WABCO

TRAILER ABS
Date:

Name:

Company:

wabco
 CONTENTS

page

1 ............... Tyre/Road Adhesion Characteristics

2 ............... Typical ABS Control Cycle
3 ............... Vario-C Basic Concept
4 ............... self Steering Axles and ABS
5 ............... Tri-Axle Semitrailer 6S/3M - piping
6 ............... Tri-Axle Semitrailer 6S/3M - wiring
7 ............... Boxer Concept
8 ............... Boxer ABS - Power Supply and W/L Wiring
9 ............... Sensor and Relay Modulator - plug connections
10 ............... Sensor and Relay Modulator - channel assignment
11 ............... ISO 7638 Power Supply
12 ............... ISO 7638 Assembly Details
13 ............... Three-way Power Supply
14 ............... Typical Sensor Installation
15 ............... Sensor Output Signal - graph
16 ............... Sensor Output Signal - text
17 ............... ABS Warning Lamp
18 ............... Vario-C2 Initialisation
19 ............... Polewheel Handling
20 ............... Polewheel and Sensor Check
21 ............... ECU’s and Welding
22 ............... Common Faults
23 ............... Helpful Advice
24 ............... Useful Data

wabco
ABS Control Theory

page 1 wabco
 1.0 stable unstable
region region

Dry concrete

Braking coefficient µB
0.8

0.6
Wet concrete
0.4

0.2 Ice

20 40 60 80 100
% Wheel slip λ (lambda)

1.0
Cornering coefficient µS
Braking coefficient µB

0.8 µB

0.6

0.4
µS
0.2

20 40 60 80 100
% Wheel slip λ (lambda)

Typical Tyre/Road Surface

Characteristics
notes:

page 2 wabco
 Wheel speed
Reference speed
Vehicle speed
λ1

λ2
Speeds

time (t)
Wheel circumferential
acceleration

+b
time (t)

-b
control valve
Solenoid

inlet valve T1 time (t)

exhaust valve
time (t)
Pressure in wheel
cylinder

T2

1 2 3 4 5 6 7 89
time (t)

Typical ABS Control Cycle (ii)

notes:

page 3 wabco
 In the typical ABS control cycle the most important control variables are; wheel
deceleration threshold -b, wheel acceleration threshold + b and slip thresholds
Lambda 1 and Lambda 2.
When the brake pressure increases, the wheel is progressively decelerated. At
point 1 wheel deceleration exceeds a value that cannot physically be reached by
vehicle deceleration. The reference speed and the wheel speed, which up to this
point had been the same, now diverge until at point 2 the wheel speed has achieved
a high deceleration (exceeding the -b threshold) - typically 1.2g. A maximum value
is derived from the reference speeds of the wheels of a control group and this is
generally used as the mutual reference speed for the two wheels. Wheel slip is
calculated from actual wheel speed (i.e. sensor output) and the corresponding
reference speed which is electronically computed from all sensed wheels.
The deceleration threshold -b is exceeded at point 2. The wheel now moves into the
unstable region of the µ -λ λ slip curve at which point the wheel has reached its maxi-
mum braking force and any further increase in braking torque increases only the rate
at which the wheel decelerates. For this reason brake pressure is quickly reduced
and so wheel deceleration decreases. The time taken for wheel deceleration is
determined by the hysteresis of the wheel brake and by the characteristic of the µ -λ λ
slip curve in the unstable region.
Only after wheel brake hysteresis has been overcome does a continued reduc-
tion in pressure lead to a decrease in wheel deceleration.
At point 3 the deceleration signal -b drops below the threshold and the brake pres-
sure is held at a constant level for a set time T1. Normally, wheel acceleration will
exceed the acceleration threshold + b within this set time (point 4). So long as this
threshold is exceeded, brake pressure is kept constant. If (for example on a low
friction surface) the + b signal is not generated within time T1, brake pressure is
further decreased by slip signal Lambda 1. During this control phase the higher slip
threshold Lambda 2 is not reached.
After falling below the threshold at point 5 the +b signal drops. The wheel is
now in the stable region of the µ -λ λ slip curve and the µ-value utilised is somewhat
below the maximum.
Brake pressure is now rapidly applied for time T2 to overcome brake hyster-
esis. This time T2 is fixed for the first control cycle and then calculated anew for each
subsequent control phase. After the initial rapid phase, brake pressure is then in-
creased more gradually by “pulses”, that is to say by alternating pressure hold and
pressure increase.
The logic described here is not fixed but rather adaptable to the dynamic be-
haviour of the wheel for different coefficients of friction. The thresholds for wheel
deceleration, acceleration or slip are likewise not constant, dependent upon several
parameters, such as vehicle speed. The number of control cycles results from the
dynamic behaviour of the total control loop of the ABS system – wheel brake, wheel
and road surface. Here, adhesion is of paramount significance. 3 to 5 cycles per
second are normal but significantly less on wet ice.

Typical ABS Control Cycle (i)

page 4 wabco
The Vario-C Concept

page 5 wabco
 ECU

2Ch => 2S/2M

2S/1M = MAR INSR = IR

4S/2M = MSR

6S/3M = MAR/MSR or 4S/3M = MAR/IR

Modular System Concept VARIO-C

notes:

page 6 wabco
 With the increased use of self-steering axles on semi-trailers the following must be
taken into account when installing WABCO Vario-C ABS.

