Truck/Trailer

Harmonisation

COURSE
Table of contents

Table of contents
1 General information.......................................................................................................................................... 4
2 Safety information............................................................................................................................................. 6
3 Why truck/trailer harmonisation?.................................................................................................................... 7
4 Ideal braking force distribution....................................................................................................................... 9
5 Truck/trailer harmonisation basics................................................................................................................ 11
6 Basics: the Compatibility Brake Bands........................................................................................................ 12
7 Carrying out the performance test................................................................................................................ 14
8 Data sheet and measurement protocol Truck/trailer harmonisation......................................................... 15
9 Compatibility braking bands.......................................................................................................................... 17
10 Further test options........................................................................................................................................ 19
11 Analysis of the deceleration curves.............................................................................................................. 20
12 Influence of the response behaviour............................................................................................................ 23
13 Response pressure test................................................................................................................................. 24
14 Corrections for conventional braking systems............................................................................................ 27
15 Example for braking systems in towing vehicle and trailer........................................................................ 28
16 Setting options for conventional braking systems...................................................................................... 30
16.1 Adapter/check valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
16.2 LSV functional test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
17 Trailer EBS....................................................................................................................................................... 34
17.1 Special functions in trailer EBS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
17.2 Adjustments for trailers with WABCO EBS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
17.3 Adjusting the response pressure in the case of T-EBS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
17.4 Setting a predominance with T-EBS C/D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
17.5 Setting a predominance with T-EBS E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
18 Towing vehicle with EBS................................................................................................................................ 42
18.1 The benefits of EBS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
18.2 Automatic truck/trailer harmonisation with EBS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
18.3 Coupling force control in the towing vehicle EBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
18.4 Test on towing vehicle with EBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
18.5 Basic values of the vehicle manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
18.6 Measuring the brake temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
19 Worksheets truck/trailer harmonisation as copy templates....................................................................... 52
20 Checklist for workshop.................................................................................................................................. 60

Edition 2 (8.2018)
This publication is not subject to an updating service.
You will find the current version at:
http://www.wabco.info/i/819

3
General information

1 General information
Target group of this publication

This publication is intended for trained and qualified workshop employees.

Purpose of this document

Dear course participant,

Welcome and thank you for joining the WABCO training course on truck/trailer
harmonisation.
We will make every effort to meet your expectations and are confident that you
will acquire the knowledge required to carry out the truck/trailer harmonisation
on towing vehicles and trailers as well as reliably detect and analyse any
defects during this process.
We hope you have an informative and interesting course day.
Your WABCO training team

Symbols used in this document

Important information, notes and/or tips.

Reference to information on the internet.

––Action step
@ ÖÖ Consequence of an action
„„ List

WABCO Academy
www www
https://www.wabco-academy.com/home/

@
@ @ @

WABCO Online product catalogue

www www
http://inform.wabco-auto.com/

@ @ @

4
General information

Your direct contact to WABCO

WABCO Belgium BVBA WABCO GmbH WABCO Austria GesmbH

‘t Hofveld 6 B1-3 Am Lindener Hafen 21 Rappachgasse 42
1702 Groot-Bijgaarden D-30453 Hanover 1110 Vienna
Belgium Germany Austria
T: +32 2 481 09 00 T: +49 511 9220 T: +43 1 680 700
WABCO (Schweiz) GmbH WABCO Automotive BV WABCO brzdy k vozidlům
Freiburgstrasse 384 Rhijnspoor 263 spol. s r.o.
3018 Bern Capelle aan den IJssel Pražákova 1008/69, Štýřice,
Switzerland (Rotterdam) 2901 LB 639 00 Brno
T: +41 31 997 41 41 Netherlands Czech Republic
T: +31 10 288 86 00 T: +420 602 158 365
WABCO France SAS WABCO Automotive Italia WABCO Technical Office,
44, avenue Aristide Briand S.r.L. Sales Office & Training
Corso Pastrengo 50 Centre
B.P. 12
10093 Colegno/Torino/ Siedlecka 3
77410 Claye-Souilly cedex
Italy 93 138 Łódź
France
T: +39 011 4010 411 Poland
T: +33 1 60 26 62 06
Tel.: +48 42 680914
WABCO España S. L. U. WABCO Automotive AB WABCO Automotive U.K.
Av de Castilla 33 Drakegatan 10, Box 188 SE Ltd
San Fernando de Henares 401 23 Gothenburg Unit A1 Grange Valley
Madrid 28830 Sweden Grange Valley Road, Batley,
T: +46 31 57 88 00 W Yorkshire,
Spain
England, WF17 6GH
T: +34 91 675 11 00
T: +44 (0)1924 595 400

Head office:
WABCO Europe BVBA, Chaussée de la Hulpe 166, 1170 Brussels, Belgium, T: +32 2 663 9800

5
Safety information

2 Safety information
Please note the following in relation to the subject of safety during the course:

Smoking prohibited
„„ Smoking is prohibited in the training rooms as well as the entire workshop
area!
„„ Please note smoking zones during breaks.

Fire extinguisher
„„ Look where the next fire extinguisher is located.
„„ Read the operating instructions on the device.
„„ Call the relevant emergency number in the event of fire (in Germany: 112)

Escape routes
„„ Escape routes in the workshops are marked by signs.
„„ Note these signs.
„„ Escape routes must not be blocked by vehicles or objects.

First Aid
„„ Everybody is obliged to provide FIRST AID. Every injury must be reported to
the trainer immediately.
„„ Call the relevant emergency number in the event of an accident (in
Germany: 112)

General Accident Prevention Rules (German: UVV)

„„ Please observe the General Accident Prevention Rules when entering
workshops and when carrying out any work.
„„ We recommend you wear working clothes during practical training.
„„ Keep hands away from rotating parts!
„„ Keep a safe distance from rotating parts when you are at the brake test
bench.
„„ Only connect test devices when the engine is turned off and the ignition
switched off.
„„ The exhaust extraction must be connected when the engine is running.

Driving with training vehicles

„„ Driving with training vehicles is only permitted with the express permission of
the responsible trainer.
„„ The Road Traffic Act (German: StVO) is also applicable on the premises.

Hazardous waste
„„ Cleaning cloths and the like must be put into the container provided for this
purpose.
„„ Leaked petrol, oil or similar substances must be removed immediately using
a binding agent!

6
Why truck/trailer harmonisation?

3 Why truck/trailer harmonisation?

Why truck/trailer harmonisation?
In recent years significant advances have been made in commercial vehicle
technology through the use of disk brakes and electronically controlled
braking systems (EBS). This also makes new combinations and interfaces
possible in truck/trailer combinations.
In this respect workshops are often confronted with customer complaints
and are asked to remedy corresponding problems.
In practice, the following issues are frequently raised:
„„ Drum and disk brakes are both used in the towing vehicle as well as
the trailer. In this regard it must be taken into account that due to their
temperature-resistant braking behaviour (no fading) disk brakes respond
much more sensitively to excessive demand than drum brakes.
„„ While truck/trailer combinations can be deployed as fixed units, they
can also be used in frequently changing combinations of different towing
vehicles and trailers.
„„ There are towing vehicles with and without an EBS braking system.
Towing vehicles with EBS are generally equipped with coupling force
control.

Effect of the braking force
distribution in a truck/trailer
combination or semitrailer:
An optimal braking force distribution between a vehicle’s front and rear axle
as well as the braking force distribution between towing vehicle and trailer
particularly affect:
„„ wear performance
„„ optimisation of braking and driving comfort
„„ increased road safety

Problems in practice:
Although new vehicles with ABS only need to satisfy the compatibility band
when fully laden, vehicle manufacturers aim for good compatibility in all load
states. As far as is technically possible, the aim is to reach a central position
in the compatibility band. Even with frequently changing combinations this
position generally attains a satisfactory average wear performance for all
vehicles involved. The combination also exhibits a well-balanced braking
behaviour even during intense decelerations.
In practice, however, complaints about the truck/trailer compatibility continue
to be an issue. These are above all provoked by greatly disparate or
premature brake lining wear.

All components that contribute to generating the brake effect influence the braking force
distribution. Early brake lining wear on a vehicle is particularly affected by this.
In vehicles with disk brakes, the failure to balance the brakes correctly can result in costly
damage. The reason for this is the considerable difference in behaviour when the installed
wheel brakes heat up.

7
Why truck/trailer harmonisation?
Different temperature behaviour of
drum and disk brakes:
Special characteristics with EBS
towing vehicles:
Conclusion
When is it necessary to carry out a
truck/trailer harmonisation?
8
Drum brakes have a normal temperature range from approx. 100 °C to
200 °C. At temperatures from around 300 °C to 350 °C the brake effect of
drum brakes diminishes considerably (temperature fading). This behaviour
is caused by the brake drum expanding with increasing temperatures and
moving away from the brake linings. This makes greater brake cylinder
strokes necessary.
The phenomenon of temperature fading does not occur with disk brakes.
Their operating temperatures can be considerably higher, generally between
200 °C and 350 °C. Virtually no brake fading is noticeable, even when the
temperature rises to 600 °C or 700 °C. This can be explained by the fact
that the brake disks and brake linings grow towards one another and thus
behave in the exact opposite way to drum brakes.
But the lining wear also increases significantly as the brakes heat up.
Even minor discrepancies in the compressed air system, such as braking
pressures that are too high for example, contribute to such high brake
temperatures.
As a result of these temperature increases the brake lining wear on the
entire vehicle also increases.
Other factors, like the manner of driving that often changes when disk
brakes are installed, and features of the towing vehicle (e.g. with or without
retarder) also need to be taken into account however.
The EBS of the towing vehicle detects the braking behaviour of the trailer
and automatically adjusts the braking forces accordingly. Theoretically, each
vehicle unit thus brakes its own portion of mass.
The corresponding dynamic behaviour of the truck/trailer combination,
however, cannot be reproduced on a roller test stand. See also following
chapters.
Even the few points above should make the importance of harmonisation
clear. Truck/trailer harmonisation must therefore not be seen as an
unnecessary effort and should be a standard procedure in the workshop
routine.
The failure to carry out this harmonisation may cause damage as a direct
result and not as a result of any defects on the components.
The truck/trailer combination must be harmonised if the braking forces are
not evenly distributed to the towing vehicle and its trailer or, in the case of
single vehicles, to its axles. This usually becomes apparent when brake
lining wear is uneven in the combination of towing and towed unit, if the
trailer runs up to the towing vehicle, or if there is a tendency to lock on
individual axles.
Ideal braking force distribution

4 Ideal braking force distribution

What constitutes good The braking forces between towing vehicle and trailer must always be well
harmonisation? harmonised for safety and economic reasons.
The combination is well harmonised when there are no or only minor
differences between towing vehicle and trailer with respect to dead time
and response pressure behaviour and the braking forces are distributed in
accordance with the load.
The braking force distribution is ideal when the dynamic decelerations
of the respective axles of a combination are equal, i.e. each axle in the
combination decelerates its own dynamic portion of mass in accordance
with the driver’s request. The figure below illustrates such an ideal braking
force distribution.
As can be seen in the diagram, the braking force to axle load ratio or the
deceleration angle is equal on all axles. In such a case, the coupling forces
between towing vehicle and trailer become ideal.
On a drawbar-trailer combination the drawbar force is equal to zero.
At the king pin on semitrailers the ratio of horizontal to vertical force ideally
corresponds to the angle α.

