CONTENTS
1.Truck Electronic Systems....................................................................................................................3
1.1 Network Technologies....................................................................................................................3
1.2 Braking Control Systems...............................................................................................................8
1.2.1 Anti-Lock Braking System (ABS)..............................................................................................8
1.2.2 Anti-Slip Regulation (ASR) / Traction Control............................................................................8
1.2.3 Electronic Brakes Limiter (EBL)...............................................................................................9
1.3 Electronic Braking System (EBS).................................................................................................10
1.4 Trailer Braking Systems...............................................................................................................12
1.5 Retarders or Frictionless Braking Systems....................................................................................15
1.6 Electronically Controlled Air Suspension (ECAS)..........................................................................16
1.6.1 Remote Control.....................................................................................................................17
1.6.2 Chassis Component Location................................................................................................18
1.7 Electronic Diesel Control (EDC)...................................................................................................19
1.7.1 Pump-Line-Nozzle System....................................................................................................19
1.7.2 Unit Injector System (PDE)....................................................................................................21
1.7.3 Unit Pump System (PLD)......................................................................................................22
1.7.4 Common Rail........................................................................................................................23
1.8 Automatic Transmission Systems................................................................................................24

© TEXA S.p.A. - January 2007 - 8200010 - All rights for translation, partial or total adaptation with any means and all copyrights are reserved.


Legend

Warning

Remarks

© TEXA S.p.A. - January 2007 - 8200010 - All rights for translation, partial or total adaptation with any means and all copyrights are reserved.
 

1. Truck Electronic Systems

The advent of electronic systems and the high degree of sophistication of electronic control units for heavy
duty vehicles has prompted truck manufacturers to develop diagnostic tools capable of fast and reliable
inspection and troubleshooting.
The electronic control units (ECU) that manage the engine, the transmission and the vehicle safety systems
are computers to all effects and, as such, are connected to external peripherals, sensors and actuators.
Safe and reliable system operation is ensured by effective communication to and from these peripherals.
By continuously monitoring the status of sensors and actuators as well as acknowledging communication
errors, ECUs can either recover normal operating conditions, for transient or soft faults, or operate with re-
duced functionalities, in case of persistent or irrecoverable faults. Automatic system monitoring and control
of peripheral components and communication lines, fault detection, storing and transmission to other units,
is referred to as self-diagnostics.

Throughout this manual we refer to self-diagnostic system for trucks only.

At the end of the eighties, electronic systems were mainly devoted to engine management. During the
nineties anti-lock braking systems were introduced on heavy duty trucks. Today, improved safety and en-
vironmental regulations, attention to fuel economy and maintenance costs, has led truck manufacturer to
equip new vehicles with more and more sophisticated electronic control units. As a result, diagnostic tools
have turned into advanced devices that go beyond fault code reading and resetting.
New diagnostic tools, with enhanced diagnostics and self-diagnostic functionalities, are able to keep pace
with the evolution of electronic control and communication systems, thereby allowing service technicians
and mechanics to inspect and troubleshoot complex electronic systems.

1.1 Network technologies

As the requirement for electronics in commercial vehicles grows, trucks are being equipped with specific
network architectures, relying on data highways that allow data exchange among control units, sensors and
actuators via shared communication lines, called buses.


The main disadvantage of bus lines is that a cable break can disable the entire network. The advantages,
compared to traditional point-to-point architectures, are many, among which reducing the complexity of
electronic systems, eliminating hundreds feet of wiring, decreasing the likelihood of electrical faults, al-
lowing data synchronisation throughout the network and global monitoring for self-diagnosis and self-hea-
ling features.

A traditional point-to-point architecture is shown in figure 1, where the engine temperature is sensed by the
injection system, the instrument panel and the cooling system. Each system has a dedicated sensor and
the relative wiring.

Figure 1

A) Specific sensors for temperature detection for each system.

B) ECUs of different systems, e.g. injection system, instrument panel and cooling fan.

A bus line architecture fulfilling the same functionalities is shown in figure 2. Here, the control systems
share the same information from a common temperature sensor, made available to the network and deli-
vered to each ECU according to a specific communication protocol. As a result, only one sensor is used
instead of three and the relative wiring harness is spared accordingly.
 