1. When using 4S/3M or 6S/3M systems the steering axle MUST be controlled by
the MAR ( Modified Axle Regulation ) circuit.
(i.e. Single modulator controlling both brake chambers on that axle ) - see diagram 1

2. With 2S/2M and 4S/2M systems, where each side of the vehicle is controlled by a
single modulator, the axle MUST be controlled using Select Low Regulation (SLR).
This can be achieved by using a 'select low' double check valve*, which takes inputs
from both modulators, the lowest being used to control both actuators on the steer-
ing axle. - see diagram 2

The purpose of the above is to prevent a steering torque being developed, on split
coefficient surfaces, across the axle, due to different braking forces being generated
by each wheel, which could cause vehicle instability under braking.

* Part No. 434 500 000 0

diagram 1 - 6S/3M & 4S/3M diagram 2 - 4S/2M & 2S/2M

ABS RELAY 'SELECT LOW'

MODULATOR VALVE

Self-steering Axles and ABS

notes:

page 7 wabco
 sensor f sensor d sensor b

manoeuvring
valve

supply reservoir

modulator B

control
relay emergency load sensing modulator C modulator A
valve valve

ECU

sensor e sensor c sensor a

Modulator A and sensors - Red ECU baseplate

Modulator B and sensors - Yellow ECU baseplate
Modulator C and sensors - Blue ECU baseplate

Tri-Axle Semitrailer 6S/3M

notes:

page 8 wabco
Component and Power Supply Wiring

page 9 wabco
 2 core:
2 x 0.75mm 2

headboard
warning lamp YE - D
YE - F

24N

24S

ISO 7638
5 core: BU - E
2 x 6mm2 BU - C
3 x 1.5mm2

3 core:
3 x 2.5mm2

Vario C Integral 4(2)S/2M

notes:

page 10 wabco
 sensor (F) modulator (B) sensor (D) sensor (B)

modulator (A)

YE/GN
BN

BN

BU
YE/GN
BU

WH/RD
2
RD BK RD
1
YE/BU
5
BN
4
BN/BU
3

ISO 7638
BU YE
ECU
TOP

sensor (E) modulator (C) sensor (C) sensor (A)

BN
YE/GN
BU

1st Sensed Axle 2nd Sensed Axle 3 rd Sensed Axle

IV - Inlet Valve BK - BLACK

OV - Outlet Valve BN - BROWN
RD - RED
Direction of Travel YE - YELLOW
GN - GREEN
BU - BLUE
WH - WHITE

6S/3M Wiring Diagram

notes:

page 11 wabco
 1) The blue channel is normally on the vehicle LH side
2) The yellow channel is normally on the vehicle RH side
3) If the red channel is used it will be controlling both brakes on one axle and
not on one side of the vehicle, as with the yellow and blue channels.
4) Where the red channel is used both sensor inputs must be connected
5) If only one sensor per side is used to control the blue and yellow channels
they must be connected to Sensor 1 of the respective sensor plug and not
to sensor 2.

Sensor / relay modulator plug connections at the ECU are as below - viewed
from the wire entry side.

YELLOW AND BLUE SENSOR PLUGS RED SENSOR PLUG (when used)
normally LH wheel

SENSOR 2 SENSOR 2

SENSOR 1
SENSOR 1 normally RH wheel

NOTE: The brown/black sensor wires are not polarity conscious and can be
inserted into the sockets either way round.
RELAY MODULATOR PLUGS - all channels

BROWN WIRE BLUE WIRE

(inlet valve) (outlet valve)

YELLOW/GREEN WIRE
(common return)

Sensors/Relay Modulators
notes:

page 12 wabco
 MODULATORS

A RED BASE PLATE - BOTH ACTUATORS ON SINGLE AXLE

B YELLOW BASE PLATE - ACTUATORS NORMALLY ON RH SIDE
C BLUE BASEPLATE - ACTUATORS NORMALLY ON LH SIDE

SENSORS

A RED BASEPLATE - SENSOR 2 INPUT

B RED BASEPLATE - SENSOR 1 INPUT
C BLUE BASEPLATE - SENSOR 1 INPUT
D YELLOW BASE PLATE - SENSOR 1 INPUT
E BLUE BASEPLATE - SENSOR 2 INPUT
F YELLOW BASEPLATE - SENSOR 2 INPUT

Sensor/Modulator, channel
and Wheel Assignments
notes:

page 13 wabco
 C B A Modulators (3 pin)
6S/3M E F A
C D B Sensors (4 pin)
BU YE RD

C B A
4S/3M
A
C D B
BU YE RD

C B
4S/2M
E F
C D
BU YE RD

C B
2S/2M
C D
BU YE RD

Sensor/Modulator inputs
on ECU Baseplate
notes:

page 14 wabco
 For tractor units and drawbar trucks not fitted with an ABS power cable to
ISO 7638, the following shows what is required and how it is installed.

