to the ”pressure equalising control“ principle.
Pressure Switch
The switching point of the lifting/trailing axle is normal-
ly in the range 11 t – 11.5 t. It is ascertained by a pres-
sure switch connected to pin 5 (”... for normally
permitted axle load“). The lifting axle is lowered or the
load is transferred onto the trailing axle if the pressure
switch is defective.
Pressure sensor
The switching point of the lifting/trailing axle is set in
the parameters. It is ascertained by a pressure sensor
connected to pin 5/6. The lifting axle is lowered or the
load is transferred onto the trailing axle if the pressure
sensor is defective.
However, separate switches can also be provided on the
dashboard for controlling the lifting axle. Depending on
the parameter settings, it is possible to use 3 different
switch variants for controlling the lifting axle:
1. (2-stage) ”Lifting axle“ or ”Unladen“ switch: Earth
connected to pin 24 of the ECU – open switch = ”Lo-
wer lifting axle“ or closed switch = ”Raise lifting axle“.
2. (3-position) ”Lifting axle“ or ”Unladen“ button:
Connected to pin 24 of the ECU – button open = ”No
activation“ / button connected to earth = ”Raise lifting
axle“ / button connected to UBATT = ”Lower lifting ax-
le“.
3. Combination switch for lifting axle control and
traction help: Lifting axle control connected to pin 24
/ traction help connected to pin 17 of the ECU – pin 24
and pin 17 open = "Lower lifting axle" or pin 24 closed
and pin 17 open = "Raise lifting axle".
The following applies to the switches listed in 1 and 3:
ECAS only responds to switching actions performed
when the ignition is ON.
 Brief Description of the System
The lifting bellows themselves are predominantly under
constrained control, i.e. the ECAS solenoid valve per-
forms the ”LA UP“/”Pressurise lifting bellows“ functions
(ECU pin 30 = UBATT) or ”LA DOWN“/”Depressurise lift-
ing bellows“ functions (ECU pin 12 = UBATT) at the same
time by internal pneumatic connections.
In vehicles with ECU variant 048 (Scania), separate lift-
ing bellows control can be implemented given appropri-
ate parameter settings. In order to do this, it is necessary
to have the corresponding ECAS solenoid valve with a
3rd pilot solenoid for the lifting bellows, which is connect-
ed to UBATT via ECU pin 14 if required. The energisation
times of the ECAS solenoid valve depend on which lifting
axle raising device is used.
An important point in this regard is the configuration of
the traction help. The required type of traction help can
be defined on the one hand using the hardware by the
connection combination on pins 16 and 19 of the ECU
(i.e. pin connected to earth or not) and on the other hand
using the software by setting the parameters. Pins 16
and 19 must be connected to earth if the traction help
ECAS 6x2A
ECAS 8.
type is to be set in the parameters. The traction help itself
is then activated by connecting ECU pin 17 to earth.
The traction help limit on the driven axle can be ascer-
tained using up to 2 pressure switches or pressure sen-
sors. The signal is ascertained in the same way as the
signal for the lifting axle switching point is ascertained.
Pressure Switch
The limit for the traction help is normally approx. 13 t.
It is ascertained by a pressure switch connected to pin
6. The axle load on the driven axle is exceeded by
gradually relieving the load on the lifting axle. This
continues until the traction help pressure switch trips,
after which the bellows pressure in the supporting bel-
lows is maintained.
Pressure sensor
The limit for the traction help is set in the parameters.
It is ascertained by the pressure sensor connected to
pin 5/6. The lifting axle is lowered or the load is trans-
ferred onto the trailing axle if the pressure sensor is
defective.
63
8. ECAS Brief Description of the System
”Traction help with overload“ can be organised by using
pressure sensors. In other words, although the driven
axle load may still be below the permitted axle load
whereas the switching point for lifting axle control has al-
ready been exceeded (e.g. switching point for lifting axle
control = 75 % of the permitted axle load), the traction
help limit is increased by this pressure differential.
When the traction help is activated – irrespective of the
existing reference level – the reference level is always in-
creased by the value set in the "Reference level increase
when traction help activated" parameter.
A bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory.
A measured value output can be organised during nor-
mal ECAS operation by setting the parameters accord-
ingly. It is now possible to view individual operating
values:
1. Actual level on the left of the rear axle
2. Actual level on the right of the rear axle
3. Actual level of the front axle
4. Reference level on the left of the rear axle
5. Reference level of the front axle
6. Status of the 13 t switch or averaged pressure on the
driven axle
7. Speed or offset tyre deflection compensation
8. Status of remote control unit: ... or speed
1 = Select front axle
2 = Select rear axle
4 = STOP
8 = Normal level
16 = Memory I
32 = Memory II
64 = Raise
128 = Lower
The measured values output on the individual channels
depend on which electronic control unit is used.
This measured value output mode is only permitted for
service mode; the system must be returned to normal
mode at the end of measured value output.
ECAS 4x2 Ratio
Sample circuit diagram: 841 801 641 0 / 841 801 635 0
This system is used for automatic level control in 4x2
commercial vehicles with air-sprung axles. Up to 3 height
sensors continuously pick up the actual level, i.e. the dis-
tance between the superstructure and the axle. Devia-
64
tions from the reference level are corrected by the control
system when a specified tolerance range is exceeded.
The pin assignment is almost identical to the ECAS 4x2A
version; this Ratio variant represents a further develop-
ment of that version.
The control characteristics of the reference level control-
ler no longer have to be set in the parameters. The sys-
tem is intelligent, i.e. there is no longer any need to enter
the proportional and differential coefficients.
It is possible to connect a remote control unit or a control
switch – a switch which can be used for raising and low-
ering the superstructure.
There are 2 lamps in the dashboard for monitoring the
system:
1. The fault lamp displays faults in the system. In this ca-
se, minor faults, plausibility errors or undervoltage
faults 7.5 – 18 V are indicated by a steady light while
severe faults and ”System in diagnostic mode“ are in-
dicated by a flashing light (flashing frequency: ap-
prox.1 Hz).
2. The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at nor-
mal level or traction help active), but is operating with-
out any faults. The electronic control unit stores
vehicle parameters, actual values, faults and other in-
formation.
The system operates with various control strategies de-
pending on the speed:
– If the speed exceeds a specified limit value, ECAS
categorises level changes as dynamic changes
(driving) and only corrects the reference value if the
height sensor values remain outside the permitted
reference value range set in the parameters for a
coherent 60 second period.