Figure 2

A) A common temperature sensor provides the network with the requested information
B) Different ECUs and devices, e.g. injection system, instrument panel and cooling fan, receive the engine
temperature information from the network.

Figure 3 shows an example of star-bus architecture adopted by the Iveco Cursur for communication
among powertrain and safety systems. The network closes on itself through a control unit, the EDC, which
has a terminal resistor. This is why the network cannot work properly without the EDC.

Figure 3


Figure 4 and 5 show the network architectures of Iveco Stralis and Mercedes Actros respectively. These
architectures comprise sub-networks with different bus speed and reliability requirements.

Figure 4
 

Figure 5

1) Engine management ECU (FMR-PLD) 16) Throttle solenoid valve

2) Engine CAN bus 17) Engine brake solenoid valve
3) Special CAN bus 18) Alternator
4) V signal from the FTCO tachograph 19) Parking brake switch
5) Vehicle CAN bus star-point a)Engine management components
6) Vehicle CAN bus ABS) Antilock braking system
7) 14 pin diagnostic socket AGE) Automatic adjustment
8) Electronic key EPS) Electro-pneumatic gear shift
9) Immobilizer (WSP) EPB) Electro-pneumatic brake system
10) Accelerator pedal potentiometer FLA) Heating Grid
11) Inlet air temperature sensor WSK) Clutch converter
12) Brake light switch RET) Retarder
13) Brake light and reverse light basic module FMR) Vehicle engine control
14) Coolant level switch PSM) Programmable special module
15) Air filter control sensor MKR) Engine-Clutch-Regulation


Truck manufacturers split the main functionalities in different control units, assigning different names to
different control units. For example, the ECU that govern the communication lines, establishing data tran-
sfer priority among the bus nodes,referred to as Vehicle Engine Control (FMR) for Mercedes vehicles, Body
Computer for Iveco-Fiat trucks, Vehicle ECU for the Volvo and Renault trucks, BSI for Peugeot, etc.

Mercedes-Benz electronic systems are referred to through difficult abbreviations and acronyms.
These abbreviations are listed in a technical bulletin that can be downloaded directly from the Internet,
throgh the Tex@Info subscription.

1.2 Braking Control Systems

The braking system efficiency, e.g. the space needed to slow down and stop a moving vehicle under diffe-
rent road surface and weather conditions, depends mainly on the braking torque applied to the wheels or
the axles, and on the capability to transfer this torque, through the tyres, to the road.
In order to improve braking performance and driving stability in critical conditions, electronic braking
systems were introduced and mounted on heavy vehicle where safety requirements are more demanding.

1.2.1 Anti-Lock Braking System (ABS)

This system prevents wheel lock-up on any road surface, thereby reducing stopping distance and ensuring
vehicle stability and control. By monitoring wheel slips, the ABS can detect whether the wheels are locking
up, relieving pressures in the brake cylinders to avoid lockup through a pulse-width control signal (PWM)
that ensures that the brake torque is transmitted to the whole tyre circumference.
The ABS automatically switches off supplementary braking systems, like the retarder. ABS is not an electro-
nic braking system but a pneumatic system with electronic control (figure 6).

1.2.2 Anti-Slip Regulation (ASR) / Traction Control

The ASR acts like a limited-slip differential, limiting tire slip in acceleration on critical surfaces, thereby im-
proving safety and cornering stability, ensuring optimum traction, and reducing strain and wear on mecha-
nical parts.
 

These systems use the same wheel-sensors employed by the ABS, monitoring differences in rotational
speed and braking spinning wheels, to reduce wheel slip. Some traction control systems can also reduce
engine power to the slipping wheels.

1.2.3 Electronic Brakes Limiter (EBL)

This system measures the axle slip, by comparing the wheel speeds at the axles. Furthermore the EBL
monitors the vehicle speed and the deceleration. By doing so, the ECU calculates the minimum deceleration
needed to slow the vehicle down in the shortest possible time, according to the actual load sensed.
FRONT REAR TRAILER MANAGEMENT

Figure 6

Input signal / Sensors

Output signal / Actuators

1) ECU
2) Foot valve 6) ASR solenoid valve
3) ABS solenoid valve 7) Brake pressure sensor
4) Pneumatic relay valve 8) Trailer coupling
5) Wheel speed sensor 9) Trailer distributor (triple valve)
10

1.3 Electronic Braking System (EBS)

The EBS is, unlike the ABS, a fully electronic system that integrates assisted braking functionalities (ABS,
EBL, traction control), governing the entire tractor and trailer braking sequence, and interacting with other
electronic systems to reduce reaction times and stopping distances, improve safety and stability, and redu-
ce vehicle running costs, through equalisation of lining wear.
Also known as “brake-by-wire”, the EBS controls the brakes through electronic signals, both at the brake
pedal, via the brake signal transmitter, and at the axles, via specific control modules.