FV
FH FD FD

-a FH
g = tan α FD = 0
FV

1 2 3

α α α ∑ 1, 2, 3 α α α α

௔
Ideal deceleration: –ƒ ‫ן‬ൌ  ൌ ܼǢ ‫ן‬௜ on all axles
௚

ௌ௨௠௢௙௧௛௘௩௘௛௜௖௟௘ᇱ௦௕௥௔௞௜௡௚௙௢௥௖௘௦
Deceleration z in % =
்௘௦௧௪௘௜௚௛௧௢௙௧௛௘௩௘௛௜௖௟௘

‫ܨ‬
‫ ݖ‬ൌ  ൈ ͳͲͲ
‫ܩ‬௣

‫ ܨ‬ൌ ‫ ݖ‬ൈ  ‫ܩ‬௣

்௢௧௔௟௕௥௔௞௜௡௚௙௢௥௖௘
Deceleration ܼ ൌ  ൌ  ‫ܨ‬஻ ൊ  ‫ܩ‬௣
௏௘௛௜௖௟௘௧௘௦௧௪௘௜௚௛௧

9
Ideal braking force distribution

Simply put, this correlation means: The braking force distribution is ideal when the decelerations of the separate
vehicles of a combination are equal, i.e. each vehicle in the combination
decelerates its own dynamic portion of mass in accordance with the driver’s
request.
௔
Idealinto
Taking deceleration:
account the –ƒ ‫ן‬ൌ  for
definition ൌ the
ܼǢ ‫ן‬ ௜ on all axles
deceleration:
௚

ௌ௨௠௢௙௧௛௘௩௘௛௜௖௟௘ᇱ௦௕௥௔௞௜௡௚௙௢௥௖௘௦
Deceleration z in % =
்௘௦௧௪௘௜௚௛௧௢௙௧௛௘௩௘௛௜௖௟௘

‫ܨ‬
means a harmonised braking behaviour because ‫ ݖ‬ൌboth
 vehicles
ൈ ͳͲͲ (towing
‫ܩ‬௣ braking. For us this
vehicle and trailer) have the same deceleration (z) when
means:
‫ ܨ‬ൌ ‫ ݖ‬ൈ  ‫ܩ‬௣
F / Gp (towing vehicle) = F / Gp (trailer)
்௢௧௔௟௕௥௔௞௜௡௚௙௢௥௖௘
What does this mean for testing? Deceleration
Derived from the ܼ ൌ
equation ൌ  ‫ܨ‬஻ ൊforces
F / m = a, the braking  ‫ܩ‬௣ (F) and the weights
௏௘௛௜௖௟௘௧௘௦௧௪௘௜௚௛௧
(m) must be determined on both vehicles at corresponding pressures on
the yellow coupling head. The values must be compared according to the
formula.

Example: With a desired equal deceleration z = 0.2 or z = 20 % the following

correlation results for the braking force sums to be reached by the individual
vehicles in the combination shown below:

F = z . Gp

Towing vehicle: z = 0.2 Trailer: z = 0.2

Test weight: 18 t Test weight: 12 t

FMot = 3,600 daN FTra = 2,400 daN

10
Truck/trailer harmonisation basics
5 Truck/trailer harmonisation basics
Which load status is required
or sensible for the truck/trailer
harmonisation?
Basic Requirements for
Synchronizing a Tractor-Trailer
Combination:
Visual Inspection of the wheel
brakes:
Functional test of the air braking
system components:
A truck/trailer harmonisation can be carried out when the combination is
laden or unladen. However, it is urgently recommended to carry out the
harmonisation when the vehicle is fully or at least partially laden to 70%
because discrepancies are particularly relevant with large masses.
The "Laden" test also has the advantage that the braking forces on the
roller test stand can still be measured even at high pressures (full brake
application) before the test stand switches off. Faults can then be identified
very clearly. For this reason we will here work through the example "laden
truck/trailer combination".
The prerequisite for successful truck/trailer harmonisation is the perfect
condition of all the braking system components. New or newly lined wheel
brakes (linings and drums/disks) must be run in at least around 3,000 to
5,000 km beforehand.
If unsatisfactory braking performance or wear behaviour is perceived
during operation, the wheel brake should be visually inspected by the
workshop and the function and setting of the entire air brake system should
be checked prior to the performance test on the roller test stand or before
making any changes to the air brake system.
Following parameters should be checked:
„„ condition of the brake drums or brake disks
„„ condition of brake linings (inspect lining quality and approval of axle
manufacturer)
„„ freely moving brake shoes and brake shafts
„„ condition and number of release springs
„„ adjustment of the wheel brakes (venting slackness)
„„ size of brake cylinders
„„ effective brake lever lengths with drum brakes
Points to bear in mind:
„„ response behaviour of brake and control valves
„„ gradability of valves
„„ predominance settings
„„ settings of adapter valves, pressure limiting valves
„„ settings of load-sensing valves according to their LSV plate (unladen/
laden)
Only after these checks and the implementation of any required corrections
or repairs must the performance test and harmonisation be carried out
on the brake test stand, unless the initial state is to be documented by a
performance test.
11
Basics: the Compatibility Brake Bands

6 Basics: the Compatibility Brake Bands

The compatibility braking bands:
The braking behaviour of both vehicles must be assessed from a neutral
point. This point is the coupling head "brake" at which the braking pressure
pm is applied in the trailer. This control pressure pm is therefore used as a
"neutral point of reference" between the towing vehicle and the trailer.
The braking behaviour of each vehicle is shown in a deceleration diagram
which applies to both parts of the truck/trailer combination. This braking
diagram shows the ratio of the deceleration z to the pressure pm at the
coupling head "brake" (yellow) respectively for towing vehicle and trailer.
The respective braking band specified by the EC council directive in the
respective diagram prescribes in which range the deceleration z must lie at
a specific pressure pm.
In the case of braking bands, the EC directive distinguishes between
the truck-trailer categories truck with (drawbar) trailers and
tractor units with semitrailers as well as between the loading conditions
"unladen" and "laden".

Compatibility band truck and Z (%)

trailer:

70

60 A B

50

40

30

20

10

0
0,2 1 2 3 4 5 6 7 8
pm (bar)

z = deceleration in %
pm = pressure at the coupling head "brake" in bar
A = compatibility band for "vehicle unladen"
B = compatibility band for "vehicles laden"

12
Basics: the Compatibility Brake Bands
Objective of proper harmonisation:
Special points with semitrailers:
Compatibility band semitrailer-
tractor laden:
z = deceleration in %
pm
U = compatibility band "semitrailer-tractor laden"
V = compatibility band "semitrailer laden"
When the braking characteristics of the towing vehicle and its trailer are
as close to each other as possible within the compatibility braking band,
problems with brake lining wear caused by unfavourable reciprocal effects
between the parts of the combination are virtually impossible.
If the braking characteristics of the vehicles are also close to the centre
of the applicable compatibility band, all the vehicles that have been
harmonised accordingly can be interchanged amongst one another without
brake lining wear problems being likely to occur.
For the tractor unit and the semitrailer, separate compatibility braking bands
apply. They take into account the dynamic behaviour during operation
since (other than in the conventional truck/trailer combination) it involves a
dynamic axle load transfer from the semitrailer to its tractor.
However, since this axle load transfer depends on the length and the height
of the point of gravity of the respective semitrailer, the EC directive defines
braking bands for the respective semitrailer type, applying correction factors
to be calculated from what is known as the basic band. The unadjusted
basic band can be used to assess the semitrailer only if it is laden.
Z (%)
70
U
60
50 V
40
30
20
10
0
0,2 1 2 3 4 5 6 7 8
pm (bar)
= pressure at the coupling head "brake" in bar
13
Carrying out the performance test

7 Carrying out the performance test

Procedure for effectiveness To test effectiveness, a brake test bench is used. Vehicle and brake
testing: manufacturers have developed special test sheets for this purpose (see
Annex) in which the measuring results are recorded. First the test weights of
both
Idealvehicles are established
deceleration: –ƒ ‫ן‬ൌ byൌweighing,
௔
ܼǢ ‫ן‬௜ onandall recorded
axles on the test sheet.
௚
For the pressures pm at the coupling head "brake" coupling head specified
on the test sheet (appliedௌ௨௠௢௙௧௛௘௩௘௛௜௖௟௘ᇱ௦௕௥௔௞௜௡௚௙௢௥௖௘௦
by the corresponding brake pedal position), the
Deceleration
following z indetermined
are now %= and recorded for each axle of the tractor-
்௘௦௧௪௘௜௚௛௧௢௙௧௛௘௩௘௛௜௖௟௘
trailer combination:
„„ the wheel brake cylinder pressures P1, P2, P3, ... ‫ܨ‬
‫ ݖ‬ൌ   ൈ ͳͲͲ
„„ the braking forces F1, F2, F3 ... ‫ܩ‬௣

Then the ‫ ܨ‬ൌ ‫ ݖ‬ൈ  ‫ܩ‬௣

்௢௧௔௟௕௥௔௞௜௡௚௙௢௥௖௘
Deceleration ܼ ൌ  ൌ  ‫ܨ‬஻ ൊ  ‫ܩ‬௣
௏௘௛௜௖௟௘௧௘௦௧௪௘௜௚௛௧

are calculated and entered in the test sheet for each vehicle.

