BENDIX SD-13-4788 Bedienungsanleitung PDF herunterladen (Seite 5)

drive axles (6 x 4) requires 4 speed sensors for antilock

only operation, but have the option to use 6 speed sensors

for enhanced performance of both antilock and traction

operation.

- Vehicle power is supplied to the EC-17

™

controller from

the ignition switch through a 30 amp fuse. The electrical

ground for the EC-17

™

controller is the vehicle chassis.

- A connection for a traction enable switch is provided,

and used when the optional traction feature is installed.

The switch allows traction to be turned on or off manually.

- ATC requires J1922/J1939 drivers requested torque.

This input is necessary to engage differential braking on

units built after mid-year 2000.

OUTPUTS

- Modulators - The Bendix

M-22

™

modulator, is the means

by which the EC-17

™

controller modiﬁ es driver applied

air pressure to the service brakes. The modulator is an

electrically controlled air valve located near the service

actuator(s) it controls. It is the last valve that air passes

through on its way to the brake actuator. A wiring harness

connects the modulator to the EC-17

™

antilock controller.

Solenoid valves contained in the modulator provide

the electrical interface between the EC-17

™

controller

electronics and the air brake system. The EC-17

™

controller

is able to simultaneously and independently control four

individual modulator assemblies. When vehicle power

is supplied to the EC-17

™

controller, a modulator “chuff”

test is performed. When the brake pedal is depressed

and the ECU is powered via the ignition switch, the

patented modulator “Chuff” test is audible. A properly wired

modulator will exhaust air with a sharp (or crisp) audible

“Chuff”. On ECU’s manufactured prior to mid-year 2000, the

hold solenoid of a modulator is energized three times longer

than an exhaust solenoid while the “Chuff” test is being

executed. If the modulator hold and exhaust solenoid wires

are reversed the audible “Chuff” is not crisp because of the

extended exhaust energization. After mid-year 2000, the

hold solenoid of the modulator is energized twice while the

exhaust solenoid is energized once. If the modulator hold

and exhaust solenoid wires are reversed the modulator will

exhaust twice during a “Chuff”. The vehicle modulators will

“Chuff” in the sequence: right front, left front, right rear, left

rear. It will execute this exhaust sequence twice, for a total

of eight exhausts. Both patented audible “Chuff” tests help

the mechanic verify when the modulators are functional

and connected correctly without needing additional test

equipment. If an issue is detected with the modulators,

proceed with modulator troubleshooting or compare the

modulator wiring to the vehicle wiring schematic found in

Figure 5.

- An AntiLock dash light through an electrical relay is

connected to, and controlled by, the EC-17

™

controller and

serves as a means of advising the driver of the condition

of the antilock system.

- Two control link connections to the engine or

transmission retarder and its relay are provided on the

EC-17

™

controller. One control link or the other can be

utilized, but not both on the same vehicle. The hardware

for one control link conforms to S.A.E. standard 1708 and

the protocol, or coded language used, conforms to S.A.E.

standard J1922. The other control link conforms to S.A.E.

standard J1939. Use of a control link allows the EC-17

™

controller to temporarily disable the retarder during certain

modes of operation. Units built after mid-year 2000 have

improved retarder operation, allowing the retarder to re-

enable sooner following an ABS event. While the EC-17

™

controller is capable of this function, and connections

are provided, it is not always used. Use of the retarder

disable function is not essential but highly recommended

for vehicles equipped with a retarder.

Note: The EC-17

™

controller can also disable the retarder

using the same S.A.E. J1922 or S.A.E. J1939

protocol it uses to control the traction control, engine

torque limiting feature. For this redundant retarder

disable to function, the EC-17

™

controller must be

connected to the engine control module (as would

be the case if the EC-17

™

controller is programmed

for the traction control, torque limiting feature).

- The diagnostic link enables the EC-17

™

controller to

“report” its operating condition to an external computer

using the Bendix diagnostic communications interface

hardware in response to certain commands it receives

from software like Bendix ACom

for Windows*. The EC-

™

controller diagnostic link hardware conforms to S.A.E.

standard J1708. The protocol, or coded language used,

conforms to S.A.E. standard J1587. While connections

are provided for this function, it is not always used. The

use of the diagnostic link is essential for the servicing and

reconﬁ guration of the EC-17N

™

controller. The diagnostic

link is also used by the EC-17

™

controller to request

additional information and to assist diagnostics and

troubleshooting.

FIGURE 6 - M-30

™

, M-32

™

, AND M-32QR

™

MODULATORS

* Windows is a registered trademark of Microsoft Corporation.

M-32QR

™

MODULATOR

M-32

™

MODULATOR

ELECTRICAL

CONNECTOR

DELIVERY

(PORT 2)

SUPPLY

(PORT 1)

EXHAUST

(PORT 3)

M-30

™

MODULATOR

1 2 3 4 5 6 7 8 9 10 ... 31 32

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