Texa provides diagnostic coverage of Wabco, Knorr, Bosch, Haldex and Volvo EBS.

Below find the functional diagrams of the Wabco (figure 7) and Knorr (figure 8) EBS, that can be diagnosed
via Texa diagnostic tools, providing, besides detailed diagnostics, monitoring of pressure and brake liners.
The latter functions would be both time consuming and costly if performed manually.
FRONT REAR TRAILER MANAGEMENT

Figure 7
Input signal / Sensors
Output signal / Actuators
CAN bus

1) ECU 6) EBS trailer control valve

2) Brake signal transmitter 7) EBS brake wear sensor
3) EBS front-axle proportional relay valve 8) ABS wheel speed sensor
4) ABS solenoid valve 9) Trailer coupling
5) EBS rear-axle modulator 10) Brake pressure sensor inside respective valves

© TEXA S.p.A. - January 2007 - 8200010 - All rights for translation, partial or total adaptation with any means and all copyrights are reserved.
 11

Iveco, DAF and Mercedes-Benz trucks are equipped with Wabco EBS
FRONT REAR TRAILER MANAGEMENT

Figure 8

Input signal / Sensors

Output signal / Actuators
CAN bus

1) EBS ECU 5) EBS trailer control valve

2) Brake pedal transmitter 6) Load sensor
3) Single control module 7) EBS brake wear sensor
4) Dual control module (for version 2.2 only; 8) Wheel speed sensor
two modules, each for each wheel, is used 9) Trailer coupling
in versions 2.0-1) 10) Brake pressure sensor inside respective valves

Knorr EBS is fitted in Volvo, Scania, MAN and Renault Trucks

© TEXA S.p.A. - January 2007 - 8200010 - All rights for translation, partial or total adaptation with any means and all copyrights are reserved.
12

1.4 Trailer Braking Systems

Like tractor units, also trailers and semi-trailers are equipped with control braking systems, that provi-
de first-level diagnostic functions, such as error reading and erasing, and detailed second-level serial
diagnostics features. ABS but also electronic systems, such as EBS, are mounted on trailers for improving
braking stability and control, reducing liner wear, and are fitted on-board trailers to reduce maintenance.
Diagnostic procedures can be run on these systems for detailed monitoring of all ECU input/output signals,
such as wheel speed, braking pressure, brake pad wear, load pressure, etc.

Wabco Compact ABS

Both slow (blink code) and fast serial diagnostics are possible with this
system (figure 9). Serial diagnostics is possible by direct connection
to the ECU (figure 10) or plugging the specific cable (figure 11) into the
diagnostic socket located on the chassis.

Figure 9

Figura 10 Figura 11
 13

Wabco Vario C ABS

Blink code diagnostics is made possible by jumping the
ECU pins as shown in the self-diagnosis instructions pro-
cedure (figure 12).

Figure 12

Modal-Grau ABS
An internal display in the ECU shows the error codes. To
access the ECU loosen the four screws that fasten the
cover. Then enter the code in the program window to view
the error description (figure 13).

Figure 13

Knorr KB3-TA ABS

Serial diagnostics is not limited to reading parameters and
errors, but system configuration after ECU replacement is
possible (figure 14).

Figure 14
14

EBS for Trailers

Wabco (figure 15), Haldex (figure 16) and Knorr EBS systems are covered by Texa diagnostic tools.
Besides reading ECU input/output signals, special functions, like configuration after ECU replacement, are
available.

1) EBS relay valve

2) EBS trailer modulator
3) ABS speed sensor
4) Axle load sensor
5) Pressure sensor
6) Pressure switch
7) Redundancy valve

Figure 15

The figure 16 shows the control unit of Haldex EBS and connection instruction to the diagnostic socket, to
be made using a 3151/T07 universal cable.