Evaluation of the measured values: The values determined for deceleration "z" from the test sheet are
transferred to the corresponding compatibility braking diagram and
analysed.
Of particular interest is the range between 0.5 and 2.5 bar in which approx.
90% of all braking operations take place. Panic braking at higher pressures
is so rare that it is not relevant in terms of wear.

Typical defects: The most frequent causes for complaints we have identified are:
„„ defects on the wheel brakes (stiff cams, flats in the cam lobe, worn-out
camshaft bearings, burnt-out release springs),
„„ defective brake linings, use of unauthorised cheap brake linings or
imitation brake drums of doubtful quality,
„„ wrong settings for the automatic load-dependent braking force control
system LSV.
„„ changing the settings

Changes to the air brake system Any adjustments of the settings for the air braking system must be kept to
settings: within the permissible tolerances. Any changes beyond these require the
vehicle manufacturer’s approval.
When making adjustments, it is vital that the legal provisions are adhered to.

14
Data sheet and measurement protocol Truck/trailer harmonisation

8 Data sheet and measurement protocol Truck/

trailer harmonisation
Workshop: Customer:

Measurement made by:

Name: ....................................... Date: ..................................... Mileage: ..........................km

Manufacturer:............................ Type:.........................................

Registration number: ....................................................................

Towing vehicle: Date of initial registration: .............................................................

Test weight Gp: ..........................................................................kg

…… Truck
…… Tractor Perm. total weight Gz: ...............................................................kg
Number of axles:
Predominance trailer control valve:

pin = 2.0 bar pout =  ..................................bar

(test port upstream of LSV) (coupling head "brake")

Manufacturer:............................ Type:.........................................

Registration number: .....................................................................

Date of initial registration: .............................................................

Test weight Gp: ..........................................................................kg

Trailer: Perm. total weight Gz: ...............................................................kg

Sum of perm. axle loads: ..........................................................kg

…… Drawbar trailer (semitrailer)

…… Semitrailer
…… Central axle trailer Predominance trailer brake valve:
Number of axles:
pin = 2.0 bar pout =  ...................................bar
(test port on port 2 of the trailer brake
(coupling head "brake")
valve)

Opening pressure adapter valve FA: ......................................bar

(if installed)

Cut-off pressure, pressure limiter RA: ......................................bar

(if installed)

15
 16
pm

Towing vehicle Test weight: ______________kg Towed vehicle Test weight: ______________kg

1st axle 2nd axle 3rd axle Total 1st axle 2nd axle 3rd axle Total

P1 F1 P2 F2 P3 F3 FB z pm P1 F1 P2 F2 P3 F3 FB z
(bar) le (daN) ri (bar) le (daN) ri (bar) le (daN) ri (daN) (%) (bar) (bar) le (daN) ri (bar) le (daN) ri (bar) le (daN) ri (daN) (%)

0.5

1.0

1.5

2.0

2.5

3.0

4.0
DatasheetandmeasurementprotocolTruck/trailerharmonisation

5.0
௔
௚
 ൌ ܼǢ ‫ן‬௜ on all axles

6.5
௢௙௧௛௘௩௘௛௜௖௟௘ᇱ௦௕௥௔௞௜௡௚௙௢௥௖௘௦
்௘௦௧௪௘௜௚௛௧௢௙௧௛௘௩௘௛௜௖௟௘

P1-3 = pressure applied into the brake cylinders in bar z = deceleration of the vehicle in %
F1-3 = sum of the braking forces on the axle in daN FB = sum of the braking forces in daN
Formula: pm = pressure at the coupling head Brake in bar Gp = test weight of the vehicle in kg
‫ܨ‬
‫ ݖ‬ൌ  ൈ ͳͲͲ
‫ܩ‬௣

‫ ܨ‬ൌ ‫ ݖ‬ൈ  ‫ܩ‬௣

Compatibility braking bands

9 Compatibility braking bands

Truck / Trailer laden:
z = deceleration in %

100

90

80

70

60

50

40

30

20

10

0
0,2 1 2 3 4 5 6 7 7,5 8

pm = pressure at coupling head "brake" in bar

17
Compatibility braking bands

Semitrailer truck laden

z = deceleration in %

100

90

80

70

U
60

V
50

40

30

20

10

0
0,2 1 2 3 4 5 6 7 7,5 8

pm = pressure at coupling head "brake" in bar

U = compatibility band for tractor with laden semitrailer
V = compatibility basic band for semitrailers
18
Further test options

10 Further test options

Quick test: The preliminary quick test is an option to test the mechanical and pneumatic
properties of the brakes in a short time. The aim here is to test the wheel
brake function and use the determined ratio of braking pressure to braking
force to decide whether or not an intensive test of the braking system is
required.
For the quick test, the braking pressures in the wheel cylinders and the
braking forces reached on the roller test stand with these pressures are
measured while a specific pressure is applied at the yellow coupling head
(pm).

Required deceleration for the quick For towing vehicles (without EBS) as well as drawbar and central axle
test: trailers, a pressure of 1.7 bar must be applied at the yellow coupling head
for this purpose and 1.9 bar in the case of semitrailers. Here a vehicle
deceleration of approx. 10 % (+/- 2 %) should be reached.
If the achieved deceleration is significantly below or above 10 %, an
intensive test of the braking system with determination of the position in the
compatibility brake band is recommended.

Temperature measurement:
Another method that quickly indicates a tendency without providing
exhaustive evidence is to measure and compare the temperature at brake
disks or drums on tractor/trailer combinations. This method is particularly
helpful when testing tractor/trailer combinations with EBS in the towing
vehicle, because in this case a static test on the roller test stand does not
provide information about the dynamic behaviour. Further information is
found in the chapter "Towing vehicle with EBS".
For the temperature measurement, the complete combination should first
be driven (ideally by the usual driver of this combination) over a normal
distance and immediately afterwards the temperatures on the brake disks
or drums are measured. A comparison of the temperatures identified on
each axle can indicate a tendency of towing vehicle or trailer to be over- or
underutilised.

Infrared temperature measurement devices, for example, are suitable for measuring the
temperature on brake disks or drums because they enable a contactless procedure.
Possible differences due to different wheel brake types or sizes must be taken into
account when measuring the temperature. A 19 inch wheel brake in a trailer, for instance,
will inevitably have a higher temperature than a 22 inch brake in the towing vehicle while
delivering the same braking power, and this does not indicate a poor harmonisation. Also see
chapter 18.6

19
Analysis of the deceleration curves

11 Analysis of the deceleration curves

1. Towing vehicle
PATH OF THE DECELERATION CURVE POSSIBLE CAUSES

„„ excessive empty stroke of brake cylinders

Too flat in the upper section „„ mechanical defects in the wheel brake
„„ load-sensing output pressure is too low (see LSV plate)

Too high in upper section „„ load-sensing output pressure too high (see LSV plate)

„„ stiff transmission parts

Too low in lower section
„„ faulty empty-load valve or adapter valve (see LSV plate)

Too high in lower section „„ faulty empty-load valve or adapter valve (see LSV plate)

Too low overall „„ predominance in trailer control valve (towing vehicle) is too high

Too high overall „„ predominance in trailer control valve (towing vehicle) is too low

2. Trailer
PATH OF THE DECELERATION CURVE POSSIBLE CAUSES

„„ excessive empty stroke of brake cylinders

„„ mechanical defects in the wheel brake
Too flat in the upper section
„„ load-sensing output pressure is too low (see LSV plate)
„„ setting of pressure limiting valve is too low

„„ load-sensing output pressure too high (see LSV plate)

Too high in upper section
„„ setting of pressure limiting valve is too high

„„ stiff transmission parts

Too low in lower section
„„ opening pressure of adapter valve is too high

Too high in lower section „„ opening pressure of adapter valve is too low

Too low overall „„ predominance in relay emergency valve (trailer) is too low

Too high overall „„ predominance in relay emergency valve (trailer) is too high

20
Analysis of the deceleration curves

Example 1

The path of this deceleration curve is too flat. The braking performance
of this vehicle is therefore insufficient. From around 2 bar at the yellow
coupling head there is a noticeable drop in braking force.
A possible cause for this might be one or several LSV controllers
that are set too low. Changing the predominance is not expedient in
this case, because this would only displace the deceleration curve in
parallel without influencing the gradient.

„„

Example 2

This deceleration curve proceeds too steep and leaves the compatibility
band in upward direction. The curve position could indicate that:
„„ the friction value at the brake linings is too high (aggressive braking),
or
„„ the installed wheels are too small, or
„„ the brake cylinders are too large, or
„„ the brake levers are too long (impermissible force increase) etc.

„„

Example 3

This curve begins with a good response pressure range, but its
curvature leaves the compatibility band in downward direction.
The curvature indicates poor mechanical efficiency (stiff movement of
brake shaft, rollers, bearings, ...)

„„

21
Analysis of the deceleration curves

Example 4

The curve of a trailer shown here indicates an inadequate response

behaviour. The braking system’s response pressure that can be read
from the curve is around 1.2 bar.
An inadequate response behaviour of the trailer brake can have
a significant impact on brake wear in a towing vehicle with a low
response time.
Correct response pressure: Normally the measured response pressure
should be pm = max 0.7 bar.
A response pressure p > 1 bar, at any rate, is not acceptable.

„„

Example 5

The path of this curve indicates a braking force limitation.

Either the brake cylinders receive only limited braking pressure
(perhaps because a pressure limiter is installed or an LSV controller
that is stuck in half-load position due to rust),
or the brake cylinders are extracted to the stop position and cannot
provide more power. The brake could be improperly set (or automatic
slack adjusters are defective and no longer adjust correctly).

„„

Example 6

The gradient of the braking force curve is too flat. The curve position
either indicates a poor friction value at the brake linings (glazed or
greasy brake linings),
or that the installed wheels are too large, or the brake cylinders are too
small or the brake levers are too short (loss of force) etc.

„„

22
Influence of the response behaviour

12 Influence of the response behaviour

For the wear behaviour of the combination it is the deceleration of the individual
vehicles at low pressures in the range pm = 0.2 … 1.5 bar that is decisive.
Around 90 % of all decelerations take place in this range. For this reason even
minor differences in the brake behaviour, particularly in this range, have a great
impact on wear. If the response pressures of towing vehicle and trailer are as
close to one another as possible, only a minor difference in deceleration is likely
in the lower braking pressure range.

