Doc. No. Y251292 (EN - Rev.

001)
February 2019

USER MANUAL

EBS5x END OF LINE (EOL) DIAGNOSTICS

CONTENT
System Description
Database Management
Program Settings
EOL Test
» Y251292 – (EN - REV. 001) | February 2019

Disclaimer
The information contained in this document is intended for the exclusive use of trained persons within the commercial vehicle industry, and must not be passed on
to any third party. All recommendations regarding products and their servicing or usage are with reference to Knorr-Bremse products and should not be considered
applicable to products from other manufacturers.
This information does not purport to be all-inclusive and no responsibility is assumed as a result of its use. We cannot accept any liability nor offer any guarantee
regarding data accuracy, completeness or timeliness. The information does not represent any guarantee or ensured characteristics of the Products or Systems
described. No liability can be accepted based on the information, its use, recommendations or advice provided. In no event may we be held liable for any damage or
loss except in the case of wilful intent or gross negligence on our part, or if any mandatory legal provisions apply.
Any legal disputes arising from the use of this information shall be subject to German law.
Note: If service work is carried out on the vehicle, it is the responsibility of the workshop to ensure the vehicle is fully tested and in full functional order before the
vehicle is returned into service. Knorr-Bremse accepts no liability for problems caused as a result of appropriate tests not being carried out.
This disclaimer is an English translation of a German text, which should be referred to for all legal purposes.

Revision Details
Rev. 000 Dec. 2016 New document
Rev.001 Feb. 2019 New features of the tool added

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Contents

Safety and Environment Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1. Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.1 General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2 System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2. Starting the EBS5s EOL Diagnostics program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2.1 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

3. Connection of ECU, UDIF and PC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

3.1 Diagnostic cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

4. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.1 Menu Tabs and Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2 System Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

5. Database Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.1 View stored reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
5.2 Save database. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.3 Restore database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

6. Change Program Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

6.1 User interface and data settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
6.2 EOL EBS5x Parameter Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

7. Test Processes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
7.1 Start test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
7.2 Connecting the test system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
7.3 Vehicle identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
7.4 ECU update. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
7.5 EOL Test procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
7.6 EOL Test report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72

8. Parameter editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

9. Developer tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
9.1 Clear and read trouble codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
9.2 EBS system identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
9.3 ESP calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
9.4 Saving ECU dataset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
9.5 Writing ECU dataset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
9.6 Downloading ECU software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
9.7 Full Backup Mode (start/stop) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
9.8 Roller Test Bench Mode (start/stop). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
9.9 Lausch over CAN (enable/disable). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
9.10 Displaying parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
9.11 Axle pressure control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90

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Safety and Environment Guidelines

Note: The safety advice listed below is applicable to general service and diagnostic work on braking systems. Also observe any
recommendations from the axle or vehicle manufacturer concerning towing, jacking-up and securing the vehicle.
CAUTION: KNORR-BREMSE IS NOT LIABLE FOR ANY INJURIES OR DAMAGES CAUSED BY IMPROPER USE OF SPECIFIED SERVICE KITS AND/OR
SERVICE TOOLS. FURTHERMORE, MISUSE OF TOOLS OR INCORRECT INSTALLATION OR APPLICATION OF SERVICE KITS MAY RESULT IN DAMAGE OR
POTENTIALLY UNSAFE VEHICLE OPERATIONS. IN THIS CASE, KNORR-BREMSE DOES NOT HAVE ANY WARRANTY OBLIGATIONS.
Before and whilst working on or around compressed air systems and devices, the following precautions should be observed, along with the many
hazard notes contained throughout the document:

1 Always wear safety glasses when working with air pressure.

2 Never exceed the vehicle manufacturer’s recommended air pressures.
3 Never look into air jets or direct them at anyone.
4 Never connect or disconnect a hose or line containing pressure; it may whip as air escapes.
5 When removing or servicing a product, ensure all pressure related to the specific system it is contained in has been depleted to 0 bar. Be aware that if the vehicle
is equipped with an air dryer system, it can also contain air pressure along with its purge reservoir, if fitted, even after pressure has been drained from the other
reservoirs.
6 If it is necessary to drain the air pressure from reservoirs, etc., keep away from brake actuator push rods and levers since they may move as system pressure
drops. On vehicles fitted with air suspension, it is advised when undertaking such work, to support the chassis from sudden lowering and therefore prevent any
possibility of being trapped between the chassis and axle or ground.
7 Park the vehicle on a level surface, apply the parking brakes, and always chock the wheels as depleting vehicle air system pressure may cause the vehicle to roll.
8 When working under or around the vehicle, and particularly when working in the engine compartment, the engine should be shut off and the battery
disconnected. Where circumstances require that the engine be running, EXTREME CAUTION should be taken to prevent personal injury resulting from contact
with moving, rotating, leaking, heated or electrically charged components. Additionally, it is advisable to place a clear sign on or near the steering wheel advising
that there is work in progress on the vehicle.
9 When working on vehicles equipped with air suspension, to guard against injury due to unexpected downward movement of the chassis caused by sudden
pressure loss in the suspension system, ensure that the vehicle chassis is mechanically supported with a ‘prop’ between the chassis and the axle or between the
chassis and the ground.
10 Examine all pipework for signs of kinks, dents, abrasion, drying out or overheating. Be aware that kinks in pipework may result in air pressure being trapped in the
pipework and associated equipment. Replacement hardware, tubing, hose, fittings, etc. must be of equivalent size, type and strength as original equipment and
be designed specifically for such applications and systems. Check the attachment of all pipework; it should be installed so that it cannot abrade or be subjected
to excessive heat.
11 Components with stripped threads or damaged/corroded parts must be replaced completely. Do not attempt repairs requiring machining or welding unless
specifically stated and approved by the vehicle or component manufacturer.
12 Never attempt to install, remove, disassemble or assemble a device until you have read and thoroughly understood the recommended procedures. Some units
contain powerful springs and injury can result if not properly dismantled and reassembled. Use only the correct tools and observe all precautions pertaining to
use of those tools.
13 Before removing any device note its position and the connections of all pipework so that the replacement/serviced device can be properly installed. Ensure that
adequate support or assistance is provided for the removal/installation of heavy items.
14 Use only genuine replacement parts, components and kits as supplied by Knorr-Bremse or the vehicle manufacturer. Only use the recommended tools as
specified in related Knorr-Bremse instructions.
15 The serviced or replaced product must be checked for correct function and effectiveness.
16 If products have been dismantled, serviced or replaced, whose performance could affect braking performance or system behaviour, this should be checked on
a roller dynamometer. Bear in mind that a lower performance may be experienced during the bedding-in phase if new brake pads/linings and/or brake discs/
drums have been fitted.
17 The use of impact screwdrivers or impact wrenches in conjunction with Knorr-Bremse service tools for air disc brakes is not permitted. The service tools are not
designed for such use. It is likely that the tools or the vehicle will be damaged and there is a serious risk of injury – see Caution above.
18 Do not use compressed air to clean the disc brake. Avoid air contamination of brake dust.
19 Prior to returning the vehicle to service, make certain that all components and the complete brake systems are leak free and restored to their proper operating
condition.

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Welding
To avoid damage to electronic components when carrying out electrical welding, the following precautions should be observed:
1 In all cases, before starting any electrical welding, remove all connections from any electronic control units or modules, noting their position and the order in
which they are removed.
2 When re-inserting the electrical connectors (in reverse order) it is essential that they are fitted to their correct assigned position - if necessary this must be
checked by PC Diagnostics.

Disposal of Waste Equipment by Business Users in the European Union

This symbol on the product, packaging or in user instructions, indicates that this product must not be disposed of with other general waste. Instead,
it is your responsibility to dispose of the waste electrical and electronic parts of this product by handing them over to a company or organisation
authorised for the recycling of waste electrical and electronic equipment. For more information about arrangements for waste equipment disposal
please contact your Knorr-Bremse distributor or local Knorr-Bremse representative.

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1. Introduction

1.1 General description

EBS EOL Diagnostics is able to diagnose EBS ECU based braking systems. It supports end-of-line tests for vehicles equipped with
EBS ECUs.
EBS EOL Diagnostics is not only a diagnostic program, it is able to record a large amount of test related data such as Customer
Name, Vehicle Designation and Test results.
EBS EOL Diagnostics provides a high quality reporting system of test results and also supports saving and loading test results.
This program is also intended to be used to download the EBS ECU configuration (dataset) and modify the application specific
parameters. It is the reponsbility of the operator that the EBS ECU is configured in line with the vehicle specification.

1.2 System Requirements

The operating system should meet the following specification:
• Windows XP SP2 or higher, or Windows 7 SP1 or higher, or Windows 10
• 1024 x 768 display resolution (or higher)
• One or more free USB ports

Communication with the EBS ECU is only possible with the II39809F Universal Diagnostic Interface (UDIF).

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2. Starting the EBS5s EOL Diagnostics program

Before starting the EBS EOL Diagnostics make sure that you have Administrator rights on the computer. If you don’t then the EBS
EOL Diagnostics will start with a failure and not run. Consult your System Administrator about this.

When the UDIF is powered and connected to the computer the program will start in “real mode”, this means the program requires
an actual ECU to be connected to the UDIF and as such all data comes from the ECU and the EOL test can run successfully.
The EOL Tool can be run in off-line mode (without connecting UDIF) which means functions such as modifiying Settings and
Report Handling are still available.

2.1 Installation
To install the diagnostic program, run the “SetupEolEbs5s x.x.x.xx.exe” file using Windows File Manager or similar manager program
and follow the program instructions on the screen. You can choose between English, Chinese, Russian and Turkish languages and
set the target directory where the program will be installed.