ISO 7638 POWER CABLE (12 metre - 24volt) 446 010 012 2
PARKING SOCKET (tractors only) 446 008 600 2
DASHBOARD WARNING LAMP (red/amber - 2W typical) CUSTOMER SUPPLY
FUSES CUSTOMER SUPPLY

RED BATTERY POSITIVE THROUGH 25 AMP FUSE

ISO 7638 RED/WHITE IGNITION SWITCHED THROUGH 5 AMP FUSE
CABLE BROWN COMMON RETURN TO BATTERY NEGATIVE
BROWN/BLUE COMMON RETURN TO BATTERY NEGATIVE
YELLOW/BLUE DASHBOARD ABS WARNING LAMP

For vehicles with a supplementary power cable, the dashboard warning lamp can
also be controlled via pin 2 of 24S, thereby removing the need to observe the
headboard warning lamp when the ISO 7638 power cable is absent from the trailer

25 Amp Fuse Red

6mm
1

ISO 7638
5 Amp Fuse Red/White Power Cable
1.5mm
2
Warn ing Lamp (2w)
-Dashboard
Ignition
1.5mm

5 Amp Fuse* Blue/Yellow

Switch
B ATTERY 5

1.5mm Brown/Blue
3
* Note:
Fuse In Warning Light Circuit 6mm Brown
At Customers Discretion. 4
Do Not Use Fuse From
Red/White Wire.
Optional Cable
2 24S
1.5mm

To Pin 2 Of 24S

ISO 7638 Power Supply

notes:

page 15 wabco
 For correct assembly, fit together as shown below.

1. Prepare cable / strip ends.

2. Feed through clamping nut ; back cover ; rubber washer ; clamping plate
and rubber seal.
3. Insert wires into relevant pins.

note: 2 pin sizes for 2 wire sizes

4. Check full insertion through view hole and crimp the pin wall around bare
wire.
5. Push barbed pins firmly into the iso connector as detailed below.
ISO 7638 CLAMPING BACK RUBBER CLAMPING RUBBER PINS -5 off ISO 7638
CABLE NUT COVER WASHER PLATE SEAL (2 sizes) SOCKET

Red/White
1.5mm 2
Red 6mm 2

not
Brown/Blue
used
1.5mm2

Brown 6mm2
Yellow/Blue 1.5mm2

ISO 7638 - Assembly

notes:

page 16 wabco
 Headboard Warning Lamp

5-Core Cable

4 24S/24N Relay
24N 1

1
24S 2
6 24S/ISO7638 Relay 1
Chassis Mounted 2
3
Junction Box
4
5
ECU
Power Plug

Terminal
Block
1
2
3
4
5
ECU Housing
ISO 7638 5-Core Cable

24N/24S/ISO7638 Power Supply

notes:

page 17 wabco
 The Boxer unit accepts all three forms of power supply:-
The ISO 7638 uses the standard five pin connector. The 24S and 24N both use the
WABCO 3 core modulator cables (894 601 ... 2 series) which terminates at screwed
connections on the side of the ECU housing. The colour for the wires is:-
Brown Positive Supply
Yellow/green Negative Return
* Blue Dashboard Warning Light
* For 24N, this wire is redundant in diag. 2 and should be cut back flush with the outer sheathing.
HEADBOARD
WARNING LAMP
REDUNDANT MODULATOR/SENSOR PORT
USE GLAND pt. no. 894 130 312 2
24N
RED 4 BN : +VE SUPPLY
2S/2M - 4S/3M

WHITE 1 YE/GN: GROUND RETURN +24v

‘X1’

BU
1 2

/BK
24S ‘X2’ 2 1 +24v
WHITE 1 YE/GN: GROUND RETURN

W
BLACK 2 BU: DASHBOARD WARNING LAMP 2

H
BROWN 6 BN: +VE SUPPLY YE 1 24N
/B
K WH 1
BU/BK 3 24S
2

ISO 7638 1 1
RD: UNSWITCHED POWER (MODULATORS)
2 RD/WH: SWITCHED (IGN) ECU 2
3 BN/BU: ECU GROUND RETURN 3 ISO7638
4 BN : MODULATOR GROUND RETURN 4
YE/BU: WARNING LAMP 5
5
Diagram 1 ECU HOUSING

HEADBOARD WARNING LAMP NOTE:

+24v MOVE CONNECTOR FROM
1
2 ‘X1’ PIN 2 (AS SUPPLIED) TO PIN
+24v 1 ON SOCKET ‘X1’
‘X2’ 2
1
24N
RED 4 BN : +VE SUPPLY
WHITE 1 YE/GN: GROUND RETURN +24v
YE/BK ‘X1’
BU

BU: HEADBOARD LAMP FEED 1 2

6S/3M

/BK

24S ‘X2’ 2 1 +24v

WHITE 1 YE/GN: GROUND RETURN
W

BLACK 2 BU: DASHBOARD WARNING LAMP 2

H

BROWN 6 BN: +VE SUPPLY YE 1

24N
/B
K WH 1
BU/BK 3 24S
2

1
ISO 7638 RD: UNSWITCHED POWER (MODULATORS) 1
2 2
RD/WH: SWITCHED (IGN) ECU
3 BN/BU: ECU GROUND RETURN 3 ISO7638
4 BN : MODULATOR GROUND RETURN 4
YE/BU: WARNING LAMP 5
5
Diagram 2 ECU HOUSING

Power Supply and Warning Lamp

notes:

page 18 wabco
 THERE EXISTS THREE BASIC FORMS OF ABS POWER SUPPLY FOR
TRAILERS. THEY ARE AS FOLLOWS;

➧ 24S, A SECOND SOURCE OF CONSTANT POWER

➧ ISO 7638, A DEDICATED ABS POWER SUSY
➧ 24N, A FEED FROM THE STOP LIGHT CIRCUIT

TRAILERS SHOULD BE WIRED TO SELECT THE HIGHEST PRIORITY OF POWER

AVAILABLE. THE 24N (STOP LIGHT CIRCUIT) SHOULD ONLY BE REGARDED AS
AN EMERGENCY "GET YOU HOME" SETUP.

