Knorr Bremse EBS Manual

Y037243 (EN - REV.
012)
NOVEMBER 2016
PRODUCT MANUAL
TRAILER EBS - TEBS G2 FAMILY
Revision Details
Rev. 011 March 2016 Corrections to documents:

PD-214-F101 - Y136118; PD-214-F354 - Y136134.
Rev. 012 September 2016 New documents:
PD-273-945 - Y250787
Revisions to documents:
Revisions to multiple documents principally to bring the
screenshots in line with the latest release of ECUtalk ®.
Rev. 012 November 2016 Changes to documents:
PD-214-200 - Y050635; PD-214-325 - Y172339;
PD-214-350 - Y200882; PD-214-F200 - Y138834:
PD-272-025 - Y142784: PD-273-940 - Y202588;
PD-273-945 - Y250787.
Commercial Vehicle Systems
Doc. No. Y136318 (EN - Rev. 003)

February 2016 Introduction and Disclaimer
Introduction
This Product Manual is designed to provide an overview of the functions and features of the TEBS G2 Family (G2.0,
G2.1 and G2.2) brake systems available from Knorr-Bremse. It is made up of individual documents, each covering a
major module or feature of the system. These documents carry two forms of reference number:
• A Document Number, Y******
• A Product Data Number, PD-***-***. Product Data sheets containing an “F” in this number, e.g.
PD-214-F002, describe functions or features of the TEBS module/system. Product Data sheets
containing an “L” in this number, e.g. PD-214-L2107, describe Auxiliary Design Language (ADL) files
written to allow the TEBS system to perform additional functions.
References within a document to other documents does not necessarily imply that those other documents are
contained in this manual but generally they can be found on our website as described below.
Whilst every effort has been made to ensure the accuracy of the data in this manual, we reserve the right to amend
or change this information without notice. The latest versions of individual documents and this manual can be found
on our website: www.Knorr-BremseCVS.com in the Documentation Download section by entering either of the two
forms of reference number in the search field. The documents can be downloaded free of charge.
Should you find any errors or omissions or have any comments regarding manual layout, please send the details to
your local Knorr-Bremse representative.
Disclaimer
The information contained in this manual is intended for the exclusive use of trained persons within the commercial
vehicle industry, and must not be passed on to any third party.
The information is subject to alteration without notice and therefore may not be the latest release. Please check our
website www.knorr-bremseCVS.com for the latest update or contact your local Knorr-Bremse representative.
The 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.
Note: If service work is carried out on a vehicle based on information taken from this document, 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.
Any legal disputes arising from the use of this information shall be subject to German law.
Copyright © Knorr-Bremse AG - all rights reserved, including industrial property rights applications. Knorr-Bremse AG retains any power of disposal, such as for copying and transferring.
Knorr-Bremse Systeme für Nutzfahrzeuge GmbH . Moosacher Straße 80 . 80809 Munich . Germany . Tel: +49 89 3547-0 . Fax: +49 89 3547-2767 . www.knorr-bremse.com . www.knorr-bremseCVS.com
1 Knorr-Bremse Group
Doc. No. Y136318 (EN - Rev. 003)
Glossary of Abbreviations February 2016
ABS Anti-lock Braking System ODR Operational Data Recorder

ADL Auxiliary Design Language OE Original Equipment
AUXIO Auxiliary Input/Output OEM Original Equipment Manufacturer
BLEF Body Lift Emergency Function _P Permanent (Switch)
BLS Body Lift Sensor PTC Push-To-Connect fittings
BSD Brake System Designer PW Pad Wear
CAN Controller Area Network RL Reversing Lamp
EBS Electronic Braking System RLF Road Laying Function
ECE Economic Commission for Europe (United RSP Roll Stability Program
Nations)
RtR Reset-to-Ride Height
ECU Electronic Control Unit
SAL Steering Axle Lock
EMR Emergency Mode Regulation
SL Select Low
EOL End Of Line
SLR Stop Lamp Request
EU European Union (formerly EEC -European
SP Speed Pulse
Economic Community)
TA Tilt Angle
GND Ground
TBM Trailer Brake Module
IAM Independent Aftermarket
TBR Trailer Brake Release
iLvl Electronic Suspension Control System
(registered trade mark of Knorr-Bremse) TEBS Trailer Electronic Braking System
ISS Integrated Speed Switch TEPM Trailer Electro-Pneumatic Module
iTAP Intelligent Access Point - wireless interface TEPM-A Trailer Electro-Pneumatic Module - Advanced
with the TEBS system (registered trade
mark of Knorr-Bremse) TEPM-P Trailer Electro-Pneumatic Module - Premium
LAC Lift Axle Control TEPM-S Trailer Electro-Pneumatic Module - Standard
LL Lower Lift axle(s) TH Traction Help
LL_ALL Lower Lift axle(s) - All axles TI CAN Trailer Internal CAN (J1939 5 v)
LL_LAC1 Lower Lift axle(s) - Axles controlled by TIM Trailer Information Module
LAC1 output TPMS Tyre Pressure Monitoring System
LL_LAC2 Lower Lift axle(s) - Axles controlled by TRM Trailer Roadtrain Module
LAC2 output
TSR Trailer Suspension Release
LLTH Advanced Lift Axle Control
TT CAN Tractor Trailer CAN (ISO11992 24 v)
LSF Load Sensing Function
USB Universal Serial Bus
_M Momentary (Switch)
WSS Wheel Speed Sensor
MH Manoeuvring Help
Knorr-Bremse Group 2
Doc. No. Y136318 (EN - Rev. 003)