Figure 16
 15

1.5 Retarders or Frictionless Braking Systems

Heavy vehicles are frequently fitted with retarders, such as engine brakes, exhaust brakes, hydraulic retar-
ders and electric retarders.

A retarder is a supplementary braking system used to slow vehicles down, with the final braking being
carried out by friction braking, thereby improving braking performance, especially when descending a long
incline, and enhancing the service lifetime of traditional friction-based systems. In fact, retarders are not
capable of bringing vehicles to a standstill, as their effectiveness diminishes at low speeds, but are used to
support traditional braking systems susceptible to fade when used extensively.

The retarder (figure 17) can be operated manually, by means of specific levers on the control panel, or
automatically. In the first case, the retarder applies a braking force proportional to the position of the lever
(figure 18) and the traditional braking is deactivated. In the second case, the retarder action is integrated
into a braking control system, and the retarder braking torque, calculated according to the effective load, is
transmitted via the CAN to the electronic braking control unit.

0 Off
1 Engine brake + Retarder 15%
2 Engine brake + Retarder 33%
3 Engine brake + Retarder 50%
4 Engine brake + Retarder 66%
5 Engine brake + Retarder 83%
6 Engine brake + Retarder 100%

Figure 17
16

Figure 18

The retarders that can be diagnosed by Texa tools are currently:

ZF (on Iveco, Renault, MAN, DAF trucks)
Voith (Volvo and MAN trucks, Renault and Mercedes buses)
Telma (on Mercedes-Benz buses)
Volvo (on trucks and buses)
Scania (on trucks)
Mercedes (on trucks)

1.6 Electronically Controlled Air Suspension (ECAS)

ECAS system (figure 19) provides constant chassis height, braking, stability and cornering adjustable with
the load, improved comfort and reduced fuel consumption. Moreover, ECAS provides constant monitoring
of the electropneumatic system.

Input signal / Sensors Figure 19

Output signal / Actuators

© TEXA S.p.A. - January 2007 - 8200010 - All rights for translation, partial or total adaptation with any means and all copyrights are reserved.
 17

1.6.1 Remote control

This device can remotely control the chassis trims, from the driver’s seat or from the ground (figure 20).
The remote control provides a set of selection buttons, to raise and lower the chassis and to pre-select the
desired chassis level, and two indicators (led A and B) to acknowledge the front and rear axle selections.

A) Front axle LED indicator

B) Rear axle LED indicator
1) Acknowledge front axle selection
2) Acknowledge rear axle selection
3) Pre-selection 1
4) Pre-selection 2
5) Normal level
6) Chassis up
7) Chassis down
8) Stop

Figure 20

To perform a complete diagnosis of an electronically controlled suspension system it is required to

control the chassis according to a specific procedure. Check for the remote control before starting the
diagnosis.
18

1.6.2 Chassis Component Location

4X2 P
1) ECAS solenoid valve
2) Distance sensor
3) Low pressure switch

Figure 21

6X2 FP
1) ECAS solenoid valve
2) Distance sensor
3) Low pressure switch
4) Load sensor

Figure 22

“P” stands for pneumatic suspensions on the rear axle only and “FP” stands for pneumatic suspen-
sions on both front and rear axles of the vehicle.
 19

1.7 Electronic Diesel Control (EDC)

In modern diesel engines, the fuel is finely atomised directly into the combustion chamber. To deliver fuel
injection at high pressure, specific injection systems are required, governed by electronic control systems
that control injection timing, fuel quantity and fuel pressure depending on the requirements.

EDC controls mainly:

• injection timing and advance adjustment, refers to the angular engine position, depending on
performance and emission control strategies
• exact fuel quantity, depending on requirements and adjusted according to emission control strategies
• injection pressure, depending on available pressure from the injection system and the required
performance
• exhaust-gas recirculation, to reduce pollutants

1.7.1 Pump-Line-Nozzle System

A traditional fuel system using a single injection pump driven by the geartrain . The central injection pump
feeds a separate injection nozzle located in the cylinder head above each cylinder. Lines, which must be of
exactly equal length, link each pump plunger with the associated nozzle. Each nozzle incorporates a needle
valve and the orificies which actually handle atomisation.