MOST VEHICLES DO NOT HAVE AN ISO 7638 POWER SUSY. THOSE FITTED
WITH A 24S SUSY ARE USUALLY NOT CONNECTED AT THE RELEVANT PINS
AND ARE THEREFORE ONLY USING THE STOP LIGHT 24N CIRCUIT TO POWER
THE ABS.

THE DIAGRAM BELOW SHOWS HOW TO CONNECT THE 24S SUSY AND PRO-
VIDE A DASHBOARD ABS WARNING LIGHT.

DO NOT FEED THE DASH IGNITION SWITCH 12 AMP

BOARD WARNING LIGHT 6
THROUGH THE 12 AMP 2 AMP 24S
(Optional) SUSY
FUSE POWERING PIN 6.
2
USE AN ADDITIONAL 2 BATTERYB ATTERY
RED/AMBER 1
AMP FUSE IF REQUIRED. DASHBOARD W/L (2 Watt)

THIS WILL GIVE A CONSTANT POWER SUPPLY TO THE TRAILER PROVIDING THE
TRAILER IS WIRED TO ACCEPT A 24S SUPPLY

24S Supplementary Power

notes:

page 19 wabco
 Information lamps are controlled by the information module and serve to inform the
driver that his vehicle is coupled to a trailer without ABS. Unlike the ABS warning
light, there are no legal requirements, fitment being at the discretion of the VM's
(Vehicle Manufacturers).
The lights are usually orange or yellow and either resemble the tractor ABS warn-
ing light with a number or depict a trailer crossed out and the letters ABS under-
neath.
Detection of current to the trailer ABS is via pins UES and UA. Pins RK and AK
together with the segregating relay, control a latching system and separate the
motor vehicle brake lights from those on the trailer.

ABS W/L
5
7.5 A
INFO LAMP ISO
IL INFO 7638 ABS
IGNITION MODULE 2
SWITCH UES UA 2
5A OR
ZS
B/L SEGREGATING AK
RELAY RK
BATTERY

ABS
(VM's) B/L 4 24N
BATTERY SWITCH
BRAKE TRAILER
LIGHTS INFORMATION
LAMP

How it works:
The module first determines if the tractor has a trailer attached to it by reading the
resistance in the indicator circuit via the 24N connector.
For an infinite resistance, it assumes no trailer is present and keeps the light OFF. If
a resistance exists, the module would know that a trailer is coupled and look for a
current drain to the trailer ECU on pin 2 of the ISO 7638 susy.
A drain on this pin indicates that the trailer is equipped with ABS; the information
light will remain OFF. The light turns ON only if no drain is observed, indicating that
ABS is not fitted.

ABS Information Lamp (i)

notes:

page 20 wabco
24S / 24N Power Supply

Vehicles fitted with an information module may not recognise the presence of an
ABS system when towing trailers which are powered by either the supplementary
or the stoplight circuit. Operators wishing to dispense with the information lamp
can adopt one of the following:-

➀ Remove lamp and blank off aperture in dash panel.

or

‚ Discard information module. Identify terminals UES and UA on the base

housing and bridge together using a suitable wire link.

or

ƒ Fit an additional relay and push button 'latch out' switch.

7.5 A FUSE INFO LAMP

INFO
MODULE

PUSH
TO CLOSE
SWITCH
How it works

On picking up a trailer without ABS or one which is powered by an alternative sup-

ply (24S/24N), the light will illuminate. The adjacent button will latch the relay and
turn the lamp off.
Once the ignition has been keyed off, the circuit will reset itself to normal operation.

ABS Information Lamp (ii)

notes:

page 21 wabco
Sensor and Modulator Function

page 22 wabco
 1 Pole wheels must run square to the axle.

2 Pole wheel teeth must be free from burrs or bruising

- NO DAMAGE ALLOWED.

3 Sensors must be central over the pole wheel teeth.

Hub

Stub axle

Axle Installation
notes:

page 23 wabco
 low frequency / low output voltage
à
Voltage
ß

Time à

high frequency / high output voltage

Ideal

single wheel revolution

Maximum
Permissible
Variation

Sensor Output Voltage

notes:

page 24 wabco
The output voltage from the sensor is AC. From this the electronic control unit
(ECU) determined the individual wheel speed, which is proportional to the AC fre-
quency. Moreover, the ECU continually assesses any rate of change in frequency
which is a direct measure of the wheel’s deceleration (or acceleration). Together
with the speed information it establishes whether corrective action is required to
prevent the onset of wheel locking.

To work effectively the output signals from the sensors must be readily understood
by the ECU.

They must:
1) Give sufficient output voltage;
2) Have a reasonably steady output voltage at any given wheel speed;
and
3) The waveform should not deviate significantly from its sinusoidal pattern.

To these ends:
1a) The air gap between polewheel and sensor should be maintained at the
absolute minimum - generally less than 0.5mm.
2a) Polewheel run-out and bearing clearances should be kept as small as
possible - the combined effect on change in air gap not exceeding 0.2 mm.
3a) The polewheels should be free of any damage, the change in air-gap
between adjacent teeth being no more than 0.04mm.

Providing the above criteria are satisfied:

1b) The output voltage will exceed the minimum allowable figure of 0.1 v RMS.
(this assumes that the wheel is turning at a constant speed of approx.0.5rev/sec.)
2b) The ratio of maximum to minimum output voltage when rotating at
constant speed will not exceed 2.2 : 1 i.e. if the min value is 0.3v the max
must not exceed 0.66v.
3b) The change in voltage amplitude between adjacent teeth will be inside
specification. One deviation greater than 30% or two deviations greater
that 20% is cause for rejection. ( A diagnostic controller must be used as
verification whenever polewheel damage is suspected ).