February 2016 Safety and Environmental 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 during working on or around compressed air systems and devices, the following precautions
should be observed:
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 ignition key removed. 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.
Doc. No. Y136318 (EN - Rev. 003)
Safety and Environmental Guidelines February 2016
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 Only use 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 on previous page.
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.
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.
See Y075876 for latest revision.
Revision Details
Rev. 001 December 2013 iLvl added to Abbreviations
Rev. 002 December 2014 iTAP added to Abbreviations
Rev. 003 February 2016 TEPM-A added to Abbreviations
Doc. No. Y136319 (EN - Rev. 005)

August 2016
Contents
Contents
System Modules 1
Features of TEBS G2 Brake Modules 2
Auxiliary Functions for Suspension and Lift Axle control 3
Auxiliary Functions for Tipping Trailers 4
Auxiliary Functions for Trailers with Steering Axle 5
Auxiliary Functions for Extendable or Multiple Trailers 6
Auxiliary Functions for Servicing 7
Auxiliary Functions - Other 8
Control and Data Interchange via CAN 9
Miscellaneous 10
Auxiliary Design Language 11
Cables and System Components 12
Wiring Diagrams 13
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
Doc. No. Y136138 (EN - Rev. 005)

August 2016 Contents
Title Doc. No. PD No.
1. System Modules
TEBS G2.0/G2.1 Brake Module Y050635 PD-214-200
TEBS G2.2 Standard Brake Module Y136107 PD-214-300
TEBS G2.2 Standard Plus Brake Module Y172339 PD-214-325
TEBS G2.2 Premium Brake Module Y200882 PD-214-350
Trailer Electro-Pneumatic Module (TEPM-S / TEPM-P) Y095618 PD-214-600
Trailer Electro-Pneumatic Module Advanced (TEPM-A) Y232989 PD-214-700
Trailer Roadtrain Module (TRM) Y095620 PD-214-800
2. Features of the TEBS G2 Brake Modules
Warning Lamp Sequences Y136108 PD-214-F001
Load Sensing Function (pneumatic suspension) Y136109 PD-214-F002
Load Sensing Function (mech or hyd suspension) Y137236 PD-214-F003
Anti-Lock Braking (ABS) Y136110 PD-214-F004
Roll Stability Program (RSP) Y136111 PD-214-F005
Auxiliary Inputs and Outputs Y136112 PD-214-F006
Automatic Brake Function Y136114 PD-214-F007
Brake Assist Y136115 PD-214-F008
System Check and End of Line (EOL) test Y136116 PD-214-F009
iLvl Suspension Control Y172340 PD-214-F010
3. Auxiliary Functions for Suspension and Lift Axle control
Using a Lift Axle with TEBS Y233953 PD-214-F100
Lift Axle Control Y136118 PD-214-F101
Traction Help (TH) Y136119 PD-214-F102
Manoeuvring Help (MH) Y136120 PD-214-F103
iCargo Y136121 PD-214-F104
iCorner Y136122 PD-214-F105
Speed Pulse (SP) Y136123 PD-214-F106
Integrated Speed Switch (ISS) Y136124 PD-214-F107
Trailer Suspension Release (TSR) Y137237 PD-214-F108
4. Auxiliary Functions for Tipping Trailers
Using TEBS G2 with Tipping Trailers Y138834 PD-214-F200
Tilt Angle (TA) Y136126 PD-214-F201
Body Lift Emergency Function (BLEF) Y136127 PD-214-F202
Road Laying Function (RLF) Y136128 PD-214-F203
5. Auxiliary Functions for Trailers with Steering Axle
Using TEBS G2 with Steering Axles Y138835 PD-214-F250
Steering Axle Lock (SAL) Y136130 PD-214-F251
Product Manual
Doc. No. Y136138 (EN - Rev. 005)