– Underneath 1,8 km/h, ECAS categorises level
changes as static (stationary) and corrects the
reference value if, during a very short period which
can be set in the parameters (e.g. 1s), the height
sensor values remain continuously outside the
permitted range.
– Up to 3 seconds after the speed falls below the speed
limit value, ECAS still categorises level changes as
dynamic (dynamic run-on).
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
 Brief Description of the System
The control function is suppressed after the brake is ap-
plied – ECAS detects this by the presence of U at pin
BATT
24 of the electronic control unit. This prevents the dy-
namic axle load changes during braking from influencing
the control function and avoids the control system oper-
ating unnecessarily.
The control method in response to failure of the load-
sensing valve signal involving a solenoid valve can be
performed by setting the parameters accordingly.
Height changes are between the two normal levels (NL)
– in this case, NL I is programmed into the electronic con-
trol unit when the system is taken into operation. NL II
can be set in the parameters and is entered as a differ-
ential value in relation to the bottom level – however also
possible in any required level between the top and bot-
tom levels. They can be created in the following way:
– Actuating the NL I/II switch (i.e. the normal level I/II
switch) to change between the two levels. In order to
set NL II, ECU pin 23 is connected to earth and this
ECAS 4x2 Ratio
ECAS 8.
connection is interrupted to return to NL I. Pressing
the NL button on the control unit moves the
superstructure to the normal level corresponding to
the setting on the NL I/II switch.
– The superstructure moves to the normal level (if it is
not already there) if a speed limit set in the
parameters is exceeded; given appropriate
parameter settings, it is possible to change between
a set NL I and NL II by exceeding another speed limit
and then decelerating to below a second, somewhat
slower, speed limit.
– It is possible to move to any level by pressing the
RAISE or LOWER button on the remote control unit.
– RAISE and LOWER functions can also be performed
by actuating a coded operating switch used in the
system instead of the remote control unit.
If the system is not fitted with either a remote control unit
or an operating switch, jumpering pins 2 and 11 on the
electronic control unit causes ECAS to set the normal
level as soon as the ignition is switched on.
65
8. ECAS Brief Description of the System
The special ”Crane operation“ function can be set in the
parameters for these electronic control units.
A bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory.
A measured value output can be organised during nor-
mal ECAS operation by setting the parameters accord-
ingly. It is now possible to view individual operating
values:
1. Actual level of the front axle
2. Actual level on the left of the rear axle
3. Actual level on the right of the rear axle
4. Reference level of the front axle
5. Reference level on the left of the rear axle
6. Controller status at front
ECAS 4x2 Ratio
66
7. Controller status at rear left
8. Controller status at rear right
This measured value output mode is only permitted for
service mode; the system must be returned to normal
mode at the end of measured value output.
ECAS 4x2 KWP 2000
Sample circuit diagram: 841 801 647 0 / 841 801 663 0
This system is used for automatic level control in 4x2
commercial vehicles with air-sprung axles. Up to 3 height
sensors continuously pick up the actual level, i.e. the dis-
tance between the superstructure and the axle. Devia-
tions from the reference level are corrected by the control
system when a specified tolerance range is exceeded.
The pin assignment is based on the ECAS 4x2A version.
This Ratio variant is a further development of that ver-
sion.
The electronic control unit contains a diagnostic interface
according to ISO/WD 14 230 (”Keyword Protocol 2000“)
 Brief Description of the System
which differentiates it from previous 4x2 electronic con-
trol units which have a diagnostic interface according to
DIN ISO 9141. As a result, it is possible to dispense with
the L-line, while the data transfer rate is somewhat high-
er.
The control characteristics of the reference level control-
ler no longer have to be set in the parameters. The sys-
tem is intelligent, i.e. there is no longer any need to enter
the proportional and differential coefficients. The teach-in
process only takes place under certain boundary condi-
tions and involves optimising specified theoretical control
processes. It is based on the raising and lowering speeds
of the superstructure which are ascertained individually
on each height sensor. The characteristic curves ob-
tained during the teach-in process are stored in the ECU
when the ignition is switched off.
It is possible to connect a remote control unit or a control
switch – a switch which can be used for raising and low-
ering the superstructure.
ECAS 4x2 KWP 2000
ECAS 8.
There are 2 lamps in the dashboard for monitoring the
system:
– The fault lamp displays faults in the system. In this
case, minor faults, plausibility errors or undervoltage
faults 7.5 – 18 V are indicated by a steady light while
severe faults and ”System in diagnostic mode“ are
indicated by a flashing light (flashing frequency:
approx.1 Hz).
– The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at
normal level or traction help active), but is operating
without any faults. The electronic control unit stores
vehicle parameters, actual values, faults and other
information.
The system operates with various control strategies de-
pending on a speed set in the parameters:
– At speeds faster than the limit speed, ECAS
categorises level changes as dynamic changes
(driving) and only corrects the reference value if the
67
8. ECAS Brief Description of the System
height sensor values remain outside the permitted
reference value range set in the parameters for a
coherent 60 second period.
– Underneath 1,8 km/h, ECAS categorises level
changes as static (stationary) and corrects the
reference value if, during a very short period which
can be set in the parameters (e.g. 1s), the height
sensor values remain continuously outside the
permitted range.
– For up to 3 seconds after the transition from v > 0 km/
h to v = 0 km/h (end of driving), ECAS still
categorises level changes as dynamic ones
(dynamic run-on).
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
– Using a certain parameter setting, it is possible to set
the control function to permit a greater superstructure
ECAS 4x2 KWP 2000
68
tilt over the driven axle in vehicles with 2 height
sensors on the driven axle, in order to distribute the
supporting bellows pressure more evenly. After the
control function has failed to set the reference level
within the permitted tolerance range twice when
raising the superstructure, ECAS detects that there is
an unevenly distributed load, sets the left-hand side
of the vehicle to the correct reference level and briefly
(300 ms) vents the supporting bellows on the higher
side of the vehicle so as to even up the pressures in
the supporting bellows of the driven axle.
The control function is suppressed after the brake is ap-
plied – ECAS detects this by the presence of UBATT at pin
24 of the electronic control unit. This prevents the dy-
namic axle load changes during braking from influencing
the control function and avoids the control system oper-
ating unnecessarily.
The control method in response to failure of the load-
sensing valve signal involving a solenoid valve can be
performed by setting the parameters accordingly.