Fig. 1
Semitrailer vehicle laden
Semitrailer laden
Fig. 1 shows a towing vehicle with a response pressure of 0.5 bar and a
trailer with a response pressure of 0.8 bar. Both vehicles have the same
deceleration at the calculated pressure of 6.5 bar.
In the partial braking range at pm = 1.2 bar, however, the different
response pressures cause the trailer to under-brake relative to the towing
vehicle by 50 % even though both vehicles are in the compatibility band.
Here the towing vehicle must take on a substantial portion of the braking
work in the partial braking range, with obvious consequences for the wear
behaviour.

Towing vehicle
Trailer

Fig. 2 In Fig. 2, on the other hand, shows two vehicles with equal brake
response pressures but with different brake designs.
At pm = 6.5 bar the towing vehicle has a deceleration of 0.63 and the
Semitrailer vehicle laden
semitrailer 0.50.
Semitrailer laden
The difference in braking force in the partial braking range at pm =
1.2 bar, however, is only 23 %, because the brakes of both vehicles are
applied evenly.
The worst case is reached when the trailer also has a high response
pressure.
These two examples demonstrate that wear problems are caused not
so much by different characteristic curve gradients of the respective
Towing vehicle individual vehicles within the compatibility band, but primarily by the
differences in response pressure being too great.
Trailer

Problems with different types
of wheel brakes:
Other problems can be caused if towing vehicle and trailer are equipped
with different brakes. Towing vehicles are increasingly equipped with disk
brakes while many trailers are still equipped with drum brakes.
However, because disk brakes exhibit less thermal fading than drum
brakes, their braking force diminishes to a much lesser degree at high
temperatures. Where prolonged braking occurs, the braking energy is
then increasingly transferred from the trailer with drum brakes to the
towing vehicle with disk brakes.

23
Response pressure test

13 Response pressure test

The response pressure test:
For this reason the test and harmonisation of the response pressures of all
wheel brakes in the towing vehicle and the trailer is thus an important and at
the same time simple and efficient option to balance the braking behaviour
of towing vehicle and trailer.
The response pressure measurement does not presuppose special
knowledge. It only requires that 2 persons are present during the test. One
person turns the wheel and the other reads the pressure gauge values and
records them.
This test can be carried out on the roller test stand or (using a jack) without
a roller test stand.

Practical execution of the response 1. Connect a pressure test gauge to the coupling head (yellow) to measure
pressure test: pm.
2. Lift each wheel in turn with the jack or pit jack.
3. Turn it by hand while applying pressure to the yellow coupling head
(KK brake). For this purpose you can either use the foot brake valve on
the towing vehicle or a trailer test device.
4. Record the pm pressure at which the individual wheels start to brake
5. (can no longer be turned).

Effective, simultaneous response of towing vehicle and trailer brake is the case when the
measured response pressures are equal on all axles of the truck/trailer combination.

Using the brake test stand the
response pressure measurement:
Alternatively, you can also use the brake test stand for this purpose.
Determine the pm pressure (measured at the yellow coupling head) at
which the wheel brakes of the tested axle start to brake (this means at
which pressure on the coupling head the braking force indicates an increase
beyond the rolling resistance).
In this case also record the pm pressure at which the different wheels start
to brake.
If the test stand is equipped with a printer, the printout of the braking force
curve can also be used for evaluation.

It should never be attempted to compensate detected mechanical defects on the wheel

brakes of a vehicle by changing the brake valve settings.
In such cases arrangements should always be made to repair the wheel brakes.

24
Response pressure test

Example 1 The response pressures measured at the coupling head "brake" (pm pressure) are
determined and recorded. For this example, the result is as follows:

0.5 bar 0.7 bar 1.0 bar 1.0 bar 1.0 bar

Evaluation of the The response pressures of the trailer brakes are significantly higher than those of the
measurement towing vehicle axles. In this case an improvement could be achieved by means of
adjusting the predominance in the trailer brake valve, for example.
If the predominance is increased by 0.3 bar, the brake cylinder pressure increases
by 0.3 bar relative to the pressure on the coupling head "brake" (pm). This means,
the trailer will now also start braking at pm = 0.7 bar.

Example 1 after The response pressures measured at the coupling head "brake" (pm pressure) are
correction determined and recorded again:

0.5 bar 0.7 bar 0.7 bar 0.7 bar 0.7 bar

Result of the The response pressures of the towing vehicle and the trailer now lie close together.
correction One can now assume a uniform start of braking over the entire truck/trailer
combination.
With identical types of wheel brakes this already provides a vital precondition for
harmonising wear.

25
Response pressure test

Example 2 The response pressures measured at the coupling head "brake" (pm pressure) are
determined and recorded. For this example, the result is as follows:

0.9 bar 1.0 bar 0.7 bar 0.7 bar 0.7 bar

Evaluation of the The result shows that the trailer starts to brake first. This means that between
measurement 0.7 bar and 1.0 bar - where the drive axles only just reach their response pressure
- the main brake work for the combination is assumed by the trailer brakes. The
driver may rate this situation as comfortable because the combination brakes nicely
"stretched". However, he generally does not recognise the threat of damage to the
trailer brake linings.
In this case, optimisation may be achieved by reducing any predominance set in
the towing vehicle’s trailer control valve. Without changing the towing vehicle axles’
start of braking, the pm pressure measured at the yellow coupling head of the towing
vehicle at the start of braking would be reduced accordingly.

Example 2 after The response pressures measured at the coupling head "brake" (pm pressure) are
correction determined and recorded again:

0.6 bar 0.7 bar 0.7 bar 0.7 bar 0.7 bar

Result of the The response pressures of the towing vehicle and the trailer now lie close together.
correction One can now assume a uniform start of braking over the entire truck/trailer
combination.

26
Corrections for conventional braking systems
14 Corrections for conventional braking systems
Possible pressure adjustments on
conventional braking systems:
Predominance in the trailer control
valve or trailer brake valve:
Adapter/check valve:
LSV controller:
Attention:
As part of a truck/trailer harmonisation it is possible to make adjustments
to certain brake valves in both the towing vehicle and the trailer if this has
proven to be necessary. The options are illustrated below.
In towing vehicles as well as trailers the vehicle manufacturer may have
provided the option of an adjustable pressure predominance or may
even have defined such a predominance. In the towing vehicle this is
implemented by means of the trailer control valve and in the trailer with the
trailer brake valve.
By setting an optional predominance, the vehicle manufacturer can
influence the position in the compatibility band in accordance with the brake
calculation for the respective vehicle / vehicle type relative to the pressure at
the coupling head "brake".
Increasing or decreasing the predominance will only displace the
deceleration curve in parallel, however. It is not possible to change the pitch
angle by means of adjusting the predominance!
Another option to adjust the pressure in trailers is provided when an adapter
valve (frequently also called check valve) is installed on certain axles. This
valve can be used to influence the braking force portion of individual axles in
relation to the deceleration of the vehicle as a whole and thus also the wear
behaviour of the different axle relative to one another.
Another option in this respect is the utilisation of permissible tolerances
(generally +/- 0.2 to 0.3 bar) when setting the LSV controller. This can
influence the gradient of the vehicle’s deceleration curve if it leaves the band
without other causes being apparent.
Changing the settings on devices of the air braking system should only be
carried out by trained and qualified personnel. The vehicle manufacturer’s
specifications must be adhered to in this respect so that neither road safety
nor any warranty or goodwill claims are put at risk.
27
Example for braking systems in towing vehicle and trailer

15 Example for braking systems in towing vehicle

and trailer
Please refer to the diagram printed below for the design of a typical air braking
system with ABS. With special braking systems you should always consult the
circuit diagram of the vehicle manufacturer.
Conventional trailer braking system in the towing vehicle
5
3 15
1 4 11
1 12 14
6
ABS/ASR
21 2 3 2
16

18
13

RETARDER

9 10
22
MOTOR 19 22

17 17
8 20
22
22
9 10

1 Compressor 12 Hand brake valve

2 Air dryer with unloader valve 13 Relay valve

3 Four-circuit safety valve 14 Trailer control valve

4 Air reservoir circuit 1 15 Coupling head "supply"

5 Air reservoir circuit 2 16 Coupling head "brake"

6 Air reservoir circuit 3 17 ABS solenoid valve

7 Towing vehicle brake valve 18 ABS plug connection

8 LSV controller 19 ASR solenoid valve

9 Brake chamber FA 20 2-way directional control valve

10 Tristop cylinder RA 21 ABS/ASR ECU

11 Check valve 22 ABS sensor

28
Example for braking systems in towing vehicle and trailer

Conventional trailer braking system

Semitrailer

5 14 14
1 12 13 13

7 10 15
2 4

6
3

12 13 13
14 14

1 Coupling head "supply" 9 Pressure limiting valve

2 Coupling head "brake" 10 VCS-ABS ECU with ABS boxer relay valve
3 ABS plug connection 11 ABS relay valve
4 Trailer brake valve 12 Diaphragm cylinder
5 Dual release valve for (BBA/FBA) 13 Tristop cylinder
6 Air reservoir 14 ABS sensor
7 LSV controller 15 2-way directional control valve
8 Adaptor valve

Drawbar trailer

5 14 13
14 12
1

7 7
11
8 9 10

2 4

6
3

12 14 13
14

29
Setting options for conventional braking systems

16 Setting options for conventional braking systems

Predominance in trailer control To comply with the compatibility bands, many vehicles are equipped with
valve (towing vehicle): trailer control valves with adjustable predominance.

The predominance is achieved by the pressure input at port (41) forming a

force addition with the predominance spring (13) during braking.
In order to get to a final braking position, the trailer control line pressure in
chamber (b) needs to overcome the force additions resulting from the force
of the predominance spring (13) and the pressure in chamber (a).
The magnitude of predominance depends on the setting of the
predominance spring (13), which can be adjusted by means of the screw
(14).
Trailer control valves with adjustable predominance are adjusted according
14 a to the vehicle manufacturer’s instructions. The maximum adjustable
13 predominance is 1.0 bar.
To change the predominance, the cover of the vent (3) must be screwed off
41 and the adjusting screw (14) is turned through the piston tube using a cross-
headed screwdriver. Half a rotation corresponds to approx. 0.2 bar.
42
It is essential that this adjustment is made while the brake is released (zero
b pressure at ports 41 and 42).
22

11
12

43

Predominance in the trailer brake Many trailer brake valves for conventional braking systems are equipped
valve (trailer): with adjustable predominance to influence the band position in the
compatibility bands.