Contents August 2016
6. Auxiliary Functions for Extendable or Multiple Trailers

Using TEBS G2 with Extendable or Multiple Trailers Y138838 PD-214-F300
Trailer Brake Release (TBR) Y137238 PD-214-F301
Using TEBS and TRM on Multiple Trailers Y144314 PD-214-F302
Using TEBS and TRM on Extendable Trailers Y144317 PD-214-F303
Using TEBS on Trailers with more than 5 axles Y144343 PD-214-F304
7. Auxiliary Functions for Servicing
Pad Wear (PW) Y136131 PD-214-F351
‘Next Service’ Function Y136132 PD-214-F352
Magic Eye Y136133 PD-214-F353
Operational Data Recorder (ODR) Y136134 PD-214-F354
Diagnostics Y136135 PD-214-F355
8. Auxiliary Functions - Other
Stop Lamp Request (SLR) Y137240 PD-214-F401
9. Control and Data Interchange via CAN
CAN Data interchange with TEBS Y204657 PD-214-F500
iTAP ‘App’ for Mobile Devices Y204659 PD-214-F501
iTAP “Push Service” Y238266 PD-214-F502
10. Miscellaneous
Trailer Type Approval Y136117 PD-214-F901
Updating Software (“Flashing”) of Modules Y144495 PD-214-F902
Module Replacement and Routine Servicing Y177724 PD-214-F940
11. Auxiliary Design Language
Auxiliary Design Language (ADL) Y136136 PD-214-F950
ADL2017 to Switch Lift Axle Status Y143144 PD-214-L2017
ADL2025 to interface with Aspöck Reversing System Y147155 PD-214-L2025
ADL2031 to show axle overload (Magic Eye) Y235045 PD-214-L2031
ADL2032 to show axle overload Y231992 PD-214-L2032
ADL2081 to “Flash” an Additional Stop Lamp Y143950 PD-214-L2081
ADL2107 to Disable an Interlock when Vehicle is Moving Y143145 PD-214-L2107
ADL2200 - P28 Control from External Switch Y143951 PD-214-L2200
12. Cables and System Components
Wheel Speed Sensors Y011363 PD-261-000
Pressure Sensor Y095830 PD-262-200
Level Sensor Y160684 PD-264-100
Deflection Sensor Y095832 PD-264-200
Level Sensor for use with iLvl (iLvl Sensor) Y160685 PD-264-300
Doc. No. Y136138 (EN - Rev. 005)

August 2016 Contents
Cable Installation Guidelines Y136137 PD-272-005

Cables for TEBS G2 Y142784 PD-272-025
Diagnostic Cables for TEBS G2 Y138839 PD-272-035
Trailer Information Module (TIM G2) Y050665 PD-273-920
iTAP Wireless Interface (ECU) Y202588 PD-273-940
iTAP Camera Y250787 PD-273-945
iLvl Valves Y172342 PD-280-450
iLvl Push Buttons Y172343 PD-280-700
Tyre Pressure Monitoring System (TPMS) Y095833 PD-551-000
13. Wiring Diagrams
TEBS G2 Wiring Diagrams Y213753 PD-140-100
Revision Details
Rev. 003 March 2015 Wiring Diagrams added
Rev. 004 February 2016 PD-214-700, PD-214-F100, PD-214-F502, PD-214-L2031 & PD-214-L2032
added
Rev. 005 August 2016 iTAP Camera PD-273-945 added.
Product Manual
Doc. No. Y136138 (EN - Rev. 005)

August 2016
Doc. No. Y136319 (EN - Rev. 005)

August 2016 System Modules
PD No. Title Document No.