Sensor Output Signal

notes:

page 25 wabco
 IVP
OVP Valve Operation
F Example 1:
Supply pressure at port 1 (e.g. 8 bar), no control pressure at port 4.
The spring (S) forces valve (V) against the outer (inlet) valve seat thus
E sealing off supply port 1 against piston chamber (C).

4 Example 2:
Supply pressure at port 1 (e.g. 8 bar), and control pressure at port 4 (e.g.
1 bar).
D C The control pressure at port 4 flows past the two solenoids ( IVP [inlet]
OV and OV P [outlet] ) into the piston chamber (D) and forces piston (E)
downwards thereby closing the outlet valve (inner seal) and opening the
1 2 inlet valve (outer seal). This allows air to flow from port 1 to port 2 and
into the brake chamber(s). The area of the piston is the same above
and below, that means as soon as the pressure at port 2 equals that in
IV chamber (D), the piston returns to a balanced position in which both the
S inlet and outlet valves are closed. If the control pressure is reduced,
piston (E) is forced upwards the exhaust valve opens and excess
pressure is vented through port 3 until a balanced condition is again
reached.
3 If an ABS cycle is in operation and the ECU selects the ‘pressure hold’
phase and the driver releases the brake at the same instant the pressure
above the piston in chamber (D) is vented via port 4 through the non-
return valve (F).

4 Pressure increase

Both solenoids non-energised - IVP open and OVP closed.

Control pressure present at port 4.

1 2 Exhaust valve closes, inlet valve opens.

Air flows from ports 1 to 2.

3
ABS Relay Valve Function (1)
notes: The relay valve function is critical and dependent upon the
preset characteristics of each individual solenoid. Conse-
quently the unit is NON-SERVICEABLE in nature and should
problems arise the entire assembly must be replaced.

page 26 wabco
 Pressure hold

4 Inlet valve solenoid IVP is energized, its core is raised, therefore,

despite the presence of control pressure at port 4, the flow of air from
the control line to the upper chamber (D) is interrupted.
Pressure between upper and lower chambers equalizes.

1 2 Valve (IV) is forced upwards by the spring (S) sealing the chamber (C)
from both supply and exhaust.
Air cannot, therefore, flow from ports 1 to 2 nor from 2 to atmosphere.

Pressure release

4 Outlet valve solenoid OVP is energized.

Control pressure is prevented from entering upper chamber. The
raised seal at the base of solenoid OVP vents the pressure in the upper
chamber (D) through the central opening in the piston. Piston (E)
moves upwards, valve IV is forced against the valve seat and air from
the lower chamber, delivery port and the brake chamber(s) is vented to

1 2 atmosphere.

3
ABS Relay Valve Function (2)
notes: The relay valve function is critical and dependent upon the
preset characteristics of each individual solenoid. Conse-
quently the unit is NON-SERVICEABLE in nature and should
problems arise the entire assembly must be replaced.

page 27 wabco
Warning Lamp Function
and Error Memory

page 28 wabco
The ABS Warning Lamp informs the driver that the ECU's internal safety
controller has detected a fault and has either;
DISABLED THE DEFECTIVE SECTION.
or CLOSED DOWN THE APPROPRIATE DIAGONAL. (MOTOR VEHICLES ONLY)
or SWITCHED OFF THE ENTIRE ABS. (WORST CASE)
For both motor vehicles and trailers the warning lamp is fed directly between a live
supply and the warning lamp terminal on the ECU. If a fault condition arises, the
ECU grounds the connection, thereby completing the circuit and illuminating the
warning lamp. When no fault condition exists, the ECU breaks the connection to
ground and the lamp extinguishes
Motor Vehicles And Trailers Trailers Powered From
With Permanent Power The Brake Light
On switching the ignition on, the warning If the ECU is receiving power from the brake
lamp will illuminate. As a complete sen- light circuit only, the driver will have to ob-
sor check is unable to be made until the serve the action of the green head board
vehicle is in motion, the lamp will remain warning light. Wheel speed signals can only
on. At ~7kph the warning lamp will extin- be checked when the vehicle is in motion and
guish and remain off for the duration of during brake applications. Whenever the
the journey, whether the vehicle is station- brake pedal is depressed at speeds less than
ary or moving. If a fault is detected the ~7kph, the warning light will come on and
warning lamp will illuminate and remain remain on for that braking period. If the vehi-
on. On stopping the vehicle, switching cle exceeds this speed, the warning light will
the ignition off and back on again, the briefly flash and remain off until the next brake
safety circuit will reset itself. If the fault application. Illumination of the warning light
was intermittent and is no longer present, throughout braking at speeds above ~7kph,
then on moving off the lamp will extinguish indicates a system fault has been detected.
in the normal manner otherwise
the light will remain on.

Faults are stored in the ECU's nonvolatile memory for subsequent analysis in the
workshop.
In the event of the ABS warning light illuminating during use, the vehicle should be
driven with due care and attention directly to a workshop where a qualified person
can diagnose and rectify the fault. As the ABS system operates independently
from the conventional braking system, normal braking will still be possible.