Then you can select which component you want to install. You will be able to use the program only with ECUs using one of the
diagnostic protocols supported. If the Tool is used only with one diagnostic protocol (this is the most common situation), it is
recommended to install only one protocol for faster ECU identification during the operation.

After installation a new icon will be placed on your desktop called “EBS5s EOL” . You can also find this icon in “Start” menu.

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3. Connection of ECU, UDIF and PC

Connect the 9 pin D-sub connector of the UDIF to any serial port of the PC directly via cable Z005474 or using a Z007887 serial/
USB converter cable. The program will automatically recognise that the UDIF is connected.
Note: The serial/USB converter cable is supplied with its own installation program. This must be installed before the UDIF is
connected.

Connection to ECU with Knorr-Bremse supplied cables:

The vehicle side connection on the UDIF is a 25 pin D-sub connector. Connect the diagnostic cable K018312 (see diagram in
section 3.1) to this connector on the UDIF. Next unplug the X1 connector on the vehicle’s ECU and connect the 18 pin plug of the
diagnostic cable K017503 into the ECU X1 connector then connect the X1 plug on the vehicle’s wiring harness into the back side
of 18 pin connector of the diagnostic cable. This is how UDIF has to be inserted between the vehicle’s harness and the ECU. Then
connect K017503 and K018312 cables.

Alternatively you can connect the UDIF to the EBS ECU via the external diagnostic port of the vehicle. In this case you need to use a
suitable adapter between the 25 pin D-sub connector and the external diagnostic port.

3.1 Diagnostic cables

• Part Nos. K071313 + K018310 +K018312
for ABS 8 ECU using UDS CAN protocol

Direct connection:
Using cables Part Nos. K017503 and K018312 UDIF can be connected directly to the X1 connector of the EBS ECU .

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3 Connection of ECU, UDIF and PC

Connection via external diagnostic port:

You can connect the UDIF to the external diagnostic interface using three cables. The part numbers of required cables vary
depending on specific diag-plugs and diagnostic protocols used, all variants are shown in the follow-on table.

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Connection of ECU, UDIF and PC 3

Cable set avaialble at Knorr-Bremse:

"1" "2" "3"

Connecting Cable to UDIF

Diag-plug type Diag-Cable 1 Diag-protocol
cable 2 3

30pin K017178 K018310 K018312 CAN

12pin K017180 K018308 K018304 SAE

K017181 K018310 K018312 CAN

EOBD K017181 K018306 K018305 K/L line

K017181 K018308 K018304 SAE

8pin K017185 K017175 K018304 SAE

K017503 K017175 K017180 K017181

K017185 K018308 K018310 K018312

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4. System Description

4.1 Menu Tabs and Buttons

EBS5s EOL Diagnostics provides a simple and easily understandable user interface. All functions are accessed by clicking on the
menu tabs on the top and buttons placed on the right side of the start page.

The menu tabs and buttons are listed below. The details of the main functions are discussed in corresponding chapters.

Start page System menu

Database management Change program settings

EOL test Back to the start page

Parameter editor

Developer tools

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System Description 4

4.2 System Menu

The System menu button located in the upper corner of the right side bar can be accessed any time during the diagnostic
process.

By clicking on one of the three options to highlight it and clicking on the tick in the pop up window you can choose from:

Bug report: This feature collects information about the software and opens a “bug report” window, from which you can
save and /or send the collected data to Knorr-Bremse. You should open this window directly after the software detects
and displays a non-predictable error. By sending this report to Knorr-Bremse the problem can be easily fixed.

Minimize: By choosing this feature you can hide the main window to provide access to other programs. When the
display is set to full screen mode it is only possible to switch to another program that is already running.

Exit: The program is closed when this option is selected. Do not forget to store your diagnostic data before closing the
program. Saving the data can be done only if the EOL testing is completed.

Close the “System menu” window by clicking on the “Close” button .

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5. Database Management

5.1 View stored reports

The software automatically records the test report at the end of the test and stores it in the database.
You can reopen any saved test report by highlighting “Reports” in the “Managing database” menu and clicking on the “Next page”
button in the bottom right corner.

Click on a report to highlight it and it can be reviewed , printed out or deleted from the list by clicking on the corre-
sponding button on the menu bar on the right side of the screen.

In case of new reports not yet listed on the page, click on the refresh button to reread the database. Go back to the previous
window by clicking on the “Previous page” button in the bottom right corner.

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Database Management 5

5.2 Save database

You can make a backup of your databases by selecting (highlighting) “Backup” in the “Managing database” menu and clicking on the
“Next page” button in the bottom right corner.

If you want to save the database in a different folder or with a different name to that proposed by the program, click on
the “Change backup file” button . To save the database click on the “Backup database” button
.
Go back to the previous window by clicking on the “Previous page” button in the bottom right corner.

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5 Database Management

5.3 Restore database

A database previously saved can be restored any time by selecting (highlighting) the “Restore” in the “Managing database” menu
and clicking on the “Next page” button in the bottom right corner.

You can search for and choose the database you want to restore by clicking on the “Change backup file” button
, and load it back by clicking on the “Restore database” button .

Go back to the previous window by clicking on the “Previous page” button in the bottom right corner.

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6. Change Program Settings

6.1 User interface and data settings

Some program settings can be adjusted according to user requirements. To open the settings window, click on the “Change
settings” on the menu bar on the right side of the start page.

Config: You can specify a name to the current diagnostic configuration which will appear to the left of the footer line in all screens
and on the test report as well.

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6 Change Program Settings

Display: The screen type (full screen or window screen) and the display style can be set using this option.

Double click on the existing style and you can choose an alternative in the drop-down menu.

User: You can write the name and address of the company and the name of the person who made carried out the diagnostic test.
This information will be shown in the header of the test report to identify who is responsible for the test and its result.

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Change Program Settings 6

6.2 EOL EBS5x Parameter Settings

6.2.1 EOL parameters
In this window are listed operational parameters that can be adjusted by the user. In the next section the function of these
parameters will be discussed in detail.

CAN network speed: If the value is set to:

• „Autodetect”: the application tries to start the communication on both 250 kBaud and 500 kBaud after each other;
the actual network speed will be detected.
• „250 kBaud”: the application communicates with 250 kBaud;
• „500 kBaud”: the application communicates with 500 kBaud.

If you click in the edit field then a button appears, by pressing it you can open the drop-down menu and select the value by
clicking on it.

ECU update: If the value is set to:

• “Ask user”: the operator will be asked, after communication setup and before starting EOL test, if ECU update should
be carried out
• “Always”: the ECU updater will be started automatically and it starts to look for compatible EBS softwares and
datasets available after communication setup
• “Never”: ECU will not be updated.
If you click in the edit field then a button appears, by pressing it you can open the drop-down menu and select the value by
clicking on it.

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6 Change Program Settings

Force software download: If the function is enabled (by checking the checkbox), then all EBS softwares which are available for the
diagnostic program will be offered for download if compatible with the hardware and if there are compatible datasets available. If
this function is disabled then only recommended software updates will be offered. For details see chapter 7.4.1 Software updater.

Enable ECU label printing: If you set the parameter to “True” then ECU sticker printing will be offered after finishing ECU update. For
details of the function see chapter 7.4.5 ECU label printing.

Location of saved dataset: After ECU update you can save the dataset file which was downloaded e.g. for aftermarket purposes.
You can set the path of the dataset file in this edit box, see details of the feature in chapter 7.4.4 Dataset saving.

Rear/Front back-up pressure ratio: You have to set this value according to the foot brake module the vehicle was equipped with.
The pressure ratio is defined by the FBM pneumatic (back-up mode) characterestic. Typical value is 75% in case of truck type FBM
(there is a certian pressure hold-back in circuit 2) and 100% for bus type FBM. Make sure the proper value is set before beginning
EOL tests.

ALS minimum/maximum acceptable value: The voltage range of axle load sensor which is acceptable during EoL-test can be set
in these edit boxes. The voltage range (minimum and maximum limits) have to be set to the load condition which the vehicle goes
to the EoL-station with. If the limits are chosen properly the faults of axle load sensor can be detected during ALS tests, see chapter
7.5.11 ALS tests.

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Change Program Settings 6

Roller test bench speed: the speed of the roller test bench used for EOL wheel tests can be given here. If the tool type is set to
roller test bench the wheel speed limits during wheel tests will be calculated based on this value. If you want to modify the value
you have to click on the edit field, then a pop-up window appears where you can select the required speed.

Forced usage of Fast SAS adjustment: If this box is checked the fast SAS adjustment will always be initiated after SAS calibration. If
it is not checked, the function will be initiated only if the vehicle configuration requires it. This option is recommended to be used if
the accuracy of wheel alligment for sensor calibration is in question. See also chapter 7.5.22 SAS calibration.

Used tool type: The wheel and axle test processes and wheel speed limits will be chosen according to the tool used during the
EOL process. You can choose by opening the drop down list with a single click in the field then clicking on the required type. The
possible types are the following:
- “Roller test bench (RTB)”: This type has to be selected if roller test bench is available for the EOL tests and braking
forces can be measured by the bench, in this case the wheels will be rotated by the bench;
- “Manometer + manual”: If no RTB can be used but manometer connected to brake chamber is available then
you can select this option. With this setting the wheel will have to be rotated by hand and during pressure tests
the braking pressure at the wheels will have to be measured using manometer. The required wheel speed will be
lowered to the required minimum;
- “Manual”: If no RTB or manometer is used the wheels will have to be rotated by hand and you will have to check
braking pressures by checking whether the wheels are blocked. The required wheel speed will be lowered to the
required minimum.