The EDC of a pump-line-nozzle system (figure 23) is made up of:

• EDC ECU with internal mapping for engine control
• sensors (engine position, accelerator pedal position, air flow meter, coolant temperature, pintle shift sen-
sor, supercharger sensor, air temperature)
• actuators (flow actuator, advance and stop valve flow regulator, glow-plug/heating grid, supercharging
system)
20

Trucks are equipped with systems with have different names according to their development level
(e.g. M7, Ms5, Ms6.1, Ms6.4, ETC). EDC features blink code and serial diagnostic modes, in some cases
limited to error reading only, such as for the Bosch M7 equipping Iveco 380 and 470 engines.

Figure 23
1) EDC ECU (Ms5)
2) Main relay 11) Air temperature sensor
3) Accelerator pedal position sensor 12) Air pressure sensor
4) Brake pedal switches 13) Engine position sensor
5) Clutch pedal switch 14) Pintle position sensor
6) Cruise Control 15) Solenoid valve
7) Tachograph 16) ABS/EBS ECUs
8) Instrument panel/on-board computer 17) Retarder ECU
9) Diagnostic socket 18) Engine brake
10) Coolant temperature sensor 19) Transmission ECU
 21

1.7.2 Unit Injector System (PDE)

Instead of feeding the nozzle from a single pump, the PDE system combines the injection pump and the
nozzle into a single assembly (figure 24) feeding each cylinder separately. Each unit injector is fitted in
the engine head directly over the combustion chamber (figure 25).The pumping element is driven by the
camshaft by means of rocker arms. The UIS has no high-pressure lines with the result that, depending upon
rotational speed, injection pressures of up to 2000 bar are available. The system is managed by a specific
ECU for optimal fuel economy and emission control.

Figure 24

Pump Injector
1) Solenoid valve governed by the ECU, controls fuel delivery
2) Pumping element driven by a camshaft rocker arm
3) Nozzle

Figura 25
22

1.7.3 Unit Pump System (PLD)

In the PLD a unit pump is fitted in the crankcase (figure 26) or in special supports controlled by a specific
camshaft. The high-pressure pumps are connected by short injection lines to conventional nozzle-and-
holder assembly, feeding the respective cylinders (figure 27). The short lines, of equal length, allows for the
build up of injection pressures reaching 1800 bar.

Figure 26

This system is fitted on Mercedes-Benz, DAF and Renault trucks.

PLD system
1) Pumping element
2) Solenoid valve
3) Injection pipe
4) Nozzle holder and nozzle

Figure 27

© TEXA S.p.A. - January 2007 - 8200010 - All rights for translation, partial or total adaptation with any means and all copyrights are reserved.
 23

1.7.4 Common Rail

A common rail system is characterised by a distribution rail delivering constant high pressure, reaching
1800 bars at the injectors. In this system pressure generation and injection control are entirely independent
(figure 28). The rail pressure is governed by the pump flow rate, depending on the engine speed, and is
controlled by a flow meter valve, that can be deployed either on the high pressure rail or in the low pressure
circuit of the pump. The latter solution reduces temperature and the pressure waves in the rail. The valve is
controlled by a PWM signal generated by the engine ECU.
The independent injection control allows multiple injection sequences (pre-injection, pilot injection, main
injection and post-injection), ensuring improved performance, fuel economy, noise reduction and pollution
reduction in compliance with new environmental requirements.

This system is fitted by Iveco, Renault, DAF and MAN.

Common Rail System

1) Electrical fuel pump
2) High pressure pump
3) Flow meter valve
(Pressure regulator)
4) Distribution Rail
5) Pressure sensor
6) Injector

Figure 28
24

1.8 Automatic Transmission Systems

Automatic gearboxes for trucks generally consist of mechanical gearboxes with an electro-pneumatic
module driving the actuating cylingers for gearshifting (Shift Module) and a specific module for automatic
clutch engagement (Clutch Module), the latter limited to those systems that do not require operating the
clutch.
The most advanced systems optimise the driveline through sharing control information with the main engi-
ne and vehicle electronic systems (EDC, retarder, EBS, etc.) via the communication bus.

Transmission systems for trucks vary with the manufacturer (ZF , Allison, Mercedes-Benz, Scania,
Volvo, Voith, etc.) and to the vehicle.

Automatic transmission solutions can be diagnosed in blink code or serial mode using Texa diagnostic tools.