 Brief Description of the System
Height changes are between the two normal levels (NL)
– in this case, NL I is programmed into the electronic con-
trol unit when the system is taken into operation. NL II
can be set in the parameters and is entered as a differ-
ential value in relation to the bottom level – however also
possible in any required level between the top and bot-
tom levels. They can be created in the following way:
– Actuating the NL I/II switch (i.e. the normal level I/II
switch) to change between the two levels. In order to
set NL II, ECU pin 23 is connected to earth and this
connection is interrupted to return to NL I. Pressing
the NL button on the control unit moves the
superstructure to the normal level corresponding to
the setting on the NL I/II switch.
– The superstructure moves to the normal level (if it is
not already there) if a speed limit set in the
parameters is exceeded; given appropriate
parameter settings, it is possible to change between
a set NL I and NL II by exceeding another speed limit
and then decelerating to below a second, somewhat
slower, speed limit.
– It is possible to move to any level by pressing the
RAISE or LOWER button on the remote control unit.
– RAISE and LOWER functions can also be performed
by actuating a coded operating switch used in the
system instead of the remote control unit.
If the system is not fitted with either a remote control unit
or an operating switch, jumpering pins 2 and 11 on the
electronic control unit causes ECAS to set the normal
level as soon as the ignition is switched on.
The special ”Crane operation“ function can be set in the
parameters for these electronic control units.
3 types of height sensor can be used as measurement
pick-ups for the distance between the axle and the super-
structure:
– Height sensors without temperature compensation.
– Height sensors with temperature compensation.
– Angle sensors.
However, it is only permitted for one type to be installed
on the vehicle, i.e. no mixed installation. Make sure the
installed type of height sensor matches the parameter
settings.
The bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory.
ECAS 8.
A measured value output can be organised during nor-
mal ECAS operation by setting the parameters accord-
ingly. It is now possible to view individual operating
values:
1. Actual level of the front axle.
2. Actual level on the left of the rear axle.
3. Actual level on the right of the rear axle.
4. Reference level of the front axle.
5. Reference level on the left of the rear axle.
6. Right/left deviation.
7. Valve status.
8. Driving speed.
This measured value output mode is only permitted for
service mode; the system must be returned to normal
mode at the end of measured value output.
ECAS 6x2 Ratio
Sample circuit diagram: 841 801 681 0
This system is primarily used for automatic level control
in 6x2 commercial vehicles (4x2 vehicles are possible)
with air-sprung axles. Up to 3 height sensors continuous-
ly pick up the actual level, i.e. the distance between the
superstructure and the axle. Deviations from the refer-
ence level are corrected by the control system when a
specified tolerance range is exceeded. A supporting bel-
lows limit pressure of the driven axle is signalled to the
electronic control unit by the position of pressure switch-
es. This is the limit pressure which, if exceeded, causes
a lifting axle to be lowered or load transferred to a trailing
axle.
The control characteristics of the reference level control-
ler no longer have to be set in the parameters. The sys-
tem is intelligent, i.e. there is no longer any need to enter
the proportional and differential coefficients. The teach-in
process only takes place under certain boundary condi-
tions and involves optimising specified theoretical control
processes. It is based on the raising and lowering speeds
of the superstructure which are ascertained individually
on each height sensor. The characteristic curves ob-
tained during the teach-in process are stored in the ECU
when the ignition is switched off. It is possible to connect
a remote control unit.
There are up to 5 lamps in the dashboard for monitoring
the system. They must come on and remain lit for 2 sec-
onds as a check when the ignition is switched ON. Then
69
8. ECAS Brief Description of the System
they work in normal mode, which means:
– The fault lamp displays faults in the system. In this
case, minor faults, plausibility errors or undervoltage
faults 7.5 – 18 V are indicated by a steady light while
severe faults and ”System in diagnostic mode“ are
indicated by a flashing light (flashing frequency:
approx.1 Hz).
– The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at
normal level or traction help active), but is operating
without any faults.
– The traction help display shows whether the traction
help is activated.
– The lifting axle position lamp (also: unladen/lifting
axle lamp) comes on when the lifting axle is raised or
the load is transferred from the trailing axle.
– The normal level lamp indicates whether normal level
(NL) II is selected for the vehicle.
ECAS 6x2 Ratio
70
The electronic control unit stores vehicle parameters, ac-
tual values, faults and other information.
The system operates with various control strategies de-
pending on a speed set in the parameters:
– At speeds faster than this speed, ECAS categorises
level changes as dynamic changes (driving) and only
corrects the reference value if the height sensor
values remain outside the permitted reference value
range set in the parameters for a coherent 60 second
period.
– Underneath 1,8 km/h, ECAS categorises level
changes as static (stationary) and corrects the
reference value if, during a very short period which
can be set in the parameters (e.g. 1s), the height
sensor values remain continuously outside the
permitted range.
– For up to 3 seconds after the transition from v > 0 km/
h to v = 0 km/h (end of driving), ECAS still
categorises level changes as dynamic ones
(dynamic run-on).
 Brief Description of the System
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
– The control function is suppressed after the brake is
applied – ECAS detects this by the presence of
UBATT at pin 7 of the electronic control unit. This
prevents the dynamic axle load changes during
braking from influencing the control function and
avoids the control system operating unnecessarily.
The control method in response to failure of the load-
sensing valve signal involving a solenoid valve can be
performed by setting the parameters accordingly.
Height changes are between the two normal levels (NL)
– in this case, NL I is programmed into the electronic con-
trol unit when the system is taken into operation. NL II
can be set in the parameters and is entered as a differ-
ential value in relation to the bottom level – however also
possible in any required level between the top and bot-
tom levels. They can be created in the following way:
– Actuating the NL I/II switch (i.e. the normal level I/II
switch) to change between the two levels. In order to
set NL II, ECU pin 23 is connected to earth and this
connection is interrupted to return to NL I. Pressing
the NL button on the control unit moves the
superstructure to the normal level corresponding to
the setting on the NL I/II switch. Traction help must
not be active at the same time.
– The superstructure moves to the normal level (if it is
not already there) if a speed limit set in the
parameters is exceeded; given appropriate
parameter settings, it is possible to change between
a set NL I and NL II by exceeding another speed limit
and then decelerating to below a second, somewhat
slower, speed limit.
– It is possible to move to any level by pressing the
RAISE or LOWER button on the remote control unit.