Minimum/Maximum brake force at pressure circuit test: The upper and lower limits of wheel brake force can be set in these edit
fields and will be set as brake force limits for wheel and axle pressure tests. During the test the diagnostic application will control
the pressure given in edit box “Brake pressure level for pressure circuit test” to the tested wheel/axle. You have to set these limits so
that the brake force at the given brake pressure will be between the limits with some tolerances in case of normal operation.

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Maximum brake force on 0.1 bar: During wheel and axle pressure tests the pressure release will also be tested and 0.1 bar will be
controlled to tested wheel i.e. axle. If tool type is set to roller test bench the operator has to check if the brake force is lower then
this limit. You have to set this value according to the brake factor and hysteresis of the wheel with a certain tolerance.

Brake pressure level for pressure circuit test: During wheel and axle pressure tests the program will control a braking pressure to
the tested wheel/axle that is equal to the value given in this field. The pressure is limited to 3 bar, if you set a value higher than the
limit it will be automatically set to this upper limit.

Maximum time of PCV valve control: The duration of pressure control valves actuation will be limited to this value during valve
check in order to avoid overheating of the valve unit. You can set this time up to 15 seconds. If a higher value is inserted it will be
changed automatically to the maximum allowable value (15 sec) by the program.

Force checking wheel speeds instead of pressure: If the function is enabled (checked) then the operator will have to check wheel
speeds instead of wheel pressure during wheel pressure tests if roller test bench is used but the brake force cannot be measured.
The test process will be the same as with tool type set to “Manual”, but roller test bench will rotate the wheel and the operator has
to check whether the tested wheel is braked (blocked).

Attention: This test method requires special attention and preparation. There is relative high brake force need to be
applied on the tested wheel to be able to stop the roller. The quick built-up of braking pressure on the wheel can result
that the vehicle breaks out from the test bench. It means that the vehicle need to be fixed on the test bench on a proper
way. In case if uncertainity concerning this test method, please contact Knorr-Bremse for support.

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6.2.2 Test steps

The diagnostic program provides the possibility to rearrange the order of some of the test steps according to user demand. Not all
of the test steps can be carried out in an arbitrary order, so you can only modify the steps which are not highlighted in red in the
list.
To adjust the required order you should renumber the steps according to your requirement. In the list all of the possible test steps
are listed independently from the tests that are necessary for the actual vehicle to be tested. The unnecessary test steps will not
appear on the test step list during the diagnostic testing.

In some cases you have to deselect certain test steps manually. This might be because the application cannot decide based on
vehicle dataset whether the tests are needed, e.g. in case of “Emergency release switch - line test” or if you want to divide the EOL
test steps between several test stations and you will carry out only certain tests on each station. To deselect tests you have to
delete the number assigned to the certain test step and put a line “-” in the edit box.

The adjusted order can be saved and restored by the use of the appropriate button on the menu bar on the right side of
the screen. To get back to the default settings click on the button.
Return to the Start page by clicking on the tick button.

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7.1 Start test

You can start the Diagnostic by clicking the “EOL” button on the start page.

In this window there is information concerning the necessary preconditions that should be observed before the test is started.

Remember: If you repair or change any parts of the vehicle during the EOL test you must restart the EOL test from the
beginning.

To switch to the next page click on the “Next page” button in the bottom right corner.

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7.2 Connecting the test system

This window advises you how to make sure that the UDIF is connected properly to the vehicle and to the computer.
Please do not forget to switch off the ignition before you connect the UDIF.

To continue with the next step , click on the “Next page” button

After connecting the UDIF you have to turn the ignition switch on as written in the next screen.

After clicking on the “Next page” button the application will try to communicate with the ECU. If the program cannot establish
communication with the UDIF you will get a message with two possibilities for the solution.

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Firstly you must check the connection and the LEDs on the UDIF. The red LED will light up if the ignition is on. If the connection has
been repaired, you should restart communication by clicking on the “Next page” button .

Even if the UDIF is connected and powered correctly, its software may not be compatible. In this case you should update the
UDIF software by clicking on the “Force update” button and then click on the “Update UDIF software” button
appearing on the screen.

The update takes only a few moments. Once complete it will start to establish communication automatically.
If UDIF communication is working, the application tries to setup communication with EBS ECU. During this process a loading
screen can be seen. If the ECU responds, the icon indicating connection status (lower left corner) changes from
“Connection OFF” to “Connection ON”.

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You can stop the ECU detection process by clicking on the “Abort detection” button
and restart it using the “Retry detection” button or step backward to “Connecting test system” page by
clicking on the “Previous page” button.

If the program cannot communicate with the ABS8 ECU you will get the following error message and indication of the possible
reasons for the problem. Please follow the instructions then try to re-establish communication by clicking on the “Retry detection”
button .

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7.3 Vehicle identification

After communication is established with the ABS8 ECU you should enter details of the vehicle to be tested, such as the Vehicle
Identification Number and the vehicle type. You are also able to enter extra information if necessary. TThis information will be
added to the EOL test report generated after the test.

To go to the next page click on the “Next page” button in the bottom right corner or go back to the previous page by clicking
on the “Previous page” button .

7.4 ECU update

After entering the vehicle’s identification information, the ECU software updater screen appears if the ECU update was enabled in
the “EOL parameters page” in the “NEO” menu /”Change settings” menu . For details see chapter 6.2.1 EOL parameters.
Here you have the possibility to update EBS ECU software or dataset. If you click on “NO” button the EoL Tool
steps forward without ECU update and the EOL test list will be generated.

After choosing the “YES” button the application will automatically check if there are any available datasets or EBS
software compatible with the ECU hardware and will offer the possible updates.

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7.4.1 Software updater

Firsty the EBS software versions (which has also compatible dataset available) will be listed on the screen. Here you have to select
the required version from the list then step forward.

If the “Force software download” function is disabled in the “EOL parameters page” in the “NEO” menu /”Change settings”
menu , then only the recommended software update will be offered. If the function is enabled then all available software will be
shown if they are compatible with the hardware and datasets for the software found. If you choose a software version matching
with the ECU software, software download will be skipped.

7.4.2 Dataset updater

After the required software version has been chosen, the datasets compatible with the ECU and the selected software will be
listed. If the software updater page was not shown and no software download was selected, then you can choose from datasets
compatible with the current ECU software version.
You have to choose the dataset in two steps:
In first step the EOL tool lists the main vehicle types which have available datasets.

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You can continue by clicking on the “Next page” button .

In the second step you will see the avilable datasets for the selected vehicle type with a short description. On this page only the
latest version is shown for each variant (older versions are not listed by the diagnostic program even if they are available).

After selecting dataset variant you can continue with the “Next page” button .

If the chosen dataset has parameters that can be modified by user during ECU update then, after continuing, a page with the list
of user parameters appears. Here you can e.g. set the braking system components based on actual vehicle configuration, enable/
disable certain EBS functions.

Attention: Make sure that the selected dataset and configured user parameters match the vehicle setup. If the parameter set
doesn’t match the actual vehicle, the braking performance can decrease significantly.

After setting the required values you can continue. In the next page you can check the selected software and dataset version
before ECU update.

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7.4.3 Starting download

If the proper files were selected you can confirm the update by clicking on the “YES” button then the application
starts downloading. If you choose “NO” then no ECU update will be carried out and the EOL test list will begin.
If you want to modify the software or dataset version or reset user parameters then you can go back by clicking on the “Previous
page” button .

During ECU update you will see a loading screen showing the progress of writing. If only dataset will be downloaded then the
process takes about 1 minute. When the ECU software is also updated, the writing can take up to 22...45 minutes.

Attention: Please make sure that while the update is in progress the ignition is always on and connection between the EBS ECU
and the computer is active. If the connection gets lost or ECU supply is broken the ECU may get damaged.

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7.4.4 Dataset saving

After the update was finished the application offers to save the downloaded dataset into a file with extension .ds. In this file the
user parameters with the values given by the operator are also stored.

If you have entered a Vehicle Identification Number (VIN) (see chapter 7.3 Vehicle identification) after communication setup the
VIN will be stored in the saved .ds file and will be added to the filename after the dataset name. You can set the path of the file via
“EOL parameters” settings in “NEO” menu / “Change settings” window (see chapter 6.2.1 EOL parameters).

If you have previously saved the file, the next screen will show the path of the file. After clicking on the “Next page” button
the program continues.

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7.4.5 ECU label printing

After the update has finished, the application will offer the option to print an ECU label that can be mounted on the ECU. You can
see the print view of the label on the screen. The label contains identification data such as the manufacturer’s name that can be
given in “User” page in “NEO” page /“Change settings” window, i.e vehicle identification number, version number of the
dataset downloaded and date and time of ECU update.

You can select from the printers available in the combobox above. Then you can start printing via “Print label”
button .
To modify the printer settings click the “Label settings” button then a pop-up menu appears where you can
set the dimensions of the sticker. You can apply settings by clicking on the “Tick” button .

If you click the “Next page” button the application continues and the EOL test will be generated. If the “Previous page”
button was selected you will get back to the first page of ECU updater and you will be asked again whether you want to update
ECU.

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7.5 EOL Test procedure

The Test List generated by the EOL Diagnostic program includes the necessary steps based on the recognised ECU setting and
the components you set previously. The test step order is in accordance with the order you adjusted in the menu item: “NEO”
menu /”Change settings” /”Test steps” menu . For details see chapter 6.2.2 Test Steps.

The EOL test is started by clicking on the “Start test” button and it can be interrupted by clicking on the “Stop test”
button any time.

The test starts from the position of the grey selection bar, so it is possible to stop and start the tests from different positions moving
between the steps, but it is strongly recommended that you follow the order generated by the program. In so doing the steps
follow on from each other automatically and no test will be missed.