1
PD-214-200 TEBS G2.0/G2.1 Brake Module Y050635
PD-214-300 TEBS G2.2 Standard Brake Module Y136107
PD-214-325 TEBS G2.2 Standard Plus Brake Module Y172339
PD-214-350 TEBS G2.2 Premium Brake Module Y200882
PD-214-600 Trailer Electro-Pneumatic Module (TEPM-S/TEPM-P) Y095618
PD-214-700 Trailer Electro-Pneumatic Module Advanced (TEPM-A) Y232989
PD-214-800 Trailer Roadtrain Module (TRM) Y095620
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-200
Product ES2060
DATA TEBS G2.0/G2.1 Brake Module
Doc. No. Y050635 (EN - Rev. 005)
November 2016
Function
The Knorr-Bremse electronic braking systems for trailers
(TEBS G2.0/G2.1) combine, in one compact assembly,
the electronic control unit, the sensor technology and
the pneumatic control.
The braking functions of anti-lock and load sensing
control are both electronically managed within the
module as integrated features. This provides more
accurate and consistent control of the generated
braking force including reduced hysteresis compared TEBS G2.0
to a conventional braking system, thereby improving
tractor-trailer compatibility, optimising the brake pad
wear and helping to reduce the overall operating costs
of the trailer.
The anti-compounding function is also housed TEBS G2.1
within the module offering four delivery ports to the
spring brake actuators.
The TEBS G2.0 Brake Module offers the following additional features Standard Symbol as DIN ISO 1219
compared with the first generation (TEBS4): TEBS G2.0 1 1 4
- an optional pneumatic auxiliary port (P28) which can be P42 P1 P4
programmed to support all available auxiliary functions.

2 1
U U U
P P P
- variants of the module are available with push-to-connect (PTC) 42
W
4 3
fittings. P21 P22
U U
- all electrical connections face downwards for improved accessibility. P V V P
W
21 22
21 22
The TEBS G2.1 Brake Module is similar to the TEBS G2.0 Brake 21
7
9 6 5 8
10
22
Module except that in place of the anti-compounding double check 12

W
valve it has: W
W
28 3 23 23 23 23
V
- an integrated emergency valve to provide the automatic brake

TEBS-G2-037b-bw
TEBS G2.1 1 1 4
function. The integrated emergency valve vents the spring P42 P1 P4
brakes directly at the TEBS G2.1 Brake Module ensuring P

U
P
U
2 1
P
U
faster response. The emergency valve also performs the 42

W
anti-compounding function. P21

4 3
P22
When using the TEBS G2.1 Brake Module the park/shunt valve P
U V V P
U
W
21 22
is connected to port 41 (in the same position as port 12 on the 21
9 6 5 8
22
TEBS G2.0 Brake Module).

21 10 22
W
7
41
The service-proven anti-roll system, RSP (Roll Stability Program), is

W
W
W
W
included as standard in all TEBS G2 Brake Modules. 28

V
3 23 23 23 23
TEBS-G2-037a-fav_bw
1 1 4
P42 P1 P4
2 1
Technical Features
U U U
P P P
42
W
Operating pressure: 10.5 bar

4 3
P21 P22
Max. permissible pressure: 12.5 bar

U V V
U
P P
W
21 22
21 22
Operating temperature range: -40 °C to +65 °C 21

9 6 5 8
10 22
W
41
Weight: 5.7 kg approx.