If the system is not fitted with a remote control unit, jump-
ering pins 20 and 21 on the electronic control unit causes
ECAS to set the normal level as soon as the ignition is
switched on.
As well as the basic function of ECAS (i.e. changing the
distance between the superstructure and the axle), the
function of controlling pressurisation and depressurisa-
tion of the lifting/trailing axle (although the term ”lifting ax-
le“ is used below, the information also applies to trailing
axle functions where possible) is also taken over by
ECAS. It is possible to organise open-loop lifting/trailing
ECAS 8.
axle control (i.e. manually) or closed-loop lifting/trailing
axle control (i.e. fully automatically).
The lifting axle switching point on the driven axle can be
ascertained using up to 2 pressure switches or pressure
sensors. If there is one pressure switch or one pressure
sensor on the driven axle, the higher of the supporting
bellows pressures is ascertained by means of a 2/2-way
valve. 2 pressure switches on the driven axle are con-
nected in series, meaning that the switch which opens
first sends the signal to the ECU. When there are 2 pres-
sure sensors on the driven axle, the pressure values in
the supporting bellows measures on the left and right-
hand sides are averaged out in the ECU. Since on the
driven axle has sensors, control is only possible accord-
ing to the ”pressure equalising control“ principle.
Pressure Switch
The switching point of the lifting/trailing axle is normal-
ly in the range 11 t – 11.5 t. It is ascertained by a pres-
sure switch connected to pin 5 (”... for normally
permitted axle load“). The lifting axle is lowered or the
load is transferred onto the trailing axle if the pressure
switch is defective.
Pressure sensor
The switching point of the lifting/trailing axle is set in
the parameters. It is ascertained by a pressure sensor
connected to pin 5/6. The lifting axle is lowered or the
load is transferred onto the trailing axle if the pressure
sensor is defective.
However, separate switches can also be provided on the
dashboard for controlling the lifting axle. Depending on
the parameter settings, it is possible to use 3 different
switch variants for controlling the lifting axle:
1. (2-stage) ”Lifting axle“ or ”Unladen“ switch:
Earth connected to pin 24 of the ECU – open switch =
”Lower lifting axle“ or closed switch = ”Raise lifting ax-
le“.
2. (3-position) ”Lifting axle“ or ”Unladen“ button:
Connected to pin 24 of the ECU – button open = ”No
activation“ / button connected to earth = ”Raise lifting
axle“ / button connected to UBATT = ”Lower lifting ax-
le“.
3. Combination switch for lifting axle control and
traction help: Lifting axle control connected to pin 24
/ traction help connected to pin 17 of the ECU – pin 24
and pin 17 open = ”Lower lifting axle“ or pin 24 closed
and pin 17 open = ”Raise lifting axle“.
The following applies to the switches listed in 1 and 3:
ECAS only responds to switching actions performed
when the ignition is ON.
71
8. ECAS Brief Description of the System
The lifting bellows themselves are predominantly under
constrained control, i.e. the ECAS solenoid valve per-
forms the ”LA UP“/”Pressurise lifting bellows“ functions
(ECU pin 30 = UBATT) or ”LA DOWN“/”Depressurise lift-
ing bellows“ functions (ECU pin 12 = UBATT) at the same
time by internal pneumatic connections.
An important point in this regard is the configuration of
the traction help. The required type of traction help can
be defined on the one hand using the hardware by the
connection combination on pins 16 and 19 of the ECU
(i.e. pin connected to earth or not) and on the other hand
using the software by setting the parameters. Pins 16
and 19 must be connected to earth if the traction help
type is to be set in the parameters. The traction help itself
is then activated by connecting ECU pin 17 to earth.
The traction help switching point on the driven axle can
be ascertained using up to 2 pressure switches or pres-
sure sensors. The signal is ascertained in the same way
as the signal for the lifting axle switching point is ascer-
tained.
Pressure Switch
The limit for the traction help is normally approx. 13 t.
It is ascertained by a pressure switch connected to pin
6. The axle load on the driven axle is exceeded by
gradually relieving the load on the lifting axle. This
continues until the traction help pressure switch trips,
after which the bellows pressure in the supporting bel-
lows is maintained.
Pressure sensor
The limit for the traction help is set in the parameters.
It is ascertained by the pressure sensor connected to
pin 5/6. The lifting axle is lowered or the load is trans-
ferred onto the trailing axle if the pressure sensor is
defective.
”Traction help with overload“ can be organised by us-
ing pressure sensors (e.g. variant 405 for DAF) In oth-
er words, although the driven axle load may still be
below the permitted axle load whereas the switching
point for lifting axle control has already been exceed-
ed (e.g. switching point for lifting axle control = 75 %
of the permitted axle load), the traction help limit is in-
creased by this pressure differential.
When the traction help is activated – irrespective of the
existing reference level – the reference level is always in-
creased by the value set in the ”Reference level increase
when traction help activated“ parameter.
A bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory.
72
A measured value output can be organised during nor-
mal ECAS operation by setting the parameters accord-
ingly. It is now possible to view individual operating
values.
For ECU variants 404 and 409, these are:
1. Actual level of the front axle.
2. Actual level on the left of the rear axle.
3. Actual level on the right of the rear axle.
4. Reference level of the front axle.
5. Reference level on the left of the rear axle.
6. Controller status at front.
7. Controller status at rear left.
8. Controller status at rear right.
For ECU variants 405, these are:
1. Actual level on the left of the rear axle.
2. Actual level on the right of the rear axle.
3. Actual level of the front axle.
4. Reference level on the left of the rear axle.
5. Reference level of the front axle.
6. Averaged pressure on the driven axle.
7. Offset tyre deflection compensation at rear.
8. Speed.
This measured value output mode is only permitted for
service mode. Return to normal mode once the meas-
ured value output has finished.
ECAS 6x2 DV
Sample circuit diagrams: 841 800 423 0 /
841 801 487 0 / 841 801 295 0
This system is primarily used for automatic level control
in 6x2 commercial vehicles (4x2 vehicles are possible)
with air-sprung axles. Up to 3 height sensors continuous-
ly pick up the actual level, i.e. the distance between the
superstructure and the axle. Deviations from the refer-
ence level are corrected by the control system when a
specified tolerance range is exceeded. A supporting bel-
lows limit pressure of the driven axle is specified for the
electronic control unit by the position of pressure switch-
es. This is the limit pressure which, if exceeded, causes
a lifting axle to be lowered or load transferred to a trailing
axle. The actual pressure in the supporting bellows is
constantly monitored by pressure sensors. In order to im-
 Brief Description of the System
ECAS 6x2 DV
plement pressure proportional control or traction control,
all supporting bellows pressures – and in some cases
even the lifting bellows pressure – are picked up by pres-
sure sensors fitted in the vehicle.