The status of each test step will be shown in one of two ways:

• Test steps with a successful result are marked with a green tick ( ).
• Test steps with an unsuccessful result are marked with a red cross ( ).

Note: The test steps not yet tested have neither a tick nor a cross marker.
In the next chapters all of the test steps will be listed with the details of each one. The different test steps need different user action.
Some tests run automatically and only their results are shown on the screen. In other cases the appropriate button is required to
be activated in order to make the decision. There are tests where you need to actuate functions or carry out actions according to
instructions displayed on the screen.

During the test, failure may occure when the ECU gives a negative response to the request sent by the diagnostic program and the
command cannot be executed. In this case an error window appears with the short description of the failure.

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The failure can be caused by a broken power supply, defect of the braking system components, bad connections or failure in the
communication between the components. When the error message appears you should reset the ECU first by switching off and on
the ignition, then retry the current test step. If the failure occurs again, diagnostic failure codes shall be read out and checked if the
communication with the tested component is working and if there is no power supply failure. In case of failure, the component or
its connection shall be checked and fixed if faulty.
Very rarely the error is caused by other, non-predictable reasons. In such cases you should send an error report to Knorr-bremse
by clicking on “Report the problem” . You can send Knorr-Bremse a message immediately using the
“Send mail” button, or you can save it by the “Save message” button and send it to Knorr-Bremse later at the address: neo.
[email protected]. If you have the compatible Bug report viewer installed you can open the error report by clicking on the
“View report” button .
You can add information to the message in the problem description field.

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7.5.1 DTC Before Test

The program reads and lists the fault codes (DTCs) in two sections.
• Active faults, which are currently present in the system marked with red background.
• Stored faults, which occurred in the past and the ECU has stored them into its memory. These are marked with a
yellow background.

If no fault code is found in the ECU memory then the EOL test will move to the next test step. If any fault is found, these will be
listed in the appropriate section and the EOL test stops.

You can move to the next test step by clicking on the “Next page” button or step back to repeat the test by clicking on the
“Previous page” button . In this case you can repair the failure which is found before you continue the EOL diagnostic test.
If you click on “Next page” button the application checks the failure codes which were read out. If there is any code which is not
acceptable, the test is failed ( ). If there is no or only acceptable failure code (like sensor not calibrated), the test is passed ( ).

Note: If there is any failure code with the hint “reload configuration data” or “download new dataset” then the dataset in the ECU
may be faulty or doesn’t match the actual vehicle configuration. In this case it is recommended to restart EOL test and download
the proper dataset with the right user parameters.

(To restart the test you should stop it first by clicking on the “Stop test” button , scroll down to the end of the test list
and click on the “End of test” button , then follow the instructions in section 7.5.26 End of Test)

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7.5.2 EBS System – Identification

The EOL diagnostic program reads from the ECU the stores EBS identification and configuration data. You should check that the
vehicle data and components connected on the vehicle are in accordance with the components and configuration in the ECU. If
they match then you should select “YES” , else select “NO” .

If “YES” is selected the step gets a tick ( ) and the EOL test will move to the next test step.
If “NO” is selected the step gets a red cross ( ) but the EOL test does not stop automatically. It moves to the next step and you
should decide if you want to manually interrupt the test and immediately find the cause of the deviation or continue the test. We
strongly recommend to interrupt the test and find the reason for the problem immediately because if you continue the test with
this ECU it may mean that some necessary test steps cannot be carried out, or some test steps will give a bad result because the
ECU does not match to peripherals.

You should check if the right components are connected on the vehicle according to the system description. If they are connected
properly you should restart EOL test and download the proper dataset with the right user parameters (See chapter 7.4 ECU update).

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7.5.3 Supply Voltage Tests

The program checks the ECU, batteries, EPM, YRS (if installed) and supply voltages automatically. For an acceptable result the
values should be between 21V and 29V for ECU batteries and EPMs and between 11.0V and 13.5V for the YRS supply voltage. If
the measured voltage is correct the program moves to the next step automatically. If the supply voltage is out of range, you will
get the warning “Test is FAILED” with the measured value and the question “Would you like to repeat the test?”. If you decide to
repeat the test (recommended!) you should solve the voltage problem before you click on “YES” button. (Charge or
replace the battery or check the power supply cables).

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7.5.4 Warning Lamp Tests

To check the correct operation of the EBS warning lamps, such as Central Warning Lamp (red or yellow) and other function related
lamps, indicating if the EBS function is active or enabled e.g. Hill holder lamp, the diagnostic program flashes the indicator lights
on the dashboard. You should answer the question by clicking YES” if the warning lamp was blinking or “NO”
if not.

7.5.5 Differential Lock Test

If the vehicle is fitted with central (cross) or longitudinal differential lock then the application checks the differential lock feedback
signal via diagnostics. During the test step you have to switch on (engage) the differential lock and after switching, the diagnostic
program reads the feedback signal status.

You have 5 seconds to switch the differential lock. If the program sees signal change after switching then it steps forward automat-
ically and the test is successful ( ). If the value of the signal doesn’t change and the given time has passed then the application
asks you to move the vehicle a bit. If there is no signal after moving the vehicle then the test aborts with result “Failed” ( ).

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If the program didn’t get any feedback from the difflerential lock then you should check the connection, cables and/or the
differential lock. You can repeat the test by answering “YES” to the program question which follows. The test can be
continued by clicking on the “NO” button.

7.5.6 Retarder Relay Test

In this test the retarder relay is switched on and off continuously by the diagnostic program. You are asked to check if you can hear
the noise of the retarder relay switching.

If you can hear the relay clicking then the test is successful and you can answer with “YES” , after that the program
steps forward automatically.
If there was no clicking sound, no feedback from the relay then you have to press button “NO” . In this case you
should check the connections and/or retarder relay. You have the option to retry test by clicking on “YES” button
after being asked if you would like to repeat test.

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7.5.7 Function Switch Tests

The switches for enabling or activating EBS functions such as Offroad, Hill Holder, Trailer Brake, Emergency release or Retarder
integration switches are tested by a similar method. The program asks you to activate the tested switch and reads its status via the
EBS ECU. If the switch actuation is recognised by the ECU, it asks you to switch the function off and checks if the switch is returned
to its original status.

If the test result was successful the step gets the “Tick” ( ) and the program moves automatically to the next test step. If the
tested switch does not operate and the program does not move to the next page automatically you should click on the “Next
page” button . If the test result was not successful, then you can choose by clicking “YES” to repeat the test or
“NO” to stop. Before you repeat it we recommend checking and replacing or repairing the switch or the wires.

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7.5.8 Parking Brake Switch

During the test the diagnostic program checks the parking brake switch signal. The program asks you to release the parking brake
and reads its status from EBS ECU. If the switch status change is recognised by the ECU, it asks you to activate the parking brake and
checks if the switch is returned to its original status.

If the test result was successful the step gets the “Tick” ( ) and the program moves automatically to the next test step. If the
parking brake switch does not operate and the program does not move to the next page automatically you should click on the
“Next page” button . If the test result was not successful, then you can choose by clicking “YES” to repeat the
test or “NO” to stop. Before you repeat it we recommend checking and replacing or repairing the switch or the
wires.

Note: The parking brake switch connection depends on switch configuration. If the switch is configured on ECU hardwired pin
then it is connected directly to the ECU. If the ECU gets the signal via CAN bus then the switch connects to the communication
network, in this case you can check its operation by reading parking brake switch signal status in CAN communication. If you can’t
recognise signal change when releasing/activating parking brake then you should check the switch or the CAN signal.

Important: Make sure to secure vehicle against moving when the parking brake is released.

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7.5.9 Low Pressure Input Switch

If the supply pressure on the vehicle is measured with a pressure switch, then the diagnostics application checks if the low pressure
input switch works properly. First you have to decrease the system pressure under the threshold pressure or generate low pressure
warning manually, after you set the warning (in this case the red warning lamp should light up) you have to click on the “Next
page” button, then the program reads the switch signal status via diagnostics. If the switch status change is recognised by the
ECU, it asks you to increase the supply pressure by filling the system; this time after pressing the “Next page” button it checks if
the switch is returned to its original status.

If the test result was successful the step gets the “Tick” ( ) and the program moves automatically to the next test step. If the
low pressure input switch does not operate and the program does not move to the next page automatically you should click on
the “Next page” button . If the test result was not successful, then you can choose by clicking “YES” to repeat
the test or “NO” to stop. Before you repeat it we recommend checking and replacing or repairing the switch or the
wires.

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7.5.10 Bus Stop Brake Switch

During the test the bus stop brake switch (door switch) is checked by the diagnostics. First you have to close the door of the
vehicle then the program reads out the switch signal status via the EBS ECU. If the switch status change is recognised by the ECU, it
asks you to open the door and checks if the switch is returned to its original status.

If the test result was successful the step gets the “Tick” ( ) and the program moves automatically to the next test step. If the bus
stop brake switch does not operate and the program does not move to the next page automatically you should click on the “Next
page” button . If the test result was not successful, then you can choose by clicking “YES” to repeat the test or
“NO” to stop. Before you repeat it we recommend checking and replacing or repairing the switch or the wires.

Note: The bus stop brake switch connection depends on configuration of the Bus Stop signal source. If a hardwired switch is
configured then it is connected directly to the ECU, if the ECU gets the information via CAN bus then the switch connects to the
communication network, in this case you can check its operation by reading doorbrake switch signal status on CAN bus. If you
can’t recognize signal change when opening/closing door then you should check the switch or the CAN interface.