The difference in pressures is dependent upon the predominance set by

means of the screw (14). This is achieved by the pressure in chamber (c)
also immediately reaching chamber (g). Valve (17) opens when the force of
spring (16) has been overcome. The pressure now flowing into chamber (h)
also reaches annular chamber (b) through duct (f).
Valve (17) is closed again when the pressure predominance set in chamber
(c) has been reached. At the same time the piston valve (5) is raised
again until the inlet valve (6) closes. A final braking position has thus been
reached.
f 17 5 a Setting the Predominance:
16 4 Having removed the protective cap (15) and loosened the counternut, the
14
15 b predominance is adjusted using an SW 5 Allen key. The predominance is
2
continuously adjustable up to the maximum value by screwing the adjusting
c screw (14) in or out. This must always be done with the trailer brake valve
in its release position. After setting the predominance, the counternut is
h 6 tightened and the protective cap (15) fastened again. New valves produced
g 1-2
after the middle of 1994 use a self-securing screw, and the counternut could
1
be omitted.

30
Setting options for conventional braking systems

16.1 Adapter/check valve

Adapter/check valve: An adapter valve (frequently also called check valve) is mainly used in
drawbar trailers on the front axle and retains the applied braking pressure
within the setting range from 0.3 to 1.1 bar.

In the partial braking position, this causes the larger brake cylinders on
the trailer’s front axle to receive, in keeping with the lesser axle weight
transfer, less pressure than the smaller brake cylinders on the rear axle.
The objective here is to attain reasonably equal braking forces at rear and
front axle - despite the different brake cylinder sizes - on drawbar trailers at
decelerations of z = 6 %. The valve also has a quick-release function when
the brake is released.
Sometimes an adapter valve is also used in semitrailers with disk brakes
and EBS in order to adapt the response pressure of the disk brakes with
EBS to the behaviour of the drum brakes (e.g. in the case of BPW axles).
Adapter valves are supplied with different factory settings. The valves can
be set to any value between 0.3 and 1.1 bar.
During partial braking with low pressure, the pressure flowing to the larger
brake cylinders on the front axle reaches port (1) of the control valve. The
pressure building up on the diaphragm (5) is not capable of pressurizing
1 ports (2) since the preset force of the spring (8), via the piston (6), does
not allow the outer edge of the diaphragm (5) to rise. This retention can be
defined, in accordance with the preset tension of the spring (8) by adjusting
5 the screw adjusting screw (10), between 0.3 and 1.1 bar.
If the control pressure in port (1) continues to rise above the diaphragm (5),
6 the build-up of compressed air is greater than the force of the spring (8), and
the piston (6) moves downwards. Via the outer edge of the diaphragm (5),
2 2
the compressed air flows to ports (2). When port (1) is fully pressurized, the
8 piston (6) rests on the housing.

The retaining pressure must be checked in accordance with the vehicle or

3 axle manufacturer’s specifications. When venting port (1), the downstream
components must be exhausted rapidly via (3).
10 By changing the opening pressure it is possible to achieve an adjustment of
the braking pressure and thus the braking force of the axle equipped with
the valve within the lower partial braking range.
1

6
2 2

10

31
Setting options for conventional braking systems
16.2 LSV functional test
General instructions for testing the
LSV settings:
No-load test with leaf-spring
suspension:
Full-load test with leaf-spring
suspension:
32
The LSV plate attached by the manufacturer is authoritative for testing
the automatic load-dependent braking force distribution (LSV).
LSV linkages and levers must be properly installed and all joints must be
free of clearances.
The vehicle-specific values, such as input pressure upstream of the LSV
controller, output pressures at front and rear axle, suspension path s on the
lever of the load-sensing valve or air suspension bellows pressure unladen
and laden, must be read from the LSV plate and recorded.
Connect one test pressure gauge respectively to the test ports up- and
downstream of the LSV controller. If the front axle of the towing vehicle is
included in load-dependent control, connect an additional pressure gauge to
the brake cylinder of the front axle.
Fill braking system up to cut-off pressure and apply input pressure upstream
of the load-sensing valve in accordance with the LSV plate.
Note: Do not press the brake pedal down to the stop position during the
LSV test, because in full-braking position joint control of the FA axle is
suspended.
The braking pressure at the rear axle (and the front axle if applicable) must
match the output pressure stated on the LSV plate for the corresponding
rear axle load. Pressure deviations of max. 0.3 bar are permissible for
air braking systems or 5 bar for hydraulic systems. For greater pressure
deviations, the LSV setting must be corrected.
Note: Required pressure settings must be applied on the LSV linkage:
Extend linkage = Pressure increase,
Shorten linkage = Pressure reduction
After the brake is released (particularly important in the case of static
LSV valves), the lever of the load-sensing valve must be unhooked and
positioned upwards from the previous unladen value on the lever by the
distance specified on the LSV plate and arrested there.
Re-apply the input pressure upstream of the LSV valve in accordance with
the LSV plate.
The attained braking pressure must match the specified output pressure for
the highest axle load according to the LSV plate.
Note: If the specified setting values according to the LSV plate are not
reached, first compare the installed rear axle spring, load-sensing valve
and lever length with the LSV plate for correctness. Only then does it make
sense to look for faults in the braking system.
Finally, attach the linkage and remove the test pressure gauges.
Setting options for conventional braking systems
No-load test with air suspension:
Full-load test with air suspension:
Connect pressure gauges to the left and right air bellows test port of the rear
axle or the trailer axles, measure air bellows pressure and compare with the
values on the LSV plate. Left and right value must be approximately equal
with even load distribution and correspond with the axle load table on the
LSV plate. Otherwise the air suspension must be repaired by the workshop.
Connect test hose with precision control valve or LSV test equipment to the
test valve of the load-sensing valve for infinitely variable application of the
control pressure (bellows pressure) for the LSV test. Apply bellows pressure
"unladen" in accordance with the LSV plate.
Fill braking system up to cut-off pressure and apply input pressure upstream
of the load-sensing valve in accordance with the LSV plate.
Note: During the LSV test, do not press the brake pedal down to the stop
position, because for towing vehicles with joint load-dependent control of the
front axle control of the front axle is suspended in the event of full braking.
The braking pressure at the rear axle (and the front axle if applicable) must
match the output pressure stated on the LSV plate for the corresponding
rear axle load.
Pressure deviations of max. 0.3 bar are permissible for air braking systems.
After releasing the brake (particularly important with static LSV valves),
apply the "laden" bellows pressure in accordance with the LSV plate on the
test valve of the LSV controller using a precision control valve or LSV test
device.
Re-apply the input pressure upstream of the LSV valve in accordance with
the LSV plate and make sure there is sufficient supply pressure.
The attained braking pressure must match the specified output pressure for
the highest axle load according to the LSV plate.
Note: If deviations exceed 0.3 bar, the LSV control system must be adjusted
or repaired by the workshop.
Remove precision controllers on the test valve and test pressure gauges.
33
Trailer EBS

17 Trailer EBS
Semitrailer

8
5 7 5 7
6

1
2

6 3 7 7
5 5

1 EBS trailer brake valve 5 ABS rotational speed sensor

2 EBS trailer modulator 6 Brake cylinder

3 EBS plug connection (7-pin) 7 Tristop cylinder (spring chamber brake)

4 Bellows pressure sensor (load) 8 Dual release valve for (BBA/FBA)

Drawbar trailer

8 5
1 5 6 7

5 6 4 7
5

34
Trailer EBS
17.1 Special functions in trailer EBS
System description:
Park release emergency valve
(PREV):
Omission of the conventional
valves:
Backup operation:
Behaviour when the EBS fails:
The EBS standard system for a 3-axle semitrailer is shown in Fig. 1. It
controls the braking pressures electronically for each side separately. The
system consists of a dual-circuit compact trailer modulator with digital data
interface according to ISO 1199-2 to the EBS towing vehicle, an EBS trailer
brake valve, an axle load sensor and the ABS sensors. The application
in drawbar or semitrailers with steering axle requires a system with an
additional EBS relay valve on the steering axles (see Fig. 2).
As a further development, WABCO supplies the new park release
emergency valve (PREV) since 2003. This newly developed braking
device combines the functions of a double release valve with those of a
conventional trailer brake valve. Emergency braking, ABS and RSS remain
functional if the supply line via the BBA (service brake system) breaks off.
The trailer is always automatically braked when unhitched. Even if there is
a total air loss in the tank when the vehicle is parked, the trailer will always
be prevented from rolling away because the spring-type brake actuators
automatically engage in this case.
One great benefit of EBS is the lack of an LSV controller and its mechanical
setting. Instead, setting the LSV functions is replaced by the parameter
setting of the EBS modulator. All functions of the LSV controller(s) are
secured by the EBS ECU. In a drawbar trailer, the software-based braking
force distribution has even replaced the two standard LSV controllers, the
adapter valve on the front axle and the pressure limiting valve on the rear
axle. The external setting options on the brake valves are therefore no
longer available and any pressure adjustments must be implemented via the
EBS modulator parameters using diagnostic software.
Subordinated to the electronically controlled braking system is a
conventional pneumatic braking system, what is known as pneumatic
redundancy. If, for example, the ISO plug connection to the towing vehicle
is not plugged in, interrupted or the electrical brakes have failed completely,
the vehicle can still be braked by purely pneumatic means. The trailers can
therefore always be braked. In this case without LSV function and without
ABS.
In trailers with EBS, a lit warning lamp in the driver’s cabin indicates not only
a failure of ABS, but also signals to the user a failure of the load-dependent
braking force control (LSV). This means that the trailer is always braked like
a fully laden trailer. Due to this additional load on the trailer’s brake, there is
no longer and truck/trailer harmonisation.
Particularly in trailers with disk brakes, the failure of EBS will lead to early
wear of the brake. Overheating of the brake can occur due to the brake
harmonisation no longer being provided.
35
Trailer EBS

Notes for testing: With the WABCO Trailer EBS, there are a number of functions that may
be relevant to the safety test and should be known to the tester:

Standstill function:
When the vehicle is at a standstill (v < 1.8 km/h) and the pneumatic
control pressure is greater than 3.5 bar, the system changes over from
electro-pneumatic to pneumatic pressure modulation (backup operation)
after 5 seconds. This means that the LSV function (even with an unladen
vehicle) is set to full load by this changeover. This function is used to avoid
unnecessary current consumption when the vehicle is parked with the
parking brake applied and the drive switch actuated. It is deactivated again
with the start of driving.