The control characteristics of the reference level control-
ler must be set in the parameters. To do this, a propor-
tional and a differential coefficient for the front and rear
axles are programmed into the electronic control unit with
the parameter settings. The control behaviour of the sys-
tem during reference level control is determined on the
basis of these coefficients.
It is possible to connect a remote control unit.
There are up to 4 lamps in the dashboard for monitoring
the system.
– The fault lamp displays faults in the system. In this
case, minor faults, plausibility errors or undervoltage
faults 7.5 – 18 V are indicated by a steady light while
severe faults and ”System in diagnostic mode“ are
indicated by a flashing light (flashing frequency:
approx.1 Hz).
ECAS 8.
– The warning lamp displays situations in which ECAS
is not in normal mode (e.g. superstructure not at
normal level or traction help active), but is operating
without any faults.
– The traction help display shows whether the traction
help is activated.
– The lifting axle position lamp (also: unladen/lifting
axle lamp) comes on when the lifting axle is raised or
the load is transferred from the trailing axle.
The electronic control unit stores vehicle parameters, ac-
tual values, faults and other information.
The system operates with various control strategies for
level control depending on a speed set in the parame-
ters:
– At speeds faster than the limit speed, ECAS
categorises level changes as dynamic changes
(driving) and only corrects the reference value if the
height sensor values remain outside the permitted
reference value range set in the parameters for a
coherent 60 second period.
73
8. ECAS Brief Description of the System
– Underneath 1,8 km/h, ECAS categorises level
changes as static (stationary) and corrects the
reference value if, during a very short period which
can be set in the parameters (e.g. 1s), the height
sensor values remain continuously outside the
permitted range.
– Up to 3 seconds after the end of the journey, ECAS
still categorises level changes as dynamic (dynamic
run-on).
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
– The control function is suppressed after the brake is
applied – ECAS detects this by the presence of
UBATT at pin 16 of the electronic control unit. This
prevents the dynamic axle load changes during
braking from influencing the control function and
avoids the control system operating unnecessarily.
ECAS 6x2 DV
74
The control method in response to failure of the load-
sensing valve signal involving a solenoid valve can be
performed by setting the parameters accordingly.
As well as this, the special function ”Release parking
brake on the front axle“ can be set in the parameters. The
background to this concerns vehicles in which the park-
ing brake acts on the front axle. In this case, ECAS activ-
ity can lead to distortions. As a result, a switching signal
UBATT is output on pin 29 of the electronic control unit
when manual RAISE and LOWER procedures are trig-
gered with the vehicle stationary. This signal can be used
to change over the setting of a solenoid valve in the line
to the front axle parking brake and the brake is released.
Height changes are between up to 3 normal levels (NL)
– in this case, NL I is programmed into the electronic con-
trol unit when the system is taken into operation. NL II
and NL III can be set in the parameters and are entered
as differential values in relation to NL I – however also
possible in any required level between the top and bot-
tom levels. They can be created in the following way:
 Brief Description of the System
– Actuating the normal level I/III switch changes over
the selection between the two levels. In order to set
NL III, ECU pin 19 is connected to earth and this
connection is interrupted to return to NL I. Pressing
the NL button on the control unit moves the
superstructure to the normal level corresponding to
the setting on the NL I/III switch. Instead of using the
remote control unit, it is also possible to set the
selected normal level using a ”Normal“ operating
switch on pin 21 by connecting to earth. It is
necessary to set in the parameters whether a remote
control unit or an operating switch will be used.
Traction help must not be active at the same time as
the normal level setting.
– The superstructure moves to the selected normal
level I or III (if it is not already there) if a speed limit
set in the parameters is exceeded; given appropriate
parameter settings, it is possible to change between
a set NL I and NL II by exceeding another speed limit
and then decelerating to below a second, somewhat
slower, speed limit. Which change takes precedence
ECAS 6x2 DV with hydraulic lifting axle device
ECAS 8.
– the speed-dependent change between NL I and NL
II or the switch-dependent change between NL I and
NL III – is set in the parameters.
– It is possible to move to any level by pressing the
RAISE or LOWER button on the remote control unit.
– if a ”Normal“ operating switch is used, the RAISE
function is triggered when pin 21 is open and pin 10
is connected to ground; the LOWER function is
triggered when pin 21 and pin 10 are connected to
ground.
If the system is not fitted with a remote control unit, jump-
ering pins 20 and 21 on the electronic control unit causes
ECAS to set the normal level as soon as the ignition is
switched on.
As well as the basic function of ECAS (i.e. changing the
distance between the superstructure and the axle), the
function of controlling pressurisation and depressurisa-
tion of the lifting/trailing axle (although the term ”lifting ax-
le“ is used below, the information also applies to trailing
75
8. ECAS Brief Description of the System
axle functions where possible) is also taken over by
ECAS. It is possible to organise open-loop lifting/trailing
axle control (i.e. manually) or closed-loop lifting/trailing
axle control (i.e. fully automatically).
By connecting an axle load switch to pin 28 of the elec-
tronic control unit, it is possible to select which mode ap-
plies: ”Normal axle load“ mode (switch open) or
”Increase axle load“ (switch closed). With that it is possi-
ble to open the switch when a carriageway axle load limit
is encountered in the ”Optimum traction control“ mode in
which the driven axle operates under maximum load.
When the switch is opened, the load distribution between
the driven and lifting axles is changed in such a way as
to comply with the limited axle load requirements.
The lifting axle switching point can be ascertained by up
to 2 pressure sensors on the driven axle supporting bel-
lows – this depends on whether the supporting bellows
are jointly controlled by one ECAS solenoid valve output
or separately by two ECAS solenoid valve outputs. Fur-
thermore, the supporting bellows of the lifting axle are
equipped with sensors. There are also systems in which
the lifting bellows has been provided with a pressure sen-
sor.