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7.5.11 ALS Tests

The program checks if the signal sent by the axle load sensor (ALS) is correct. After starting the test step the diagnostic application
reads out the ALS signal value. If the sensor value is within the defined operation range, the program steps forward automatically
and the test is successful ( ). The upper and lower limit of the acceptable range can be set in the “NEO” menu menu
/”Change settings” /”EOL parameters” window with data “ALS minimum/maximum acceptable value [V]”, see chapter 6.2.1 EOL
parameters.

If the signal voltage read out is not in the given range then the message shown in the picture appears. You have the option to
continue without retrying the test by clicking on button “NO” or you can repeat the test after pressing button “YES”
.

If the voltage was not in range, then we recommend checking and replacing or repairing the sensor or the wires before restarting
the test step.

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7.5.12 FBM Signal and Circuit Test

During this test step the Foot Brake Module (FBM) circuit connection and (if the vehicle has TCM) trailer control module is tested
by the diagnostics. The program checks FBM sensor values and pressures at the front and the driven axles, and it is tested if brake
system circuits are controlled by the proper port of the FBM. At the beginning the EBS is set into full back-up mode whilst the
electronic pressure control is disabled, the pressures are controlled pneumatically by FBM. You have to release the parking brake, so
make sure to secure the vehicle against moving.

a.) Vehicle has no TCM: During the test the application will check first if full back-up mode was started. In case of
failure you will have the options to retry or skip the test.

If back-up mode was started you have to press the brake pedal first to half pedal position as shown in screen then continue by
clicking on the “Next page” button.

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After this the application reads the FBM wake up switch state. If the switch is not activated the test result will be “Failed” ( ) and
you will get a failure message.

If the switch was activated then a screen appears showing the pressure of the front left wheel in the horizontal bar. You have to set
a pressure of 4-5 bar for at least 3 seconds, then the braking pressure at the driven axle will be read.

If the pressure values are not in the specified range then the “Test is Failed” message is displayed and marked failed ( ). The
proper value of the braking pressure on the rear axle depends on the pneumatic braking force distribution and the FBM type the
vehicle was equipped with. For bus type FBM the parameter “Rear/Front back-up pressure ratio” in the “NEO” menu /”Change
settings” / “EOL parameters” window has to be set to 100% typically, in case of truck type FBM this value is 75%.

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In case the value was accepted you will be asked to set full pedal position. If you applied the brake pedal you can continue by
clicking on the “Next page” button. then the FBM sensor values will be checked.

If the sensor signals were not in the specified interval the program aborts with test “Failed” ( ) and the signals will be shown in
the screen, otherwise the application steps forward.

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Then you will have to confirm whether any leakage could be heard. If you choose “NO” the application will send
a request to stop full backup mode and ask you to release brake pedal. After pressing “Next page” button the test will get a
result “Passed” marked with “tick” ( ).

b.) Vehicle is fitted with TCM: If the vehicle has TCM then the process described in point a) is applied but the output
pressure of TCM is also tested.
When you set half pedal stroke in full backup mode the program checks if the pressure measured by TCM sensor is
between the limits. The pressure is compared to wheel 1 pressure. If the measured value is acceptable the program
steps to the next part of the test, otherwise the program stops with result “Failed” ( ).

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When full brake pedal stroke is requested by the application the program will check if the pressure of TCM is over the lower limit
defined for backup mode. Again if the pressure is not accepted the test is aborted and gets a fail ( ). After stoping full backup mode
and releasing brake pedal the program will set a TCM pressure of 3 bar via diagnostics and the pressure built up will be read back. If
the difference between the measured and demanded value is below the tolerance the test will be successful marked by “tick” ( ).
If the difference was too high the measured pressure will be written as an error message to the operator.

If the test has “Failed” ( ) then you should check the pneumatic system connections and pipes and components. If the failure
message indicates that the pressure at the driven axle is too high, then you have to check if the parameter “Rear/Front back-up
pressure ratio” in the “NEO” menu /”Change settings” / “EOL parameters” window is set correctly, and if the control ports
of the EPMs are connected to the proper output ports of the foot brake module, or if the correct type FBM is installed. If the FBM
sensor signals were out of range, then you have to check if the cable harness is correct and FBM operates properly.

If the trailer control module output pressure was out of range you should check whether TCM works properly.

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7.5.13 Wheel Speed Sensor (WSS) Tests

During EOL test all the wheel speed sensors will be checked by the diagnostics. Before starting the test make sure to select the
actual tool type by setting the parameter “Tool type” in window “NEO” menu /”Change settings” / “EOL parameters”.

The program asks you to rotate the wheel at a speed within the range shown in the graph. The speed interval will be set based on
the roller test bench speed defined in window “NEO” menu menu /”Change settings” /”EOL parameters” see chapter 6.2.1
EOL parameters.
If there is no roller test bench available then you have to rotate the wheel by hand, in this case the speed limit will be lowered.
Make sure that the brake pedal is not pressed. If the tested wheel is on a driven axle then pressure will be controlled to the other
side of the axle so that the other wheel won’t turn because of the friction in the differential gear. After the proper wheel speed is
recognised by diagnostics you’re asked to stop the wheel, when it stops the application steps forward automatically and the test
will be successful ( ).

If the required speed wasn’t reached or there no wheel speed is detected then you can click on the “Next page” button
and the test step will be failed ( ). Then you can choose between stepping forward or repeating the test with buttons
or .

In case of a “Failed test” you have to check the tested wheel speed sensor, its connections and cables. Make sure the wheel speed
sensor is connected to the EPM port as shown in system configuration.

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7.5.14 Air Gap Speed Test

The required air gap speed will be checked on wheels which have wheel speed sensors. First the current air gap speed is read
out by diagnostics. If the value is in the specified range the program continues to the next test step automatically and the test is
successful, marked with ( ) , no further activity is needed. By default in the EOL test list, the air gap speed test comes after the
wheel speed test. It is recommended to keep this order in window “NEO” menu /”Change settings” / ““Test steps” so that
the the air gap speed can be learned before the test.
If the air gap speed wasn’t retrieved with WSS test or the value is out of the given range then you have to rotate the wheel during
the test with a speed higher then 3 km/h in order to let the system learn the new value. If the new speed is correct then the
program continues with result “passed” ( ), if it is still wrong the test has failed ( ).

If the test has failed you should check for WSS mounting, air gap or sensor cables/connections

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7.5.15 Lining Wear Sensor Signal Tests

During the test step the Lining Wear Sensor (LWS) signals are tested by the diagnostics. The program reads out the remaining brake
lining thickness, if the thickness is over 90% the test is passed ( ).

If the LWS voltage read out was too high (brake lining possibly too thin) then the test has failed, marked with ( ). In this case
you have to check the brake lining thickness and replace brake pads if they are worn. Make sure to replace both pads on the
respective axle. If the thickness of the lining is within the required limit, then check whether the sensor is fitted correctly and/or
the LWS is connected to the EPM lining wear input as defined in the configuration. You should check the sensor connections and
cables.

If the voltage was lower than the minimal limit the test has failed ( ) and a diagnostic failure code will be stored. In such cases
you can recall the failure code during test step “DTC before test”, see chapter 7.5.1 DTC before test. You should check the lining wear
sensor, sensor connections and cables.

You can repeat the test by clicking on button “YES” or continue with next test step after choosing “NO” .

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7.5.16 Wheel pressure tests

The diagnostic program tests the electronic pressure control for all wheels equipped with wheel speed sensor and checks whether
the brake chambers on foundation brakes are connected to the pressure channels (EPM outputs) given in the configuration. Before
starting the test don’t forget to select the actual tool type by setting the parameter “Tool type” in window /”Change settings”
/ “EOL parameters” because the test procedure applied is chosen according to these settings.
First make sure to release the brake pedal and that the EBS red warning light is off. If there are failures in the system which prevents
electronic pressure control the test cannot be carried out. It is recommended always to start with the “DTC before test” step to
make sure there are no such faults present.

During the test, the program will set braking pressure to the tested wheel and you have to check if the demanded braking force or
braking pressure was applied to the wheel. Next, the test processes for each tool type will be introduced.

a) Roller Test Bench

You have to rotate the wheels of the axle to the required speed. You can modify the test bench speed in the “EOL
parameters” page, the speed limits are set based on the parameter “Roller test bench speed”.

First a controlled higher braking pressure is applied to the wheel to check if the pressure settings work. You are asked if the braking
force is applied to the wheel and you have to check the braking force measured by the test bench. If the force matches the value
shown by the program you can confirm by clicking on button “YES” if the force differs click on “NO” .

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After this a lower braking pressure will be applied to the wheel, again if the force measured is within the limits shown on screen press
“YES” or, in case of failure, „NO” after which a failure message will appear. The limit can be set in “EOL
parameters” page with parameter Maximum brake force of 0.1 bar.

b) Manual with Manometer

In this case the method is similar to the previous point but the wheels don’t need to be rotated and you have to
measure the braking pressure using a manometer and compare that to the pressure shown on the screen. If the
measured pressure is within the values shown on screen you can confirm by clicking “YES” , if the
pressure differs click “NO” .

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If you selected “YES” the program will set a lower braking pressure to the tested wheel. If the pressure measured is equal or lower
than the set value (0.1 bar), you can choose the “YES” button and the test will be successful. If the pressure wasn’t below the limit, it
will be failed.

c) Manual
When performing the test without a manometer, you can check if the pressure is built on the wheel by trying to rotate
it by hand. After the pressure is sent to the tested wheel the program asks if you can rotate the wheel.

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If the proper braking pressure/force was applied on the tested wheel and it is blocked, you can confirm by clicking on button “YES”. If
the wheel has not braked click on button “NO” . If the pressure was built and the wheel was blocked a lower braking
pressure will be controlled to the tested wheel by the diagnostic program and the question will be shown on the screen whether
you can rotate the wheel against small brake force. If the wheel can be rotated then click the “YES” button and the test
will be successful, if the wheel cannot be turned by hand you should select “NO” button and the program aborts test step with result
“Failed”.