Test mode: In order to test the braking pressure distribution while stationary (LSV
function) and the wheel brake performance, the electronic braking system
must be put into test mode. This switches off the standstill function and the
emergency braking function described above.
For test mode to be activated, the ignition must be switched on when the
control line is vented (service brake system and parking brake system are
not applied). In this mode the LSV can be checked in relation to the coupling
head pressure and the current axle load or the current bellows pressure.
For drawbar trailers, pressure control is here carried out at the steering axle
in accordance with the bellows pressure of the main axle (rear axle) (no
dedicated pressure sensor at the steering axle).

Simulation of the laden status:
If the axle load sensor is installed with a test valve (WABCO
recommendation), the load status can be simulated as with pneumatic LSV
controllers.
By venting the air suspension bellows below 0.2 bar (D generation) or
pulling the axle load sensor connector (C generation), the "laden" status can
be simulated even for an unladen vehicle so that the full braking pressure
can be applied.

Important note: In the latter case the warning lamp is activated and a current fault is
stored! Once the test has been completed, the axle load sensor must
be reconnected and the current faults in the ECU must be deleted by
interrupting the power supply (ignition off and on again). This triggers a
reset.

Return to normal operation: The standstill function and the emergency braking function are re-enabled
for operation as soon as the speed of the vehicle exceeds 10 km/h.

36
Trailer EBS

17.2 Adjustments for trailers with WABCO EBS

Correction options in WABCO EBS If a truck/trailer harmonisation becomes necessary due to wear and/or
for trailers: compatibility problems between the towing vehicle and trailer, an adjustment
of the application pressure for the wheel brakes or a predominance can be
defined by changing the parameters.

Note: This requires the PIN code to enable the special functions in the diagnostic
software for WABCO Trailer EBS however.
Since it is possible to change settings (parameters) in the trailer EBS control
unit that are relevant to safety, only customers who have completed an EBS
training course with us can obtain this PIN.

Attention! Any modifications to the control - and braking pressures may only deviate
up to a maximum of 0.2 bar from those given in the brake calculation
(parameter settings of the manufacturer). Values greater than this will
require a new brake calculation by the manufacturer!

Testing the vehicle: Initially it is necessary to measure the braking forces of all axles on a roller
test stand and to determine the compatibility band position of the individual
vehicles.

For trailers with EBS the following
values should be reached unladen
and laden:
With a pressure at the yellow coupling head (pm) of
„„ Pm = 0.7 bar => Start of braking
„„ Pm = 2.0 bar => Deceleration approx. 12 %
„„ Pm = 6.5 bar => Deceleration approx. 55 %
These values may differ slightly according to national regulations and are
documented in the brake calculation applicable to the vehicle.

Checking the response pressure:
If the start of braking occurs at a pm pressure above 0.7 bar, the response
pressures on all the wheel brakes must be checked. For this purpose
proceed as follows:
1. Supply the vehicle with air and power
2. Connect PC diagnosis and open the Control|Pressure test menu item
3. Lift first axle
4. Simulate bellows pressure for the laden vehicle
5. Turn one wheel and increase the control pressure in 0.1 bar steps (left
and right cursor keys)
6. Determine the braking pressure (cylinder pressure not control pressure!)
at which the wheel becomes difficult or impossible to turn
7. Repeat this test on the other wheels/axles
8. Calculate the average value of the determined response pressures and
compare with the parameterised value; parameterise the new value if
applicable.

37
Trailer EBS

17.3 Adjusting the response pressure in the case of T-EBS

Example: Response pressure set in the EBS modulator parameters = 0.3 bar

Response pressure actually measured on the axles:

1st axle: left = 0.5 bar right = 0.6 bar

2nd axle: left = 0.5 bar right = 0.5 bar

3rd axle: left = 0.6 bar right = 0.5 bar

Mean response pressure = 0.53 bar => rounded down to 0.5 bar

The difference of 0.2 bar between the two values must be added to the
braking pressure.

The braking pressures in laden
state must be adjusted as follows
in this example:
Changes to the brake cylinder pressures in the parameter setting for the
laden vehicle:
1st: 0.3 bar to 0.5 bar
2nd: 1.2 bar to 1.4 bar
3rd: 6.2 bar to 6.4 bar

Change to braking pressure 1.3 to 1.5 bar

unladen:

before: thresholds adjusted:

38
Trailer EBS

17.4 Setting a predominance with T-EBS C/D

Setting a predominance:
In the LSV parameters the braking pressures are specified with the three
control pressures pm = 0.7, 2.0 and 6.5 bar.
Older ECUs operate with the pressures 0.7, 1.6, 6.5 bar.
Systems with the park release emergency valve (PREV) operate with 0.8,
2.0 and 6.5 bar.

Standard values for WABCO brake
calculation for T-EBS:
These standard values guarantee the following with the WABCO brake
calculation for the trailer:
„„ Start of braking in the compatibility band at pm = 0.7 bar.
„„ At pm = 2.0 bar the unladen and laden vehicle decelerates with approx.
12 % and
„„ At pm = 6.5 bar the vehicle decelerates with 55 %.
If these values are not reached, without faults being identified in the wheel
brake or the pneumatic system of the trailer, the predominance setting can
be used to adjust the deceleration values for the vehicle.

Setting a predominance: To define a predominance of e.g. 0.2 bar, reduce the control pressures as
follows:
„„ 0.7 to 0.5 bar
„„ 2.0 to 1.8 bar

before: thresholds adjusted:

Result following the adjustment:
With these changed parameters the trailer now already starts braking at
pm = 0.5 bar and already has a deceleration of 12 % at pm = 1.8. The
deceleration of 55 % at pm = 6.5 bar remains unchanged. In the partial
brake range up to 2.0 bar there is therefore only a parallel displacement of
the characteristic curve.

For trailer modulators produced since week 25/99 any modifications to the parameters in
these modulators will cause the end-of-line bit to be set.
This means that once the truck/trailer harmonisation has been completed - following the
last parameter change that is - a full start-up procedure needs to be carried out, because
otherwise the EBS/ABS warning lamp in the towing vehicle will not go out.
Changes to the parameters should also be documented by a new EBS system label on the
vehicle.

39
Trailer EBS
17.5 Setting a predominance with T-EBS E
Setting a predominance:
Standard values for new WABCO
brake calculation for T-EBS E:
Basis CAN and PM = 0.0 bar
40
With the introduction of the EBS E Generation and subsequent updates, the
predominance values can be conveniently changed in the input mask of the
braking pressures as required. The values for CAN control and pneumatic
predominance pm, which are always set to 0 on delivery, can be changed
within the existing brake calculation and vehicle design by entering a
maximum of 0.2 as predominance or -0.2 as lag. This change is immediately
visible in the characteristic curve as a shift and individual adjustments to
existing vehicle combinations and their level of technical equipment are
much easier to implement.
The three braking pressures pm = 0.6, 2.0 and 6.5 bar are specified in the
control pressure PM parameters.
These standard values guarantee the following with the WABCO brake
calculation for the trailer:
„„ Start of braking in the compatibility band at pm = 0.6 bar.
„„ At pm = 2.0 bar the unladen and laden vehicle decelerates with approx.
14 %
„„ At pm = 6.5 bar the vehicle decelerates with 56 - 57 %.
If these values are not actually reached, without faults being identified
in the wheel brake / pneumatic system or the EBS parameters of the
trailer, the characteristic curve in the braking band can be adjusted for the
vehicle by means of setting a predominance value. This adjustment of the
characteristic curve is a parallel shift and leads to a higher (predominance)
or lower (lag) braking pressure with the same control pressure at the yellow
coupling head.
Trailer EBS

Modified predominance CAN and PM = 0.2 bar

Result following the adjustment:
With these changed parameters, the trailer vehicle now starts braking at
pm = 0.4 bar. The calculated braking values are already reached at
1.8 bar. The deceleration pm = 6.5 bar remains unchanged. Within the
partial braking range up to 2.0 bar there is a parallel translation of the
characteristic.

With control units of the Trailer EBS-E generation, a new start-up procedure for the vehicle is
not absolutely necessary after the predominance values have been changed.
Changes to the parameters should also be documented by a new EBS system label on the
vehicle.