The fact that not only the driven axle supporting bellows
but also the supporting bellows of the lifting axle are
equipped with sensors means that it is possible to select
between the ”pressure proportional (DV) control“ princi-
ple and the ”optimum traction control“ principle. The prin-
ciple which is in effect depends on the parameter settings
and – with regard to the control principle set in the param-
eters – on the position of the ”pressure proportional con-
trol/traction control“ selector switch by means of which
pin 10 of the electronic control unit is connected to earth.
When the selector switch is open, the control principle
set in the parameters is used. When the selector switch
is closed, the opposite control principle is used. (For ex-
ample: parametrized: Pressure proportional control /
switch is open, control principle: proportional control. Or
parametrized: Traction control but the switch is closed =
control principle: pressure proportional control applies.
The switching point of the lifting/trailing axle is set in the
parameters. In systems with one pressure sensor on the
driven axle, it is measured by a pressure sensor connect-
ed to pin 7. In systems with two driven axle pressure sen-
sors connected to pin 7 and pin 23, it is calculated by
averaging out the values. The lifting axle is lowered or
the load is transferred onto the trailing axle if there is a
total pressure sensor failure.
However, separate switches can also be provided on the
dashboard for controlling the lifting axle. Depending on
the parameter settings, it is possible to use the following
different switch variants for controlling the lifting axle:
1. (2-stage) ”Lifting axle“ switch: Earth connected to pin
76
3 of the ECU – open switch = ”Lower lifting axle“ or
closed switch = ”Raise lifting axle“ – : ECAS only re-
sponds to switching actions performed when the igni-
tion is ON.
2. (3-position) ”Lifting axle“ button: Connected to pin 3 of
the ECU – button open = ”No activation“ / button con-
nected to earth = ”Raise lifting axle“ / button connect-
ed to UBATT = ”Lower lifting axle“. The closed time of
the button must be at least 0.1 second.
The lifting bellows themselves are separately controlled,
i.e. the lifting bellows solenoid of the ECAS solenoid
valve is switched by pin 14 of the electronic control unit.
The RAISE and LOWER procedures of the lifting axle
themselves differ according to whether the lifting bellows
are equipped with sensors or not. Particular in the case
of the RAISE procedure, the electronic control unit has to
perform pressure calculations in advance. The result of
these calculations is a criterion for correct implementa-
tion. The boundary conditions required for this have to be
set in the parameters – just like the type of lifting axle
raising device.
As well as lifting axle control with a lifting bellows, hy-
draulic lifting axle raising devices can also be controlled
in some systems. In this case, the control signal is output
at electronic control unit pins 14 and 32. Pin 14 open/pin
32 connected to UBATT means raise the lifting axle, while
pin 32 open/pin 14 connected to UBATT means lower the
lifting axle.
An important point in this regard is the configuration of
the traction help. The required traction help type can only
be defined in the software by setting the parameters.
Traction help is activated by connecting ECU pin 17 to
earth. A traction help enable can also be installed in
some systems additionally. This is a contact which con-
nects electronic control unit pin 24 to UBATT. Traction
help can only be activated when the contact is made.
The signal for the traction help is ascertained in the same
way as the signal for the lifting axle switching point is as-
certained. The limit for the traction help is set in the pa-
rameters. It is ascertained by the pressure sensor
connected to pin 7. As well as the familiar traction help
types:
q Germany
q EC
q Nordic ...
... it is also possible to organise a manual traction help in
vehicles with ECAS 6x2 DV. In this case, the driver can
 Brief Description of the System
manually increase or decrease the pressure in the driven
axle bellows (increase subject to the specified maximum
pressure limit). The traction help button is used for in-
creasing the pressure, which continues for as long as the
button connects electronic control unit pin 17 to earth.
Lowering takes place using the (2-stage) lifting axle
switch and continues for as long as the switch on elec-
tronic control unit pin 3 is open. Given appropriate pa-
rameter setting, the last manually set traction help can be
recalled when the traction help button is pressed for less
than 2 seconds (memory function).
When the traction help is activated – irrespective of the
existing reference level – the reference level is always in-
creased by the value set in the ”Reference level increase
when traction help activated“ parameter.
It is possible to set the parameters for stand-by mode.
This mode is activated if the ignition is switched OFF
whilst the STOP button of the remote control unit is being
pressed. It causes the last level before ignition OFF to be
set (assuming adequate pressure and voltage is availa-
ble).
A bi-directional serial port permits diagnosis, functional
tests, system calibration, parameter setting and reading
out the diagnostic memory.
A measured value output can be organised during nor-
mal ECAS operation by changing the parameters. In this
way, it is possible to view individual operating values:
1. Actual level (left – only ECU variant 402) on the rear
axle.
2. No function or actual level on the right of the rear axle
(only ECU variant 402).
3. Actual level of the front axle.
4. Reference level (left – only ECU variant 402) on the
rear axle.
5. Reference level of the front axle.
6. Driven axle pressure.
7. Lifting axle pressure.
8. Speed.
The measured values output on the individual channels
depend on which electronic control unit is used.
This measured value output mode is only permitted for
service mode; the system must be returned to normal
mode at the end of measured value output.
ECAS 4x2/6x2 CAN (1st generation)
Sample circuit diagrams: 841 801 694 0 /
841 801 545 0
ECAS 8.
This system is primarily used for automatic level control
in 6x2 and 4x2 commercial vehicles with air-sprung ax-
les. Up to 3 height sensors continuously pick up the ac-
tual level, i.e. the distance between the superstructure
and the axle. Deviations from the reference level are cor-
rected by the control system when a specified tolerance
range is exceeded. A supporting bellows limit pressure of
the driven axle is specified for the electronic control unit
by the position of pressure switches. This is the limit
pressure which, if exceeded, causes a lifting axle to be
lowered or load transferred to a trailing axle. The actual
pressure in the supporting bellows is constantly moni-
tored by pressure sensors. The ECAS electronic control
unit is connected to the overall architecture of electronic
control units in the vehicle by means of a CAN bus. This
means it receives and uses CAN messages on the one
hand in order to ensure functional safety, while on the
other hand sending out CAN messages which could be
relevant to other electronic control units or which are
used for display purposes. The basic control loop com-
prising the height sensor/electronic control unit/solenoid
valve is retained, however the switches and lamps which
used to be connected have been streamlined in a major
way – the required information is now shown on a dis-
play.