In case of test failed you have to check if the tested wheel is connected to EPM pneumatic port defined in the configuration.

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7.5.17 PCV pressure tests

The operation of pressure control valves (PCV) are tested by the diagnostic program. In the first instance make sure that the brake
pedal is not pressed, then click on the “Next page” button in the bottom right corner. After that the program switches the
modulator into the HOLD state which means air from the modulator cannot enter the brake actuator. Following the program
instruction you should now press down the brake pedal and hold it down, then rotate the examined wheel. You can follow the
current wheel speed on the horizontal display bar, where the wheels on both sides of the tested axle are shown. You can rotate the
wheel by hand or using roller test bench according to the previously adjusted parameter “Tool type” in window “NEO” menu
/”Change settings” / “EOL parameters”. You have limited time to rotate the wheel and to reach the minimum speed. Both the
time and the minimum rotational speed can also be set in the “EOL parameters” setting menu. The available time is counted down
on the bottom horizontal display bar. The colour of the display bar is red until the wheel speed reaches the minimum required
speed.

When the speed of the rotated wheel reaches the minimum required speed, the display bar colour changes to green and the
program will switch the modulator into the BUILD state (release the hold valve). So pressure will now build up in the brake actuator
and the wheel rotation will be stopped. The program checks whether the rotated wheel is stopped within 1 sec. If the required
speed could not be reached within the available time or if the wheel stopped later than 1 second the program will ask you to stop
the wheel rotation and click on the “Next page” button in the bottom right corner it will return with a failure ( ).

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If the wheel stops within 1 second, the program will switch the modulator into the EXHAUST state. This means no pressure in the
brake actuator. The program will ask you to rotate the wheel again to check that the exhaust has been carried out and the wheel can
be rotated freely. When the program sees that the wheel rotates again, it switches the modulator into the BUILD state (release the
solenoids) and instructs the operator to release the brake pedal. You should then click on the “Next page” button in the bottom
right corner to continue the test.

To check whether the hold and exhaust solenoids are correctly connected, the program asks if the pressure control valve was
connected correctly. If you answer with “YES” (the PCV was connected correctly), the test is completed and it
moves automatically to the next test step. If you have heard any continuous air releasing noise during the test, your answer is “NO”
and the program returns an error message caused by the wrong pressure control valve installation and asks if you
want to repeat the test and the test has “Failed” ( ).

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7.5.18 Slaved wheel tests

If there is an axle not fitted with wheel speed sensors then the wheels of the axle are tested with a slaved wheel test. The test
process will be chosen according to axle configuration and tool type settings in window “NEO” menu / “Change settings”
/ “EOL parameters” so make sure to set the type to match the actual tool before starting the test step.

During the test you have to check if the required braking pressure/force has been reached. The pressure will be controlled
according to the axle configuration. If the tested axle is driven and is controlled directly side-by-side, the braking pressure will be
set only on the tested side. If the axle is not driven and is controlled by another axle through a select-low valve, pressure will be
applied to the other side also. The test procedure is the following in case of tool type:

During the test, the program will set braking pressure to the tested wheel and you have to check if the demanded braking force or
braking pressure was applied to the wheel. Next, the test processes for each tool type will be introduced.

a) Roller Test Bench

The pressure test is similar to the wheel pressure tests, first you have to rotate the wheels at a given speed, but since
there is no wheel speed information on the axle, the wheel speeds won’t be read out by the diagnostics, you have to
step forward manually after setting the wheel speeds via “Next page” button. First, 2 bar is sent to the tested axle
and you’re asked if the braking force is built. If a proper braking force can be measured by the roller test bench then
you can step forward by clicking on “YES” , pressing the “NO” button (and releasing the
pressure) the test has “Failed” ( ) with the message “Can not control slaved wheel”.

After stepping forward the pressure is released on the side of the tested wheel. Then 0 bar has to be on the tested
wheel. You’re asked by the program whether the braking force is released, if it is you should click on “YES”
button, then the test is successful ( ). If the braking force wasn’t released then you have to select “NO”
and the test will be “Failed” ( ).

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b) Manual+manometer
In this case you have to measure the braking pressure instead of the braking force using a manometer. The pressure is
controlled to the axle in the same order as described in point a). Then you have to check if the pressure measured with
the manometer matches the value shown in the graph with 1 bar tolerance.

c) Manual
When tool type is set to manual the operator has to check whether the wheel pressure is built by trying to rotate the
wheel. When the pressure is controlled to the tested wheel the wheel has to be blocked, when the pressure is released
you should be able to rotate the wheel.

If the test has “Failed” then you have to check the pneumatic connections of the brake chambers on the tested axle. Make sure
the chambers are connected properly, if the axle is not driven, it should be controlled by the 2-channel EPM outputs through a
select-low valve, if it is driven it should be connected directly to the EPM output.

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7.5.19 Axle pressure test

Beside the wheel tests, also the pressure control of an axle is tested by the diagnostics. During the test you have to apply the
service brake by pressing the brake pedal, then you have to confirm whether the braking force/pressure was built on both wheels
of the axle. The test process will be selected according to “Tool type” parameter value in window “NEO” menu / “Change
settings” / “EOL parameters” so make sure to set the type before starting the axle pressure test.

The test process differs depending on the chosen tool type:

a) Roller Test Bench

First you have to rotate the wheels at a speed within the range shown in green on the graph. You can see the wheel
speeds of the tested axle in the display bar. The speed range will be set based on the roller test bench speed defined in
window “NEO” menu / “Change settings” / “EOL parameters”, see chapter 6.2.1 EOL parameters.

Then you have to set a braking demand of at least 10% by pressing the brake pedal. The demand can be followed on
screen. If you click on “Next page” button without applying the service brake you get a failure message and you can retry
test.

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If the program reads a value higher than 10% it goes to the next page where you have to check if the braking force
was built on both wheels. If the values measured by the test bench match the demanded value, you can continue by
clicking on the “YES” button .You should also be sure the difference of braking forces isn’t too high.

After you have stopped the wheels, the program goes to the next test step with the result “Test successful” marked with
tick ( ). If the braking forces didn’t reach the required value then you have to choose “NO” button and
the test will have “Failed” ( ).

b) Manual+manometer
With tool type configured to “Manual+manometer” you have to measure the wheel pressures using a manometer, the
wheels don’t need to be rotated. First you have to set the braking demand in the same way as written in section a) then,
if the program reads a value higher than 10%, it goes on to the next page automatically where you’re asked whether the
braking pressure was built on both wheels. If the values measured with the manometer match the demanded value and
their difference wasn’t too high, you can continue by clicking on the “YES” button.

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After this the program goes to the next test step with the result “Test successful” marked with tick ( ). If the braking
pressures didn’t reach the required value then you have to choose “NO” button and the test will have
“Failed” ( ).

c) Manual
The test process is the same as with manometer described in point b) but this time you can check if the braking
pressure was built on both wheels of the tested axle by trying to rotate them. First you have to set the braking demand
by pressing the brake pedal, then if the program reads a value higher than 10% it goes to the next page automatically
where you’re asked whether the braking pressure was built on both wheels. If both wheels are blocked you can step
forward by clicking on “YES” button.

After you have stopped the wheels, the program goes to the next test step with the result “Test successful” marked
with tick ( ). If the wheels weren’t blocked and you were able to rotate them by hand then you have to choose “NO”
button and the test will have “Failed” ( ).

If the braking force/pressure didn’t reach the value required or their difference was too high, then the brake chamber connections,
foundation brakes and mounting of the brake lever have to be checked.

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7.5.20 TCM signal voltage test

If the vehicle is equipped with a trailer control module (TCM), the voltage of the TCM pressure sensor will be checked. If the value
read out by diagnostics is in the normal operating range (0.5 - 4.5V) then the test is passed (marked by tick ) and the program
steps forward automatically, no activity is needed. If the sensor voltage value is out of range, you get a failure message and the test
will be “Failed” ( ). You can retry the test by clicking on the “YES” button or go to the next test step choosing “NO”
button.

In case of test failed you have to check the TCM and its connection.

7.5.21 Engine control test

In the case of engine control being configured, this test step checks its correct function. You should start the engine and increase
its speed to around 1000 rpm according to the request written on the screen, hold it at this level, then click on the “Next page”
button in the bottom right corner.

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The program tries to reduce the engine speed to idle position and asks if it is reduced. If you answer the question with “YES”
the program allows the engine speed to increase to 1000 rpm again and asks if it is increased. If your answer is “YES”
again, the program asks if it’s possible to raise engine speed over 1000 rpm. If your answer is “YES”
again, the engine control function is working correctly, the test step gets a tick ( ) and the program moves automatically to the
next step. If your answer to any question is “NO” the communication between the engine and the EBS ECU is wrong,
the test has “Failed” ( ). You should check the CAN messages, the cabling or the setting of the engine ECU.

Important: During the engine control test, the following safety instructions must be observed in order to avoid injuring people or
damaging equipment:
• Check the gear is in the neutral position
• Check nobody stands in front of/behind the vehicle
• Be aware that driven wheels may rotate during the test

7.5.22 SAS calibration

If ESP or steering angle sensor (SAS) gateway is configured on the vehicle then the steering angle sensor must be calibrated. To do
this, set the steering wheel in a “straight ahead” position and activate the calibration by clicking on the “Next page” button.