Electronic Powershift (EPS/GS)

Actros Mercedes-Benz
1) Gearshift cylinder
2) Pre-selection cylinder
3) Range actuator cylinder
4) Gear selector/transmitter
5) ECU
6) Clutch travel sensor

Figure 29

A copy of the technical bulletin delivered to tex@info subscribers on January 2004 is provided
below.
 25

Message type: Bulletin

Subject: Actros Automatic Transmission
Description: Possible EPS configurations
System type: AUTOMATIC TRANSMISSION
Make:MERCEDES

Message:
The AXONE 2000 Motor Trucks auto-diagnosis program (page with hammer and screwdriver icon in the top
right) for EPS automatic transmission fitted in Actros models includes various fundamental configuration
functions for correct repairs. These functions are illustrated below.
Clutch wear: This parameter must be checked whenever the ECU is replaced and reprogrammed manually
if needed. The parameter for single plate clutch (V 6 engine) is 5373 mm. The parameter for double plate
clutch (V 8 engine) is 4369 mm. The correct parameter is automatically set by selecting the plate type.
New clutch maximum stroke: before accessing this configuration, check “Max. clutch stroke” and “Max.
clutch learning” on the parameters page (unit of measure icon in the top right) and take note of the values;
- if the “Max. clutch stroke” parameter is zero, enter the previously no-ted “Max. clutch learning” value;
- after replacing the clutch, enter the “Max. clutch learning” value only after completing the full initialisa-
tion procedure on the same settings page; - if you have replaced the ECU, enter the “Max. clutch stroke”
parameter of the old ECU after completing the full initialisation procedure.
Current clutch wear: before accessing this configuration, check the “Clutch wear” and “Clutch stroke”
parameter on the parameters page (unit of measure icon in the top right) and take note of the values; pro-
cedure 1 - if the value is zero, enter the previously noted “Clutch stroke” with the clutch disconnected;
-if the ECU has been replaced, enter the “Current clutch wear” parameter of the old ECU only after having
completed the full initialisation procedure on the same settings page; procedure 2 - if you have changed
the ECU, enter the “Clutch wear” parameter of the old ECU after completing the full initialisation procedure
otherwise enter zero. Divider configuration: This parameter is used to select the torque divider. Important:
this parameter must be programmed again after running a full initialisation procedure. Construction site
function configuration: This parameter is used to activated construction site service ECU functions.
This parameter must be programmed again after running a full initialisation procedure.
Splitter sensor bypass configuration: This parameter indicates whether the splitter sensor is superfluous.
This function is currently available on road vehicles without EAS (automatic transmission) only.
Engine speed sensor adaptation for tachograph configuration: This parameter is used to adapt the GS
ECU (shift management) to the engine speed sensor for the tachograph. Set YES if the vehicle fits either:
- a MTCO modular tachograph without Telma-Focal retarder, or - a FTCO flat tachograph with Telma-Focal
retarder. Set NO if the vehicle fits either:
-a MTCO modular tachograph and a Telma-Focal retarder, or
- a FTCO flat tachograph without Telma-Focal retarder.
TEXA S.p.A.

© TEXA S.p.A. - January 2007 - 8200010 - All rights for translation, partial or total adaptation with any means and all copyrights are reserved.
26

ZF “AS-TRONIC”

Enhanced electronic gershift with dedicated CAN line between the gearshift lever, the electro-pneumatic
shift-module and the display unit. The electronics calculate the optimal gear step and shift timing, controls
the clutch, via a specific module, the shift sequences and coordinates the automatic transmission with the
electronic diesel control unit.

Three steps can be identified in the ZF “AS-

Tronic” transmission development:
•AS-Tronic 1 (Iveco 380 and 470 engines)
•AS-Tronic 1 + CAN (Iveco Cursor)
•AS-Tronic 2 (Iveco, MAN, DAF, Renault)

Figure 30

The main feature that allows to recognise different transmission systems is the ECU location: on the side
of the gearbox for the AS-Tronic 1 and on the upper part of the gearbox for the AS-Tronic 2.

OPTICRUISE Scania

The Opticruise is the automatic gear shift sy-

stem fitted by Scania. This system derives from
a manual gearbox with specific pneumatic ac-
tuators arranged on the side of the box.

Figure 31
27
28