The control characteristics of the reference level control-
ler no longer have to be set in the parameters. The sys-
tem is intelligent, i.e. there is no longer any need to enter
the proportional and differential coefficients. The teach-in
process only takes place under certain boundary condi-
tions and involves optimising specified theoretical control
processes. It is based on the raising and lowering speeds
of the superstructure which are ascertained individually
on each height sensor. The characteristic curves ob-
tained during the teach-in process are stored in the ECU
when the ignition is switched off.
It is possible to connect a remote control unit. The system
is not monitored by lamps; instead, the necessary warn-
ings are displayed as prompted by CAN messages.
– Fault messages are output in a CAN message if
there are faults present in the system. The fault
messages contain information about:
... The faulty component
... Fault type, location and quantity
... Fault severity (normal or minor)
... Fault lamp to be activated (”RED“ or ”YELLOW“)
The normal level lamp indicates whether the vehicle is at
normal level (NL) I or II.
The electronic control unit stores vehicle parameters, ac-
tual values, faults and other information.
The system operates with various control strategies for
level control depending on a speed set in the parame-
ters:
77
8. ECAS Brief Description of the System
ECAS 6x2 CAN (diagnosis KWP2000)
– At speeds faster than the limit speed, ECAS
categorises level changes as dynamic changes
(driving) and only corrects the reference value if the
height sensor values remain outside the permitted
reference value range set in the parameters for a
period of time set in the parameters (e.g. 60
seconds).
– Underneath 1,8 km/h, ECAS categorises level
changes as static (stationary) and corrects the
reference value if, during a very short period which
can be set in the parameters (e.g. 1s), the height
sensor values remain continuously outside the
permitted range.
– 7 seconds after the start of the journey, ECAS checks
whether a reference value differential set in the
parameters in relation to the reference level was
exceeded at the start of the journey. If this is the case,
it corrects the reference level accordingly.
– The control function is suppressed after the brake is
applied – ECAS detects this by receiving the
corresponding CAN message. This prevents the
78
dynamic axle load changes during braking from
influencing the control function and avoids the control
system operating unnecessarily.
Height changes are between the two normal levels (NL)
– in this case, NL I is programmed into the electronic con-
trol unit when the system is taken into operation. NL II
can be set in the parameters and is entered as a differ-
ential value in relation to either the bottom level or NL I
(entry value = NLII - NLI or BL + 125) – however also pos-
sible in any required level between the top and bottom
levels. They can be created in the following way:
– Actuating the NL I/II switch (i.e. the normal level I/II
switch) to change between the two levels. In order to
set NL II, ECU pin X1/5 is connected to earth and this
connection is interrupted to return to NL I.
– The superstructure moves to the normal level (if it is
not already there) if a speed limit set in the
parameters is exceeded; given appropriate
parameter settings, it is possible to change between
a set NL I and NL II by exceeding another speed limit
 Brief Description of the System
ECAS 6x2 CAN (diagnosis via CAN)
and then decelerating to below a second, somewhat
slower, speed limit.
– It is possible to move to any level by pressing the
RAISE or LOWER button on the remote control unit.
– By a CAN message requesting a level change –
requests for level changes in a CAN message take
precedence over the remote control unit.
If there is no remote control unit fitted in the system,
ECAS sets the normal level as soon as the ignition is
switched on.
An unloading level can be set when the vehicle is station-
ary. This unloading level is programmed into the elec-
tronic unit when the parameters are set; it is entered as
a differential from NL I.
(Input value = UL - NLI + 125)
ECAS sends out information about the selected NL in a
CAN message.
ECAS 8.
The special ”Crane operation“ function can be set in the
parameters for these electronic control units.
3 types of sensor can be used as measurement pick-ups
for the distance between the axle and the superstructure:
– Height sensors without temperature compensation.
– Height sensors with temperature compensation.
– Angle sensors.
However, it is only permitted for one type to be installed
on the vehicle, i.e. no mixed installation. Make sure the
installed type of height sensor matches the parameter
settings.
As well as the basic function of ECAS (i.e. changing the
distance between the superstructure and the axle), the
function of controlling pressurisation and depressurisa-
tion of the lifting/trailing axle (although the term ”lifting ax-
le“ is used below, the information also applies to trailing
axle functions where possible) is also taken over by
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8. ECAS Brief Description of the System
ECAS. It is possible to organise open-loop lifting/trailing
axle control (i.e. manually) or closed-loop lifting/trailing
axle control (i.e. fully automatically).
The switching point of the lifting/trailing axle is set in the
parameters. The lifting axle switching point can either be
ascertained by up to 2 pressure sensors on the driven
axle supporting bellows or the ECAS electronic control
unit uses the information about the driven axle load sup-
plied in a CAN message from the EBS. The principle to
be used must be set in the parameters.
The lifting axle itself is controlled based on the principle
of pressure equalising control.
When pressure sensors are used, the switching point is
measured on the driven axle by one pressure sensor
each connected to pin X2/6 and pin X2/2. The lifting axle
is lowered or the load is transferred onto the trailing axle
if the pressure sensor is defective.
Depending on the parameter settings, it is possible to
use the following different actuation variants for control-
ling the lifting axle:
q CAN message
q Button
The lifting axle position can be changed if the corre-
sponding CAN message is sent to the electronic control
unit with the request to control the lifting axle.
However, a separate button can also be provided on the
dashboard for controlling the lifting axle. This is a lifting
axle button by means of which pin X1/4 on the ECU is
connected to earth. Pressing the button sends a switch-
ing pulse to the electronic control unit. Given the appro-
priate boundary conditions, this leads to a change in the
lifting axle position. Lifting axle control only responds to
switching actions performed when the ignition is ON.
The lifting bellows themselves are under constrained
control, i.e. the ECAS solenoid valve performs the ”LA
UP“/”Pressurise lifting bellows“ functions (ECU pin X2/12
= GND) or ”LA DOWN“/”Depressurise lifting bellows“
functions (ECU pin X2/14 = GND) at the same time by in-
ternal pneumatic connections.
An important point in this regard is the configuration of
the traction help. The required traction help type is de-
fined by setting parameters in the software. Traction help
is activated by connecting ECU pin X1/6 to earth.
The signal is ascertained in the same way as the signal
for the lifting axle switching point is ascertained. The limit
80
for the traction help is set in the parameters. It is ascer-
tained by the pressure sensors connected to pins X2/2
and X2/6. The following types of traction help can be set:
q Germany
q EC
q Nordic
When the parameters have been set for the NORDIC
traction help, the driver can manually increase or de-
crease the pressure in the driven axle bellows (increase
subject to the specified maximum pressure limit). In-
creases are performed using a 3-position latched switch.