The program carries out the calibration within seconds. If necessary the SAS fast adjustment will be initiated as well. In this case the
ESP function won’t be operational right after the EOL test and the ESP warning lamp will light up. The calibration procedure will be
finished after the vehicle has driven enough distance to finish SAS adjustment and the warning lamp goes out.
If the straight position of steering wheel is acurate and within tolorance, the SAS fast adjustment can be skipped (decided during
application and defined in dataset), and the ESP will be fully operation after calibration. However, the fast adjustment can be
forced by selecting the function “Forced usage of Fast SAS adjustment” in window “NEO” menu / “Change settings” / “EOL
parameters”, see section 6.2 EOL EBS5s parameter settings.

If the calibration was successful the program reads diagnostic failure codes. If there is no failure regarding SAS, except for a “Fast
adjustment not finished” notification, then it will automatically step forward and the test is successful indicated by tick ( ).
If the calibration cannot be carried out, the ECU sends a negative response to the diagnostic program and you will get an error
message in a pop-up window. For details and functions of the error message window see the description in chapter 7.5 EOL Test
procedure.

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The failure can be caused by a defect, a bad connection or an incompatible sensor, which does not correspond to the specification
provided by Knorr-Bremse. Please check these possible causes first and fix them. Very rarely the error is caused by other, non-pre-
dictable reasons. In this case you should send an error report to Knorr-Bremse.

After you closed the error window by clicking on the “Tick” button you get the message: “SAS calibration is rejected by the
ECU”, and the test step is marked as “Failed” ( ). You can choose by clicking on the “YES” or “NO”
button if you want to repeat the test or not. Before you repeat the test we recommend that you replace or repair the sensor.

7.5.23 SAS turning test

This test checks if the steering angle sensor is installed correctly according to configuration.

If the engine is not running, the program will instruct you to start the engine.

Follow the program instructions. You have to turn the steering wheel to the left by 90 degrees. The actual steering wheel position
can be seen on the horizontal diagram; the colour of the bar is red until the required steering position is reached then becomes
green. You have 10 seconds to set the required steering angle.

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If the required steering position is reached, the test step gets a tick ( ), the program asks you to turn the steering wheel to the
straight ahead position and you can continue the test by clicking on the “Next page” button in the bottom right corner.

During the test you can follow the steering direction as well. If the diagram line moves to the right while you turn the wheel to the
left, then the SAS is installed incorrectly, you should check if it’s mounted with the right position as set in the configuration. If the
angle did not reach the required value after turning the steering wheel then you have to wait until the measuring time has passed.
In the next screen a message appears that the “time has expired” and you will have the option to retry measuring the steering
angle. If you choose “NO” the program asks you to turn the steering wheel to the straight-ahead position and if you
click on the “Next page” button in the bottom right corner the “Test failed” warning appears on the screen and the test will have
“Failed” ( ). You can repeat the test by answering “YES” to the question which follows.

7.5.24 YRS calibration test

If the vehicle is equipped with ESP then the yaw rate sensor also needs to be calibrated. To do this you should stand the vehicle on
a horizontal surface and activate the calibration by clicking on the “Next page” button . First diagnostic failure codes will be read out
then the program carries out the calibration within seconds. If it was successful the application steps forward to the next test step
automatically.

If the calibration cannot be carried out, the ECU sends a negative response to the diagnostic program and you will get an error
message in a pop-up window. For details and functions of the error message window see the description in chapter 7.5 EOL Test
procedure.
The failure can be caused by a defect, a bad connection or an incompatible sensor, which does not correspond to the specification
provided by Knorr-Bremse. Please check these possible causes first and fix them. Very rarely the error is caused by other, non-pre-
dictable reasons. In this case you should send an error report to Knorr-bremse.

After you closed the error window by clicking on the “Tick” ( ), button you get the message: “AYS calibration is rejected by the
ECU”, and the test step is marked as “Failed” ( ). You can choose by clicking on the “YES” or “NO”
button if you want to repeat the test or not. Before you repeat the test we recommend that you replace or repair the sensor.

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7.5.25 DTC after test

When all of the required tests are complete the program reads the error memory again. First the DTCs present or stored are read
out, if there is no error code then the test step is successful ( ) and the EOL test is finished. If there was a failure, the fault
memory will be cleared via diagnostics and the ECU will be reset. Then the program waits 20 seconds, in order to let all the DTCs
due to present faults be set, before reading the memory again, because some failures caused by missing or faulty CAN messages
with longer cycle time can be recognized after longer time period. Then it’s checked again whether there is any failure codes
present. If no DTCs were found, the program steps forward with the result “Passed” ( ).

If there were active DTCs then the failures are listed in the same way as described in test step “DTC before test” (see chapter 7.5.1
DTC before test):
• Active faults, which are currently present in the system are marked with red background.
• Stored faults, which occurred in the past and the ECU has stored them into its memory, are marked with a yellow
background.

You can move to the next test step by clicking on the “Next page” button or step back to repeat the test by clicking on the
“Previous page” button . In this case you can repair the fault which is found before you continue the EOL diagnostic test.
If you click on “Next page” button the application checks the failure codes which were read out. If there are any codes which are
not allowed (all error codes except the warning “SAS - Fast adjustement is not finished”), you get a message that the test has failed (
). If there is no or only acceptable failure code, the test has passed ( ) and the EOL test is finished

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7.5.26 End of Test

If all of the test steps are completed with successful results and all of them got a tick ( ) then the EOL test is successfully
completed and the EBS system components are connected correctly.
Click on the “Next page” button in the bottom right corner and following the instructions switch off the ignition then click on
the “Next page” button in the bottom right corner again.

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7.6 EOL Test report

The result of the EOL test is saved automatically in the database. If you don’t want to keep it, you can delete the report by clicking
on the “Drop report” button.
You are able to print it out immediately by clicking on “Print report” button, or you can click on the “Print
preview” button to view it before printing.

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In the print preview window you can see the EOL test report; you can make a hard copy by clicking on the “Printer” button, or
create a pdf file by clicking on the “Print PDF” button. Using the ”Zoom in” , ”Zoom out” or “Full page” buttons you
can see enlarged, reduced or full page views of the report. You can step between the report pages by using the “Page up” and
“Page down” buttons, or using the vertical slide bar.

The summary result is shown on the first line of the test report. It can be “PASSED”, “FAILED” or “NOT COMPLETED”. Below this line
you will find the identification data of the tested vehicle that you entered at the “Vehicle identification” menu, see chapter 7.3
Vehicle identification.
In the next field you can read the errors (if any) which were read before the test. Below this field there is a summary list of the test
steps in three different parts. The first part shows the failed test results, the next shows the tests not carried out and the last part
shows the passed tests. The detailed results are given on the following pages in the “Detailed test report” field.
The test report header includes the date and time of the EOL test. The footer includes the company name and address and the
tester name as it was entered in the “User interface and data setting” menu.

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If the dataset was downloaded before the EOL test, the name of the downloaded dataset file and name and values of the user
parameters which were updated will be listed in the detailed report in the “ECU software updater” section.

You can move back to the previous window by clicking on the “tick” button. After clicking on the “Next page” button in the
bottom right corner you can finish the test and disconnect the diagnostic cable from the vehicle.

When you click on the “Next page” button in the bottom right corner, you arrive at the final page of the EOL test.

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By clicking on the “Home” button you can start a new test. If you want to finish and exit from the program you can click on the
“System menu” button (see chapter 4.1 System menu) and choose the “Exit” field on the pop up window, then click on
the “tick” .

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8. Parameter editor

You can enter the “Parameter editor” menu via button . The function is only available in the developer version of the NEO EOL
Tool. In this window you can load and download dataset files into ECU with extension .ds. You can also modify and overwrite user
parameters.
The dataset file can be loaded via “Open file” button . After clicking on the button a browser window appears where
you can select the .ds file.

In the browser window only the files with extension .ds will be listed which were found in the folder chosen in the field on the left
side. You can load the selected file by clicking on the button or close window without opening with button .

After loading file the dataset properties such as Title and Description are listed in the “File” section in the screen. The content of
Description can be changed in order to describe the features of the modified dataset.
The user parameters are also shown sorted into groups defined in the .ds file, e.g. “Vehicle parameters” section as you can see in the
picture. Here you can modify the atributes and value of these parameters. In the coulumns the settings are respectively:
- Parameter name: display name of the parameter.
- Public: If the parameter is set to public it can be seen by the operator in ECU dataset updater after loading dataset
(see chapter 7.4.2 Dataset updater).
- ReadOnly: If it’s checked the user will not be allowed to modify user parameter value, the default value set in .ds file
will be downloaded.
- Value: value chosen to download.

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After setting the required values you can save the file via “Save file” button. In the saved file the chosen parameter
values will be written as default. You can also read the values of the listed parameters stored in ECU by clicking on “Read”
button. Then the data read out from ECU will be shown in the “Value” cells of the table.

If you choose “Write” button only the user parameters will be updated. When clicking on “Download”
button the full dataset will be downloaded into ECU.

After clicking on “Write” or “Download” the application will try to communicate with ECU, so make sure to connect the system
according to the procedure described in chapter 7.2 Connecting the system. If communication with the ECU was successful
then the ECU update will be carried out, during the process a loading screen will be shown. After the update was finished the
“Parameter editor” window will appear again with the loaded dataset and the last written parameter values.

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9. Developer tools

The “Developer tools” menu can be opened by clicking on the button in the upper toolbox. In the menu several options are
listed that are available only in the developer version of the NEO EOL Tool.

In the next section the function of each of the Developer Tools section is described in detail.

9.1 Clear and read trouble codes

The first function is the clearing and reading of fault memory. Select by highlighting it and clicking on the “Next page”
button, the diagnostic application tries to setup communication with the ECU according to the process described in chapter 7.2
Connecting the system, so make sure the diagnostics to the ECU is connected.