41
Towing vehicle with EBS

18 Towing vehicle with EBS

Structure of an EBS installation in a two-axle truck

3
1
1 7
EBS
2

EPS

ENR
8

RETARDER
6

MOTOR 4

5
3

1 EBS central module 5 EBS axle modulator (RA)

2 Brake signal transmitter 6 Backup valve (RA)

3 Proportional relay valve (FA) 7 EBS trailer control valve

4 ABS solenoid valve (FA) 8 EBS plug connection (7-pin)

42
Towing vehicle with EBS
Generally applicable notes relating
to the truck/trailer harmonisation
test for towing vehicles with EBS:
In contrast to conventional braking systems, the truck/trailer harmonisation
cannot be carried out in the usual way for towing vehicles with EBS.
Different braking systems (EPB / EBS 1,2,3,4 etc.) and control strategies
developed by towing vehicle manufacturers for trailer control as well as
electronic control and correspondingly programmed functions (e.g. coupling
force / deceleration control, braking force distribution, lining wear control,
endurance brake integration and roller test stand modes) make it impossible
to carry out and evaluate the truck/trailer harmonisation in the usual way.
In addition, there is also the requirement to carry out ECU parameter
settings according to the vehicle manufacturer's specifications.
In order to carry out an appropriate and legally compliant adjustment,
the test instructions and adjustment instructions of the motor vehicle
manufacturers must be observed.
If problems arise, the service departments and partners of the vehicle
manufacturers can also be contacted and
informed.
Testing the trailer (except the test of pin 6 and pin 7 ports) is not affected in
the case of EBS-braked towing vehicles and can be carried out as before.
43
Towing vehicle with EBS
18.1 The benefits of EBS
Braking comfort and improved
safety through EBS:
Lining wear optimisation and ease
of maintenance through EBS:
Control when the electronic control If the electronic control system malfunctions, all valves simultaneously
system fails:
44
The driver enters his deceleration command by operating the brake.
EBS then transmits this command to all braking system components
electronically. Response and build-up times at the brake cylinders are
reduced significantly due to electronic actuation.
The ECU also facilitates a sensitive dosing of the braking system during this
process. The result: a comfortable braking "feel", independently of the load
status, and a much shorter braking distance. The ABS functions integrated
in EBS ensure that both the vehicle's driving stability and steerability are
maintained during the braking process.
The differential wheel slip control (DSR) automatically distributes the braking
forces between the front and rear axles depending on the status of the load.
When operated with a trailer, DSR also ensures that the truck/trailer
combination is optimally balanced. Towing vehicle and trailer respectively
brake their own portion of weight in the truck/trailer combination. The
coupling force of the truck/trailer combination is thus kept low when braking.
Traction control is implemented by means of the integrated anti-slip
regulation (ASR).
Control of the trailer is implemented electronically by means of the towing
vehicle to trailer interface (ISO 11992) as well as pneumatically via the
electro-pneumatic trailer control valve. The coupling force is not sensed to
save costs.
Initially the deceleration of the towing vehicle lies at the centre of the
compatibility band. If the trailer deceleration has the same value at this time,
no coupling forces are generated. If the trailer deceleration deviates from
this position at the centre of the band, the towing vehicle ECU detects this
through the "deceleration control" program function and adjusts the trailer
control pressure accordingly. If the response threshold of the trailer brakes
should be greater, this is compensated by a corresponding pressure inshot.
coordinate operation as in a conventional pneumatic system. Backup
pressures are here conducted to the brake cylinders where the pneumatic
system, however, is effectively applied only with a certain delay.
Towing vehicle with EBS
18.2 Automatic truck/trailer harmonisation with EBS
Automatic truck/trailer
harmonisation in the case of
towing vehicles with EBS:
Automatic truck/trailer
harmonisation through coupling
force control:
Possible control range of a towing
vehicle with EBS
Due to the automatic truck/trailer harmonisation (coupling force control)
now common in towing vehicles with EBS, differences in braking behaviour
between towing vehicle and trailer are learned automatically and then
minimised. Once the differences in braking behaviour are compensated, all
wheel brakes of the vehicle combination will also apply the brake linings to
the friction surface at the start of braking.
The predominance function of the standard trailer control valve is therefore
replaced by an electro-pneumatic adapter function that is also automatically
activated when the trailer is changed.
The automatic truck/trailer harmonisation in towing vehicles with EBS always
aims to reduce the coupling forces between the vehicles to the ideal level.
On this basis it is permissible for the towing vehicle to leave the band limits
of the ECE directive No.13 and/or EC directive 71/320.
The regulations for vehicles with EBS were adjusted accordingly in 1998.
The required position for towing vehicles is described in the current
ECE-R13 (Section 5.2.1.28.5.).
Knowledge pertaining in particular to old or poorly maintained trailers, which
barely meet the specified bank position at low braking pressures, make this
necessary as well.
The figure below shows the possible control range of a towing vehicle with
EBS. This range is only fully utilised if the trailer makes this necessary.
EBS towing vehicle:
Basic design
Upper limit
TM/PM [-]
(ECE-R 13; 5.2.1.28.5)
Possible
control range
Lower limit
(ECE-R 13; 5.2.1.28.5)
pm [bar]
45
Towing vehicle with EBS
18.3 Coupling force control in the towing vehicle EBS
Operating principle of coupling
force control in EBS towing
vehicles:
Basic design towing vehicle:
Basic design of the braking
behaviour of a towing vehicle with
EBS and a trailer with conventional
brakes
46
Differences in braking behaviour between towing vehicle and trailer
are detected by the EBS control unit in the towing vehicle and reduced
automatically. This type of control occurs with every deceleration.
The operating principle of the automatic truck/trailer harmonisation is
illustrated by an example in figures 1 and 2 below.
Fig. 1 shows the braking behaviour of a typical conventional trailer and an
EBS towing vehicle in its basic design using familiar diagrams for testing the
truck/trailer harmonisation.
The basic design of the EBS towing vehicle corresponds with the central
band position of a laden vehicle over the entire braking range.
A deceleration control function here permits constant adjustment of the
vehicle deceleration to coupling head pressure ratio relative to the detected
trailer behaviour during normal driving operation.
TM/PM and TR/PR [-]
EBS towing vehicle:
Basic design
Typical,
conventional trailer
pm [bar]
Towing vehicle with EBS
Effect of the truck/trailer
harmonisation:
Adjustment of the towing vehicle:
Ideal combination: EBS in both
vehicles
From the very first deceleration after starting to drive the difference in
braking behaviour is detected and corrected as illustrated in Fig. 2.
One can see clearly that the towing vehicle’s braking behaviour is adjusted
to the trailer’s behaviour relative to the braking pressure at the coupling
head "brake" (pm).
With each deceleration the braking behaviour is compared again and further
corrections are carried out where necessary. This continuously improves the
truck/trailer harmonisation, while the predominance changed for the partial
braking range of the trailer up to 2.0 bar retains its effect.
EBS towing vehicle:
adjusted to match
the trailer
TM/PM and TR/PR [-]
EBS towing vehicle:
Basic design
Operating principle of the
truck/trailer harmonisation
Typical,
conventional trailer
pm [bar]
The best results are achieved when both the towing vehicle and the trailer
are equipped with EBS.
Due to the transmission of additional data via the CAN interface of the
standardised electrical connection (ISO 7638) between towing vehicle
and trailer, deceleration curves of the respective vehicles in a combination
become almost identical in the low braking pressure range so that wear is
largely synchronised between the vehicles as well.
47
Towing vehicle with EBS

18.4 Test on towing vehicle with EBS

Measurement problems in towing
vehicles with EBS:
The control algorithms stored in the towing vehicle EBS only function in the
dynamic state (while driving). For this function to work correctly or to enable
its testing, all towing vehicle wheels with rotational speed sensors must
rotate. Compatibility measurements relative to the pressure at coupling head
Brake (pm) on a brake test stand therefore do not yield useful results with an
EBS towing vehicle.
Because only one axle rotates on the brake test stand and the other
axle(s) does/do not, the system is generally in what is called the "test stand
function".
In this test stand function the braking forces of the towing vehicle axles are
distributed at a ratio of 1:1 since the system cannot detect a measurable
slip difference between the axles when only the wheels of one axle rotate.
Additionally, the pressure at the yellow coupling head (pm) is applied in line
with the middle of the compatibility band, because in static conditions the
trailer braking behaviour cannot be detected either.
Sensible measurements on EBS towing vehicles are therefore only possible
during driving operation (dynamic state) and require a correspondingly
complex measurement system.
Other procedures can be applied however:
„„ Comparison of measured braking forces with basic or reference values
from the vehicle manufacturer
„„ Measurement/comparison of the brake temperatures of the truck/trailer
combination

Test of towing vehicles with EBS:
To test the truck/trailer harmonisation the braking performance of the wheel
brake must be determined on the EBS towing vehicle as well, just as
described above.
Evaluation of the determined braking performance on the EBS towing
vehicle is carried out either according to
a) the familiar method of extrapolation or
b) the method of comparing with basic values
The braking pressures are measured in the brake cylinders of the axles as
well as the braking forces reached by these pressures.

Evaluation: If the extrapolation yields the legally required minimum deceleration (43 %)
or the reference/basic values often specified by the respective towing
vehicle manufacturer are reached during the test, the braking performance
is OK.
The braking force distribution and deceleration control are then assumed to
function correctly in the towing vehicle EBS.

When extrapolated, the calculation pressure for towing vehicles with WABCO EBS is
pN = 8.5 bar.

48
Towing vehicle with EBS

18.5 Basic values of the vehicle manufacturer

Determining the braking
performance according to basic
values:
An evaluation of the braking performance according to available basic
values is nothing new. If basic values are published, the brake can be tested
for adequate performance without extrapolation.
In this case a simple procedure can be applied to determine whether the
basic values are reached on the wheel brakes. If the measured values reach
the basic values, the brake is OK. If the measured values do not reach the
basic values on any wheel brake, the brake is not OK.

What are basic values?
Basic values are braking forces which must be reached by the
„„ Brake cylinder sizes
„„ Brake lever lengths (with drum brakes)
„„ Brake cylinder pressures
„„ Wheel/tyre sizes, if applicable,
installed in the vehicle.
The test according to basic values should also be carried out - in
accordance with specifications - at the highest possible pressure in the
brake cylinder.

Where do the basic values come
from?
The basic or reference values for the respective towing vehicles can be
requested from the vehicle manufacturers.
They are available in the workshop manuals and workshop information
system (WIS) or as service information. They may also have been entered in
the inspection book of the vehicle (safety test suggestion).

Example for basic values: In the example below you will find basic values for:
MAN L 2000 and M 2000 with the WABCO disk brake PAN 17

Braking force per axle in daN with cylinder pressure in the air cylinder
Axle Brake cylinder
1.0 bar 1.5 bar 2.0 bar 2.5 bar 3.0 bar 3.5 bar

Type 12 200 350 490 640 780 930

Front axle
Type 14 240 400 560 720 880 1040

Type 16 290 485 680 875 1070 1260

Rear axle
Type 20 330 540 760 970 1190 1400

49
Towing vehicle with EBS

18.6 Measuring the brake temperatures

Temperature measurement: The temperature measurement method for testing a balanced braking
behaviour of vehicle combinations can be applied if the adequate
performance of the wheel brakes can be assumed.

A brake temperature measurement can be seen as an efficient method to

determine a balanced braking behaviour between towing vehicle and trailer.
A pistol-shaped infrared thermometer enables safe, contactless
measurement (also at spots that are difficult to access) even in the high
temperature ranges that might be expected.
Even if the accuracy of this method is not ideal, since shiny or dull surfaces
can cause different reflections, the temperature measurement nevertheless
produces usable results.
For reliable results it is essential that all wheel brakes on towing vehicle and
trailer are measured within a very short time.
Ambient temperature conditions (low outside temperatures, wind influence,
large temperature fluctuations) must also be taken into account when
measuring.