2 switch variants can be used for activating the traction
help:
1. Traction help button (for GERMANY and EC
types): Pin X1/6 of the ECU connected to earth –
Pressing the button sends a switching pulse to the
electronic control unit. Given the appropriate bounda-
ry conditions, this leads to a change in the lifting axle
position. Lifting axle control only responds to switch-
ing actions performed when the ignition is ON.
2. 3-position latched switch (for NORDIC type):
Connected to pin X1/6 of the ECU.
Button open = ”No activation“
Switch ”up“, i.e. connected to earth = Initial activation:
”Start traction help“, then switch returned to neutral
position and activated for a second time: ”Increase
driven axle load“
Switch ”down“, i.e. connected to UBATT (X1/13) = ”De-
crease driven axle load“ until no more lowering is pos-
sible, then ”End traction help“
When the traction help is activated – irrespective of the
existing reference level – the reference level is always in-
creased by the value set in the ”Reference level increase
when traction help activated“ parameter.
The crane operation function can be set in the parame-
ters.
The load-sensing valve controller can no longer operate
correctly if the superstructure is lowered onto the buffers
when driving. This is because no load information is
available. The electronic control unit detects this and out-
puts a CAN signal so the brake system detects this situ-
ation.
It is possible to set the parameters for stand-by mode.
This mode is activated if the ignition is switched OFF –
pin X1/10 of the electronic control unit deenergised –
whilst the STOP button of the remote control unit is being
 Brief Description of the System ECAS 8.
pressed. It causes the last level before ignition OFF to be The bi-directional serial port permits diagnosis, functional
set (assuming adequate pressure and voltage is availa- tests, system calibration, parameter setting and reading
ble). out the diagnostic memory. The ignition must be
switched OFF and back ON again after terminating diag-
There are electronic control units which contain a diag- nosis.
nostic interface according to ISO/WD 14 230 (”Keyword
Protocol 2000“). Other electronic control units can only ECAS/ESAC systems will not be described at this junc-
communicated via the IES CAN bus; diagnosis is per- ture, because they do not have any new functions as far
formed from a central interface. as the ECAS part of theses systems are concerned. Con-
tact the vehicle manufacturer or WABCO for advice in the
event of any problems.
When ”Measured value output ...“ is set in the parame-
ters, the K-line or the CAN data bus can be used for out-
putting the following information in CAN messages so the
information can be displayed on a suitable diagnostic in-
strument:
... Actual and reference levels of all height sensors
... Solenoid valve settings
... Characteristic values for level control
... Driving speed
... Remote control unit status
... Pressure sensor readings
... Ignition (ON/OFF)
... Stand-by mode active
... Detected faults

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9. ECAS Commissioning and Diagnosis

9. Commissioning and Diagnosis

9.1 General Multimeter cable red 894 604 355 2
Multimeter cable black 894 604 354 2
The setting values stored in the electronic control
unit – referred to as the parameters – are already tai-
lored to the vehicle. When the system is serviced,
however, it may be desirable or even necessary to al-
ter certain parameters. This is only allowed to be per-
formed by trained personnel. When the parameters
are set using WABCO test equipment, this is only
possible by entering a code number (also referred to
as the PIN or personal identification number). The
parameters are only allowed to be changed by
trained personnel who have been given a PIN to ena-
ble them to access the corresponding program sec-
tions of the diagnostic device.

The system must be taken into operation by calibrating it

after the ECAS electronic control unit is replaced. Cali-
brating sensors means that the sensors are linked to the
electronic control unit – they are ”introduced to the elec-
tronic control unit“. This is necessary to allow the meas-
ured values picked up by the sensors to be transmitted
and processed. If a remote control unit is to be used for
the ECAS system, this has to be connected to the system
during the calibration process.
Calibration of the sensors must be done for new sys-
tems, after replacing sensors, and after replacing the
electronic control unit. The sensors are calibrated
using diagnostic equipment.
Commissioning the ECAS system requires the use of di-
agnostic equipment. It should be mentioned that the ex-
tent of parameter setting and calibration rights allowed by
vehicle manufacturers varies widely from one manufac-
turer to another. Some vehicle manufacturers make ref-
erence to our diagnostic equipment when changes to the
parameter settings are requested. Others do not allow
any access to the parameter and calibration values.
Commissioning can be performed using the WABCO Di-
agnostic Controller (DC) incl. the associated hardware
and software. A complete configuration of measure-
ments includes:
Diagnostic controller set 446 300 331 0
Keyboard 446 300 328 0
Program card 446 300 ... 0
(corresponding to the electronic control unit used –
see the ”Electronic Control Unit (ECU)“ section)
35-pin connection adapter 446 300 327 0
25-pin connection adapter 446 300 317 0
(only for 4x2 vehicles)
Diagnostic cable 894 604 303 2
(for a diagnostic interface to ISO 9141)
In some ECAS systems, it is also possible to carry out di-
agnostic work using a PC.
The PC diagnostic program 446 301 529 0 can be used
for diagnosing electronic control units for the following
systems:
–4x2A
–6x2A
– 6 x 2 Ratio (not MAN! )
– 6 x 2 DV
The PC diagnostic program 446,301,524 0 can be used
for diagnosing electronic control units for the following
systems:
– 4 x 2 (Ratio) KWP 2000
– 4 x 2 / 6 x 2 24V CAN I (only MAN)
– 4 x 2 / 6 x 2 24V CAN II (only IVECO and RVI)
– ECAS/ESAC (only MAN TGA)
This diagnostic device is of course not only used for the
commissioning procedure but can also be used for locat-
ing any faults, for actuating solenoid valves, lamp testing,
checking test values and measured values, manipulating
the control unit's data, and for functional testing.
The software for the Diagnostic Controller card and the
PC program uses a menu structure and is extremely
straightforward to use. The menu tree is shown below.
The following section outlines the tree-type menu struc-
ture for program card 446 300 526 0 for the Diagnostic
Controller before the commissioning procedure is de-
scribed in detail. The PC program not only includes the
actual basic functions but also convenience features
such as system illustration in colour, help files, informa-
tion on the diagnostic program, on the ECAS system, on
setting the parameters, on the calibration procedure and
on locating any errors or faults.

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