After successful communication you’re asked by the program if you would like to clear the fault memory trouble codes before
reading.

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If you select “YES” then after deleting DTCs and resetting the ECU, the program will wait 10 seconds in order to let
all failure codes caused by present faults be set. Then, if no active or previously active and stored DTCs were found, you get the
message “No failure codes are stored”. You can return to the “Developer tools” main menu by clicking on the “Previous page”
button.

If there are any DTCs, they will be listed on screen in two sections (the same way as during the test step “DTC before test”, see
chapter 7.5.1 DTC before test):
• Active faults, which are currently present in the system, are marked with red background.
• Stored faults, which occurred in the past and the ECU has stored them into its memory, are marked with a yellow
background.

You can get to the “Developer tools” menu by clicking on the “Next page” button or step back to the question page and clear
and read memory again by selecting “Previous page” button .

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9.2 EBS system identification

In this window the EBS system related parameters are listed, such as the EBS system identification parameters, ECU and EPM
software versions and vehicle manufacturer data. You can return to the “Developer tools” main menu by clicking on “Next page”
button.

9.3 ESP calibration

With this tool the ESP sensors can be calibrated. The diagnostic program will first check if steering angle sensor (SAS) or yaw-rate
sensor (YRS) is installed on the vehicle and the calibration will be choosen accordingly. Before choosing the function you have to
connect the diagnostic computer to the EBS ECU via diagnostic interface (UDIF) according to chapter 7.2 Connecting the system.
The diagnostic application attempts to start communication with the ECU first. If communication was successful the program starts
with SAS calibration if the sensor was detected. If it is necessary, the program will enable fast SAS adjustment or you can enable the
function manually, for details see test description is session 7.5.22 SAS calibration. In the next screen the program asks you to turn
the steering wheel into the straight position. You can get back to the “Developer tools” menu by clicking on the “Previous page”
button. If you click on the “Next page” button the application will request SAS reset and calibration from the ECU.

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If the calibration was carried out successfully, the program reads diagnostic failure codes and checks if there are any trouble codes
regarding SAS then it steps forward.
If the ECU sends a negative response to the request and the calibration cannot be executed then an error message in a pop-up
window appears, with the same options as in SAS calibration test step, see chapter 7.5.22 SAS calibration. When you close the
error window by clicking on the “Tick” button you get the message: “Steering angle sensor calibration is failed”. Here you can step
back to the “Developer tools” screen via “Previous page” button, step to the calibration result page by pressing “NO” button or
step forward to the YRS calibration by clicking on the “YES” button.

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After SAS calibration the program will try to calibrate yaw rate sensor, if it is fitted. First you will see a warning message on screen
that the vehicle has to stand on a horizontal surface for calibration. You can skip the calibration and get back to the main menu
by clicking on the “Previous page” button. After pressing “Next page” button the calibration starts. If the calibration was
successful the diagnostic program goes to the calibration result page.

If a negative response was given by the ECU, then an error message in the same window as for SAS will be shown. Here you have
the same options to report the problem as in YRS calibration test step, see chapter 7.5.24 YRS calibration test. When you click on
the “Tick” button in the error message window the program steps to the next page.

At the end of the test the calibration result will be shown in the screen for each sensor. The possible results are “Calibrated”, “Not
detected” and “Calibration failed”. You can step to the Developer tools main menu by clicking on the “Next page” button.

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9.4 Saving ECU dataset

With this function you’re able to save ECU dataset with extesion ds. First you have to connect a diagnostic computer to the EBS ECU
using diagnostic interface (UDIF) according to process in chapter 7.2 Connecting the system. If the communication attempt was
successful the program reads ECU dataset. Then the message appears that reading is finished. You can step back to “Tool selection”
menu without saving the dataset read out by clicking on the “Next page” button or save the dataset by pressing “Saving dataset
to file” button below the message.

When saving to file, a browser window appears where you can set the file path in the left field i.e. write the filename in the edit box
below. After closing the save dialog you will see the previous screen where you can step back to the main menu.

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9.5 Writing ECU dataset

With this function you can download dataset in S19 or ds format, which is saved out by NEO ECU tool after dataset download. First
you have to connect a diagnostic computer to the EBS ECU using diagnostic interface (UDIF) according to process in chapter 7.2
Connecting the system. After choosing the menu point the application tries to setup communication with ECU. If the commu-
nication attempt was successful, you will see a screen where you’re asked to select dataset to download. Clicking the “Open file”
button opens a browsing window where you can select the EBS dataset needed.

You can download datasets with .s19 or .ds extension. The last one can be the saved-out ds from NEO after EOL ds download.

9.6 Downloading ECU software

With this function you can download EBS software. First you have to connect a diagnostic computer to the EBS ECU using the
diagnostic interface (UDIF) according to the process in chapter 7.2 Connecting the system. After choosing the menu point the
application tries to setup communication with ECU. If communication attempt was successful you will see a screen where you’re
asked to select EBS software to download. After clicking on the “Open file” button, a browsing
window opens where you can select the EBS software needed.

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On the left side of the window there is a field where you can browse the folder which contains the software file. After clicking on
the folder the files with extension selected from combobox “File type” will be listed. The application can download software files
with extension .c19 or .s19. Make sure the file chosen is compatible with ECU hardware.

If you confirm the selected software file by pressing “Tick” button the previous screen will be shown and the chosen SW file
with its path will be written in the middle. You can continue via “Next page” button .

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Next the ECU updater screen will be shown, where the ECU software selected can be confirmed before starting download. If you
choose “NO” button the program will step back to the “Developer tools” main menu, if “YES” button
is selected the download will start. If no software file was picked in the open dialog then no ECU update will be carried out. After
beginning the update a loading screen can be seen while the download is in progress. After the update was finished you should
follow the instructions, then main menu will be shown again.

9.7 Full Backup Mode (start/stop)

You can start EBS full backup mode via diagnostics with this option. While switched to this mode the electronic pressure control is
disabled, the brakes are controlled pneumatically and EBS functions are not available. In this case the system works like a conven-
tional braking system without ABS function. The mode is switched off after ignition power is switched off and on again.
First the diagnostic application attempts to setup communication with the ECU according to the process described in chapter 7.2
Connecting the system, so make sure to connect the diagnostics to the ECU. If communication was successful the program will ask
if you want to start full backup mode and will offer three options. You’re able to step back to the “Tools selection” page by clicking on
“Previous page” button , you can stop backup mode via “NO” button or start back up mode by pressing “YES”
button.

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If the request sent by the diagnostics was successfully carried out then a screen will appear with the message confirming that full
backup mode is started/stoped. Then you can return to the “Tools selection” main page by clicking on the “Next page” button .

9.8 Roller Test Bench Mode (start/stop)

You can activate i.e deactivate Roller Test Bench (RTB) Mode via diagnostics. When RTB Mode is active certain EBS functions are
restricted or modified, e.g. ATC engine and brake control, DTC control, VDC yaw and RSP control is switched off and braking force
distribution is modified for test purposes.
First the diagnostic application attempts to setup communication with the ECU according to the process described in chapter 7.2
Connecting the system, so make sure to connect the diagnostics to the ECU. If communication was successful the program will ask
if you want to start the roller test bench mode and will offer three options. You’re able to return to the Developer tools main page
by clicking on “Previous page” button , you can stop roller test bench mode via “NO” button or start roller test
bench mode by pressing “YES” button.

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If the request sent by the diagnostics was successfully carried out then a screen will appear with the message confirming that roller
test bench mode has started/stoped. Then you can return to the “Tools selection” page by clicking on the “Next page” button.

9.9 Lausch over CAN (enable/disable)

With this function you can enable or disable sending Lausch over CAN-Sensor via diagnostics. After choosing the function first
the diagnostic application attempts to setup communication with the ECU according to the process described in chapter 7.2
Connecting the system, so make sure to connect the diagnostics to the ECU. If communication was successful the program will
ask if you want to enable sending Lausch over CAN sensor and will offer three options. You’re able to return to the Developer tools
main page by clicking on “Previous page button, you can disable sending Lausch over CAN via “NO” button or
enable the function by pressing “YES” button.

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If the request sent by diagnostics was successfully carried out then a screen will appear with the message confirming that Lausch
over CAN is enabled/disabled. Then you can return to the “Tools selection” page by clicking on the “Next page” button.

9.10 Displaying parameters

With this function you can display certain values measured by EBS. After clicking on “Displaying parameters” on the “Tool selection”
main page first the application will try to setup communication with the EBS ECU so make sure to connect the computer to the
ECU via method described in chapter 7.2 Connecting the system. After successful connection the available measured parameters
will be listed in the table on the right side of the window. You can select a parameter by clicking on it and pressing “Next page”
button or you have the option to return to the Developer tools main page via “Previous page” button.

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After choosing a parameter, its name and value will be shown on the screen in a horizontal bar. You can step back to the measured
parameter selection page by clicking on “Previous page” button or close “Displaying parameters” window and get back to the
Developer tools main menu with “Next page” button .

9.11 Axle pressure control

With this function you can control the axle pressures manually. First you have to connect the diagnostic computer to the EBS ECU
using the diagnostic interface (UDIF) according to process in chapter 7.2 Connecting the system. After choosing the menu point
the application tries to setup communication with ECU. If the communication attempt was successful you will see a screen where
the available axles and the TCM (if component is installed) are listed. You can give a value to the axles’ pressure here.

After rewriting the values you can activate the function with “Activate” button - “Space” and “Enter” buttons on the
keyboard can also activate the axle pressure control. After the activation the required pressures have to appear at the axles. You can
deactivate the pressure control with deactivate button (or with “Space” and “Enter” buttons).

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