ABS Warning Lamp

notes:

page 29 wabco
 Warning
Lamp

Safety Operating
Controller Circuits
Nonvolatile Buffer
Memory Memory

Main
Controller

The ECU contains a main and safety controller which are constantly assessing
whether the system is in good working order. In addition to checks within the ECU
itself, the controllers are constantly checking the external wiring for short/open
circuit connections and the plausibility of the wheel speed signals. These checks
commence immediately the ignition is switched on. If no faults exist in the interme-
diate (or buffer) memory when moving off , providing satisfactory wheel speed
signals are detected, the warning lamp will extinguish at about 7kph after which it
should remain off whether moving or stationary.
The buffer memory controls the warning lamp and if a fault is subsequently de-
tected it will immediately put the message into the buffer, disable the relevant
section(s) of the ABS and illuminate the warning lamp. If the fault was of a tempo-
rary nature ( e.g. poor electrical connection on a sensor cable) the action of switch-
ing off the power (ign. switch) will automatically transfer the fault from the buffer to
nonvolatile memory. A temporary fault of this type will result in the buffer memory
being clear when the ignition is next switch on, in which case the warning lamp will
again extinguish on moving off. However if the fault is of a permanent nature (cur-
rently existing) it will be put into the buffer memory again and the warning lamp will
fail to extinguish.

Vario-C
Fault Storage in Error Memory (i)
notes:

page 30 wabco
All faults, whether in the buffer or nonvolatile memory, are accessible by compact
tester, diagnostic controller or flash code. Full instructions are provided on fault
identification/clearance with both the compact tester and the diagnostic controller.
The following give guidance on fault identification and clearance using flash code.
Before describing the flash code itself the following should be noted.

1) No fault can be cleared down that currently exists. i.e. one which is in the
buffer memory.

2) As a matter of priority, fault messages that are contained in the buffer are
presented first. If the fault is current, i.e. cannot be moved across to
nonvolatile memory by keying the ignition off and back on, it will be presented
to you again and must be rectified before proceeding further.

3) Faults of a dynamic nature, i.e. those relating to the sensor signal (large air
gap, excessive polewheel run-out) can always be cleared because, unlike a
broken wire, the ECU is unable to assess whether the condition has been
rectified until the vehicle is in motion.

4) The entire nonvolatile memory can be stacked with numerous faults but
providing none are current when moving off the warning lamp will extinguish
in the usual manner.

5) Despite however many times the same fault has been recorded a single
clear ance action will clear all faults in that location.

Vario-C
Fault Storage in Error Memory (ii)
notes:

page 31 wabco
Blinkcode Operation

page 32 wabco
 After removing the four M6 allen screws the ECU can be opened up and when
hinged down will appear as below.

On applying power the headboard warning lamp (and, if applicable, dashboard

warning lamp) will light up together with the red LED inside the ECU. In flash code
mode all warning lamps should flash out together - verification that the warning
lamp wiring is OK.
To activate the flash code it is necessary to bridge pins 6 and 10 on the diagnostic
connector - see above, normally a pre-wired plug will be provided for this purpose
in the housing. Providing the supply voltage is adequate (min. 23.5 volts) the LED
will start to flash after approx. 5 seconds as shown below. The message will be
repeated indefinitely until the bridge link is removed, in which case the lamp will
continue to flash out to the end of the current sequence. It should be noted that,
depending upon the point in the cycle when the bridge link is removed, the se-
quence may repeat itself once more before stopping at which point all warning
lamps and red LED will remain lit.

bridge these two pins

Red LED

Fault Identification by Flash Code (i)

notes:

page 33 wabco
 5 sec. delay 2.5 sec.
lamp on
6S/3M
lamp off
2.5 sec. 0.5 sec.

pins 6 & 10 bridged 4S/3M

4S/2M

2S/2M

The 2.5 sec. flash is the ECU’s response to your request and the following number
of 0.5sec. pulses indicates the type of system installed (see table #1).

1 flash 6S/3M ( 6 sensors / 3 modulators )

2 flashes 4S/3M
Table #1
3 flashes 4S/2M
4 flashes 2S/2M

If the memory is clear, no other groups of flashes will be presented and after re-
moval of the bridging link the message will continue to the end of the sequence.
If an error exists in the memory then a code usually made up of two groups of
flashes will follow the system code.

Fault Identification by Flash Code (ii)

notes:

page 34 wabco
 The following shows a typical complete message with system fault:- in this case
system type 2 (2S/2M) followed by error code 1-3, air gap sensor B.

aknowledgement

system
5 sec. delay 2.5 sec.
lamp on

lamp off
repeat of code
2.5 sec. 1 sec.

pins 6 & 10 bridged error code

All fault codes are listed in the following table. Codes may appear which are not
listed. If these can be satisfactorily cleared they should be ignored. If unlisted
codes cannot be cleared or are frequently being recorded the fault probably lies
within the ECU and contact should be made with WABCO Technical Services for
further advice.