Carrying out the temperature Proceed as follows:

measurement on the wheel brakes:
1. Ensure road safety and correct functioning of all wheel brakes in advance.
2. Carry out a test drive of approx. 10 to 15 minutes with the complete truck-
trailer combination.
3. Operate the brake evenly a sufficient number of times (at least 20)
to make sure that the adaption phase of the towing vehicle EBS is
connected and the brake linings are sufficiently warmed up. Record the
number of brake actuations so the test can be repeated in the same
manner at a later point.
4. Immediately after the drive, measure and record the temperatures of disk
brakes or drum brakes on all vehicle axles of the combination. Precision
infrared thermometers are particularly suitable for this measurement.
Where possible measure all axles at an identical spot.
5. Compare the measured average temperature values (mean values) for
each axle of the towing vehicle with those of all axles on the trailer.

Using the driver that normally drives this vehicle for this test drive makes it probable that the
brakes will also be operated as usual, which, when analysed, may provide evidence that the
way of driving is a possible cause for wear complaints.

50
Towing vehicle with EBS
Notes on evaluation:
Adjusting the parameters in the
towing vehicle EBS:
Identical wheel brake types (e.g. disk/disk or drum/drum) on all axles should
also result in approximately equal brake temperatures on all axles!
Different wheel brake types (disk/drum) or sizes (22.5 inch / 19.5 inch) also
result in different operating temperatures so that several measurements
or settings may be required before an acceptable behaviour can be
determined.
In the case of wheel brakes and wheels of similar size on towing vehicle and
towed vehicle, experience has shown that temperature differences of 60 -
70 °C are quite acceptable. Greater differences should give rise to further
analyses. In the case of different brake sizes and wheels, these values can
be around 100 – 110 °C without this necessarily constituting a defect.
The towing vehicle EBS parameters are normally adjusted by means of
diagnostic program (WABCO Diagnostic Software or diagnostic solution of
the vehicle manufacturer) installed on a PC.
Access to control unit parameters is normally protected and if the WABCO
diagnosis is used, access is only possible after completing a corresponding
system training course (EBS Towing Vehicle in this case) beforehand and
with a corresponding PIN code.
Any changes of control unit data are the responsibility of the user and
require that approval has been obtained from the vehicle manufacturer.
51
Worksheets truck/trailer harmonisation as copy templates

19 Worksheets truck/trailer harmonisation as copy

templates
Data sheet for truck/trailer harmonisation
Workshop: Customer:

Measurement made by:

Name: Date: Speedo:  km

Towing vehicle: Manufacturer: Type:

FF Truck Registration number:

FF Tractor Date of initial registration:

Number of axles: Test weight Gp:  kg

Perm. total weight Gz:  kg

Predominance trailer control valve:

pin = 2.0 bar pout =  bar

(test port upstream of LSV) (coupling head "brake")

Trailer Manufacturer: Type:

FF Drawbar trailer Registration number:

FF Semitrailer Date of initial registration:

FF Central axle trailer Test weight Gp:  kg

Number of axles: Perm. total weight Gz:  kg

Sum of perm. axle loads:  kg

(semitrailer)

Predominance trailer brake valve:

pin = 2.0 bar pout =  bar

(coupling head "brake") (test port on port 2 of the
trailer brake valve)

Opening pressure adapter valve FA:  bar

(if available)

Cut-off pressure, pressure limiter RA:  bar

(if available)

52
 pm

Towing vehicle Test weight: ______________kg Towed vehicle Test weight: ______________kg

1st axle 2nd axle 3rd axle Total 1st axle 2nd axle 3rd axle Total

P1 F1 P2 F2 P3 F3 FB z pm P1 F1 P2 F2 P3 F3 FB z
(bar) le (daN) ri (bar) le (daN) ri (bar) le (daN) ri (daN) (%) (bar) (bar) le (daN) ri (bar) le (daN) ri (bar) le (daN) ri (daN) (%)

0.5

1.0

1.5

2.0

2.5

3.0

4.0
Worksheets truck/trailer harmonisation as copy templates

5.0
௔
௚
 ൌ ܼǢ ‫ן‬௜ on all axles

6.5
௢௙௧௛௘௩௘௛௜௖௟௘ᇱ௦௕௥௔௞௜௡௚௙௢௥௖௘௦
்௘௦௧௪௘௜௚௛௧௢௙௧௛௘௩௘௛௜௖௟௘

P1-3 = pressure applied into the brake cylinders in bar z = deceleration of the vehicle in %
F1-3 = sum of the braking forces on the axle in daN FB = sum of the braking forces in daN
Formula:

53
pm = pressure at the coupling head Brake in bar Gp = test weight of the vehicle in kg
‫ܨ‬
‫ ݖ‬ൌ  ൈ ͳͲͲ
‫ܩ‬௣

‫ ܨ‬ൌ ‫ ݖ‬ൈ  ‫ܩ‬௣

Worksheets truck/trailer harmonisation as copy templates

Compatibility brake band truck/trailer laden

z = deceleration in %

100

90

80

70

60

50

40

30

20

10

0
0,2 1 2 3 4 5 6 7 7,5 8

pm = pressure at coupling head "brake" in bar

54
Worksheets truck/trailer harmonisation as copy templates

Compatibility brake band semitrailer truck laden

z = deceleration in %

100

90

80

70

U
60

V
50

40

30

20

10

0
0,2 1 2 3 4 5 6 7 7,5 8

pm = pressure at coupling head "brake" in bar

U = compatibility band for tractor with laden semitrailer
V = compatibility basic band for semitrailers
55
Worksheets truck/trailer harmonisation as copy templates

Workshop: Customer:

Measurement made by:

Name: Date: Speedo:  km

Towing vehicle: Manufacturer: Type:

FF Truck Registration number:

FF Tractor Date of initial registration:

Number of axles: Test weight Gp:  kg

Perm. total weight Gz:  kg

Predominance trailer control valve:

pin = 2.0 bar pout =  bar

(test port upstream of LSV) (coupling head "brake")

Trailer Manufacturer: Type:

FF Drawbar trailer Registration number:

FF Semitrailer Date of initial registration:

FF Central axle trailer Test weight Gp:  kg

Number of axles: Perm. total weight Gz:  kg

Sum of perm. axle loads:  kg

(semitrailer)

Predominance trailer brake valve:

pin = 2.0 bar pout =  bar

(coupling head "brake") (test port on port 2 of the
trailer brake valve)

Opening pressure adapter valve FA:  bar

(if available)

Cut-off pressure, pressure limiter RA:  bar

(if available)

56
 pm

Towing vehicle Test weight: ______________kg Towed vehicle Test weight: ______________kg

1st axle 2nd axle 3rd axle Total 1st axle 2nd axle 3rd axle Total

P1 F1 P2 F2 P3 F3 FB z pm P1 F1 P2 F2 P3 F3 FB z
(bar) le (daN) ri (bar) le (daN) ri (bar) le (daN) ri (daN) (%) (bar) (bar) le (daN) ri (bar) le (daN) ri (bar) le (daN) ri (daN) (%)

0.5

1.0

1.5

2.0

2.5

3.0

4.0
Worksheets truck/trailer harmonisation as copy templates

5.0
௔
௚
 ൌ ܼǢ ‫ן‬௜ on all axles

6.5
௢௙௧௛௘௩௘௛௜௖௟௘ᇱ௦௕௥௔௞௜௡௚௙௢௥௖௘௦
்௘௦௧௪௘௜௚௛௧௢௙௧௛௘௩௘௛௜௖௟௘

P1-3 = pressure applied into the brake cylinders in bar z = deceleration of the vehicle in %
F1-3 = sum of the braking forces on the axle in daN FB = sum of the braking forces in daN
Formula:

57
pm = pressure at the coupling head Brake in bar Gp = test weight of the vehicle in kg
‫ܨ‬
‫ ݖ‬ൌ  ൈ ͳͲͲ
‫ܩ‬௣

‫ ܨ‬ൌ ‫ ݖ‬ൈ  ‫ܩ‬௣

Worksheets truck/trailer harmonisation as copy templates

Compatibility brake band truck/trailer laden

z = deceleration in %

100

90

80

70

60

50

40

30

20

10

0
0,2 1 2 3 4 5 6 7 7,5 8

pm = pressure at coupling head "brake" in bar

58
Worksheets truck/trailer harmonisation as copy templates

Compatibility brake band semitrailer truck laden

z = deceleration in %

100

90

80

70

U
60

V
50

40

30

20

10

0
0,2 1 2 3 4 5 6 7 7,5 8

pm = pressure at coupling head "brake" in bar

U = compatibility band for tractor with laden semitrailer
V = compatibility basic band for semitrailers
59
Checklist for workshop

20 Checklist for workshop

In principle, the following applies: Before any changes are made to the parameters and settings,
consultation and approval should be obtained from the manufacturer!

General data
„„ Date_______________________________________________________________________________________

„„ Name of workshop____________________________________________________________________________

„„ Name of mechanic____________________________________________________________________________

„„ Manufacturer of towed unit______________________________________________________________________

„„ Chassis number of towed vehicle_________________________________________________________________

„„ Odometer reading of towed unit__________________________________________________________________

„„ Manufacturer of towing vehicle____________________________________________________________________

„„ Chassis number of towing vehicle_________________________________________________________________

„„ Odometer reading of towing vehicle________________________________________________________________

„„ Name of driver________________________________________________________________________________

„„ Contact data of driver__________________________________________________________________________

„„ Detailed fault description________________________________________________________________________

______________________________________________________________________________________________

______________________________________________________________________________________________

______________________________________________________________________________________________

Sensible test points for presentation to the vehicle manufacturer:

„„ Read out EEProm memory and save
„„ Read out ODR memory and save
„„ Read out diagnostic memory and save
„„ Compare parameters with original parameters of the vehicle manufacturer
„„ General visual and functional check of the pneumatic brake system
„„ General visual and functional check of the wheel brake
„„ Check the application pressure / response behaviour of the trailer according to description (see Chapter "17.3
Adjusting the response pressure in the case of T-EBS", page 38 or Chapter "17.4 Setting a predominance with
T-EBS C/D", page 39)
„„ Check vehicle on brake test stand and record values. See page 53
„„ Measure and record the temperature behaviour of the entire truck/trailer combination.
60
Notes

61
Notes

62
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Today, leading truck, bus and
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driver assistance, braking,
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