Fault Identification by Flash Code (iii)

notes:

page 35 wabco
 System Code
see Cause of Fault
table #1 Error Code

* 0 0 System OK
* 1 1 Parameterize system ......... (re-initialise ECU - see separate sheet)
* 1 2 Sensor B ........................... Sensor speed jump/ excessive polewheel run-out
* 1 3 Sensor B ........................... Air gap
* 1 4 Sensor B ........................... Break in wire, short circuit or excess ground leakage
* 1 5 Sensor D ........................... Sensor speed jump/ excessive polewheel run-out
* 1 6 Sensor D ........................... Air gap
* 1 7 Sensor D ........................... Break in wire, short circuit or excess ground leakage
* 1 8 Sensor A ........................... Sensor speed jump/ excessive polewheel run-out
* 1 9 Sensor A ........................... Air gap
* 1 10 Sensor A ........................... Break in wire, short circuit or excess ground leakage
* 1 11 Sensor C ........................... Sensor speed jump/ excessive polewheel run-out
* 1 12 Sensor C ........................... Air gap
* 1 13 Sensor C ........................... Break in wire, short circuit or excess ground leakage
* 1 14 Sensor F ........................... Sensor speed jump/ excessive polewheel run-out
* 1 15 Sensor F ........................... Air gap
* 2 0 Sensor F ........................... Break in wire, short circuit or excess ground leakage
* 2 1 Sensor E ........................... Sensor speed jump/ excessive polewheel run-out
* 2 2 Sensor E ........................... Air gap
* 2 3 Sensor E ........................... Break in wire, short circuit or excess ground leakage
* 2 4 Modulator A ...................... Inlet valve, break in wiring
* 2 5 Modulator A ...................... Outlet valve, break in wiring
* 2 6 Modulator B ...................... Inlet valve, break in wiring
* 2 7 Modulator B ...................... Outlet valve, break in wiring
* 2 8 Modulator C ...................... Inlet valve, break in wiring
* 2 9 Modulator C ...................... Outlet valve, break in wiring
* 2 10 Modulator A ...................... Inlet valve, short to earth/ground
* 2 11 Modulator A ...................... Outlet valve, short to earth/ground
* 2 12 Modulator B ...................... Inlet valve, short to earth/ground
* 2 13 Modulator B ...................... Outlet valve, short to earth/ground
* 2 14 Modulator C ...................... Inlet valve, short to earth/ground
* 2 15 Modulator C ...................... Outlet valve, short to earth/ground
* 3 2 Contact 3 (supply plug) earth missing
* 3 3 Undervoltage
* 3 4 Break in wiring, contact 7 (e.g. retarder)
* 3 5 Short circuit, contact 7 (e.g. retarder)
* 3 6 Earth break, modulator A [red]
* 3 7 or ECU ◊
* 3 8 Earth break, modulator B [yellow]
* 3 9 or ECU ◊
* 3 10 Earth break, modulator C [blue]
* 3 11 or ECU ◊
* 3 13 Permanent power at contact 7 (e.g. retarder)
* 3 12 Overvoltage
* 4 6 Modulator A ...................... inlet valve short circuit to positive
* 4 7 Modulator A ...................... Outlet valve short circuit to positive
* 4 8 Modulator B ...................... inlet valve short circuit to positive
* 4 9 Modulator B ...................... Outlet valve short circuit to positive
* 4 10 Modulator C ...................... inlet valve short circuit to positive
* 4 11 Modulator B ...................... Outlet valve short circuit to positive
* 4 12 No operative modulator connected
* 4 13 No operative modulator connected
* 4 14 Short circuit to positive

◊ If this fault is indicated, the system configuration flashed out is meaningless. Before changing the ECU,
re-check the earth lead (yellow/green) of each valve against outlet and inlet valves again.

ABS Vario-C Flash Code

page 36 wabco
 After all installation checks have been satisfactorily completed the ECU will need to
be ‘initialised’. This means that the ECU needs confirmation that the system to
which it is currently connected is the one which it will relate all future faults to. It will
not, for example, assume a satisfactory 4S/2M system when the original fitment
was 6S/3M - the configuration changing in service by virtue of, say, the red sensor
and modulator plugs becoming disconnected.

Initialisation is simply as follows:

1) Firstly connect all sensors and modulator plugs on the ECU base plate.
The white/green power plug should be fitted last.
(Failure to observe this basic rule will, if voltage is present at the power
plug, cause numerous faults to be stacked in the memory as the ECU
sees all sensor and modulator wiring open circuit).

2) Apply power to the ECU via one of the relevant connections at the
headboard.

3) Fit the diagnostic plug in the ‘active’ position (see flash code instruc
tions).
After approximately 5 sec. the following codes will appear - see flash
code listings for full interpretation of error codes.

1-1-1 ............... 6S/3M system

2-1-1 ............... 4S/3M system
3-1-1 ............... 4S/2M system
4-1-1 ............... 2S/2M system

The first digit represents the system type which the ECU sees as currently installed
and the ‘-1-1’ is the ECU’s way of asking ‘is this correct?’.

4) Remove the diagnostic plug and wait for the LED to stop flashing and
give a continuous light. Do not switch the power off.

cont.......
Vario-C2 ECU Initialisation (i)
notes:

page 37 wabco
 5) Wait 5 secs. and return the diagnostic plug to the “active” position. The
flash code should then reveal 1-0-0 (6S/3M) etc. - initialisation complete
and memory clear. If any faults have inadvertently been stored in the
memory these will need to be cleared using the normal procedure (see
flash code booklet) until the message 1-0-0: 2-0-0 etc. as applicable, is
received.
If error messages have been stored in the memory before initialisation,
after clearing each fault the ECU may ask for confirmation of the system
type i.e. it will reveal error code ...-1-1 which must be answered before
any other fault is revealed. To clear a fault message usually entails
SWITCHING OFF the power at the end of the flash sequence whereas in
confirming the system type it MUST remain on. Failure to observe these
basic rules can result in lost time and frustration. The answer is simple -
fully check-out the system first to ensure no faults exist before fitment of
the ECU. Initialisation should then take less than 1 minute.

6) Return the diagnostic plug to the ‘inactive’ position.

Vario-C2 ECU Initialisation (ii)

notes:

page 38 wabco
 Vario C Trailer ABS 'Clear All Faults' Facility

All Vario C ECU's produced after week 26 of 1994 (2694) incorporate a clear
all function. This makes fault clearance much simpler and is intended to be used
when, for example the power has accidentally been applied to the ECU before all
sensor/modulator connections have been made. To use the clear all function there
must be no current faults i.e no faults in the buffer memory. Verify by checking that
all wiring and connections are correctly made then temporarily remove then recon-
nect the power.

To Clear All Faults

Activate the flashcode (bridge pins 6 and 10 on the diagnostic plug). After
about 5 seconds the warning lights and red ECU LED will start to flash - see flash
code booklet for full diagnosis instructions. At the end of the 2.5 second 'bulb on'
sequence in the following 7.5 seconds the diagnostic plug should be removed for
greater than 1 second and then replaced. The first fault in the memory will then be
presented after which the next sequence will give the 'all clear' as below.

Pins Bridged 5 secs

7.5 s*
2.5 secs 2.5 secs
Bulb On

Bulb Off

2.5 secs syst. type fault code e.g 2,3 system clear
e.g 3,(4S/2M) broken wire sensor E

*In this interval remove diagnostic plug (break connections 6 & 10) for greater than
1 second.

Note: If the system had not been initialised prior to the errors being inadvertently
put into the memory although all faults will have been erased the initialisation code
(1,1) will replace the all clear message. Initialisation must then be carried out using
the appropriate procedure.
N.B do not forget to stow the diagnostic plug in its inactive position after carrying
out this procedure.

Vario-C2 ECU “Clear All” Function

notes:

page 39 wabco
General Information

page 40 wabco
 POLEWHEEL RUN-OUT ..................................... 0.2mm max.

SENSOR AIR GAP............................................... 0.7mm max.

MIN. SENSOR OUTPUT VOLTAGE ..................... 0.1 volt

(wheel turning at 0.5 rev/sec)

MAX/MIN SENSOR OUTPUT VOLTAGE ............. 2.2 : 1

(wheel turning at constant speed)

NOMINAL RESISTANCES

SENSORS

Cylindrical type .................................. 1200 / 1360 ohm

Conical type ....................................... 1650 / 1850 ohm
Stepped type ..................................... 1100 / 1250 ohm
(all sensors are compatible)

Sensor ground leakage ..................... 100 Kohm (min)

SOLENOID CONTROL VALVES

ABS Modulators ................................ 15 ohm / coil (typical)

note: When measuring resistance due allowance should be made for the
effects of temperature

Useful Data
notes:

page 41 wabco
 Sensor air gap too large

Wheel bearing clearance excessive

Unacceptable sensor ground leakage

Defective sensor or water in connectors

Sensor wiring damaged in vicinity of hub

Rubbing on brake drum

Unprotected and chafing where passing through hole
in brake back plate

blown fuses

Defective relays in power supply module

- open circuit coil or high resistance contacts

Common Faults
notes:

page 42 wabco
 Always re-grease friction bush and reset sensor
whenever drums / hubs removed.

Don’t damage the polewheel teeth.

Don’t rock the wheels / hubs when refitting - can

knock sensor back.

Ensure connector at back plate is fully home and

secure.

Regularly check pipework / cabling for security.

Check that all modulators exercise at “switch-on”

(pressurise brake lines first)

Always switch-off ignition before disconnecting

sensor / modulator plugs or removing the ECU.

Remove the ECU from the vehicle before carrying

out electric welding work.

If the error memory reveals, for example, ‘air gap

wheel C’ and the location of sensor C is uncer-
tain, measure the sensor resistance at sensor 1
input - blue channel (wheel C) and unplug each
wheel sensor at the extension cable near the
brake back plate. The plug which, when discon-
nected, causes the meter to read open circuit has
identified sensor C’s location.

Helpful Hints
notes:

page 43 wabco
 The following applies to all WABCO ECU's and related system components. To
avoid the possibility of damage to the ECU while welding, we recommend that the
following precautions are adopted:

➟ DISCONNECT THE HARNESS OR POWER SUPPLY PLUG FROM THE ECU

BEFORE UNDERTAKING ANY WELDING WORK ON THE VEHICLE.

➟ IN THE CASE OF TRAILER SYSTEMS IT IS ALSO RECOMMENDED THAT

ALL MODULATOR AND SENSOR PLUGS ARE REMOVED AT THE ECU
BASEPLATE.

➟ DO NOT USE ELECTRICALLY OPERATED COMPONENTS AS AN EARTH

FOR WELDING.

ECU’s and Welding

notes:

page 44 wabco
 ABS Polewheels are precision made components which meet stringent design,
manufacturing and quality control requirements. To avoid damage they must
always be handled with care.

For the correct handling of polewheels the following instructions must be

observed during storage, initial installation and in service

NEVER ...
Strike the polewheel.

Attempt to repair polewheels

Use the polewheel as a load bearing surface

Stand the hubs with the polewheel face down

ALWAYS ...
Protect the polewheels from the possibility of damage.

Replace damaged polewheels

Inspect the polewheels carefully prior to assembly paying

particular attention to tooth damage, for example;.

BURRS CHIPS DENTS

Polewheel Handling
notes:

page 45 wabco