W
W
Nominal Voltage: 9 to 32 V DC 28
V
3 23 23 23 23
TEBS-G2-037c-fav_bw
This document is subject to alteration without notice and therefore a printed copy may not be the latest revision. Please check our website www.knorr-bremseCVS.com for the latest update or contact your local Knorr-Bremse representative. The
figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. Additional terms and conditions apply; please refer to our website knorr-bremseCVS.com under the “Documentation” tab.
Note: If service work is carried out on a vehicle as a result of information taken from this document, 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.
Copyright 2011 © Knorr-Bremse AG - all rights reserved, including industrial property rights applications. Knorr-Bremse AG retains any power of disposal, such as for copying and transferring.
PD-214-200 Product Data
ES2060
Doc. No. Y050635 (EN - Rev. 005)
TEBS G2.0/G2.1 Brake Module November 2016
Towing vehicle requirements
Trailers fitted with an electronic braking system (TEBS) only comply with the legal requirements of regulations
98/12/EC and ECE R13/11 supplement 8, when the towing vehicle is equipped with an electrical interface of any of
the following specifications:
ISO 7638: 1985 5 Pin
ISO 7638: 1997 Part 1 (24 V) 5 Pin
ISO 7638: 1997 Part 1 (24 V) 7 Pin
Auxiliary Functions
The following auxiliary functions may be configured to the associated auxiliary connections of the TEBS G2.0/G2.1
Brake Modules:
1. Standard Auxiliary Functions:
1.1 Outputs
• Tilt Angle: This signal can be utilised to switch off a lifting device for the tipping body. See PD-214-F201,
Document No. Y136126.
• Fully Automatic Lift Axle Control: The module can control up to two lift axle control valves, each valve may
then be connected to 1 or 2 lifting axles. See PD-214-F101, Document No. Y136118.
• Speed Pulse (SP): When the vehicle exceeds a predetermined threshold speed, a signal of programmable
duration is activated. This signal causes the Raise / Lower valve to automatically switch to the “drive” position.
See PD-214-F106, Document No. Y136123.
• Integrated Speed Switch (ISS): This signal may be used to fulfil numerous operational requirements such as
locking of steering axles etc. See PD-214-F107, Document No. Y136124.
• Steering Axle Lock (SAL): This signal can be utilised to lock the steering axle in the ‘straight-ahead’ condition.
It is similar to ISS but can also be triggered from an input, e.g. Back-up Light (Reversing Lamps). See
PD-214-F251, Document No. Y136130.
• 24 V Supply: provides a permanent power supply that may be used to power additional brake and running
gear systems / functions on the trailer. See PD-214-F006, Document No. Y136112.
• ABS active: Typically this function may be used to directly control a retarder installed on the trailer. See
• RSP active: When the Roll Stability Program (RSP) of the trailer is active, a 24 V or a pneumatic output
(depending on configuration) is transmitted by the brake module. See PD-214-F005, Document No. Y136111.
• SLR: When a function of TEBS causes the brakes to be applied a Stop Lamp Request signal can be generated.
• Pout: Brake modules that have the P28 function available, which can be programmed to provide a pneumatic
output for any of the above functions or a constant pressure supply. See PD-214-F006, Document No.
Y136112.
PD-214-200
ES2060
Doc. No. Y050635 (EN - Rev. 005)
November 2016 TEBS G2.0/G2.1 Brake Module
1.2 Inputs:
The TEBS G2 brake module can be programmed to receive inputs on various connectors. See page 6 for more
information on the connections. Typical inputs are described below:
• Brake pad wear control (PW) : Input is received that the wear limit of at least one brake has been reached.
• TH: Traction Help actuated by a manual switch. See PD-214-F102, Document No. Y136119.
• MH: Manoeuvring Help actuated by a manual switch. See PD-214-F103, Document No. Y136120.
• LL_ALL / LL_LAC1 / LL_LAC2_: These functions lower lift axles as a result of a signal from a manual switch.
• LLTH - Advanced Lift Axle Control: This is a combined function which offers lift axle lowering and traction
help via the same input. See PD-214-F101 and PD-214-F102, Document Nos. Y136118 and Y136119.
• Road Laying Function (RLF): This function is typically used when the trailer is working with a road laying
machine. See PD-214-203, Document No. Y136128.
• Body Lift Sensor (BLS): This sensor is used with tipping trailers. See PD-214-F201, Document No.
Y136126, PD-214-F202, Document No. Y136127 and PD-214-F203, Document No. Y136128.
• Trailer Brake Release (TBR): This function is typically used with extendable trailers. See PD-214-F301,
• Trailer Suspension Release (TSR): This input is used when raise/lower valves are installed. See
• Back-up Light (Reversing Lamp (RL)): This takes an input from the reversing lamps and is typically used
with the Steering Axle Lock function. See PD-214-F251, Document No. Y136130.
2. Non-Standard Auxiliary Functions:

Should a customer require a function other than those normally available it is possible to create a non-standard function
by the use of a special file known as ADL (Auxiliary Design Language) produced by Knorr-Bremse following contact
through one of its representatives. Once created, the special file can be written to the ECU of the brake module via the
PC Diagnostic Program ECUtalk®. The module offers a possibility to have an interface to the service braking system,
under certain circumstances.
3. Stop lamp powering:

To obtain full functionality, any trailer electronic braking system requires a permanent power supply (achieved by using
the legally specified ISO 7638 connection in 5 or 7 pin format); this ensures load sensing, anti-lock control and all
auxiliary functions are automatically maintained. In the event of a failure of this power supply, whilst trailer braking will
be maintained via the pneumatic back-up function, all electronically controlled functionality would no longer be active.
Continued operation of the vehicle without electrical power, irrespective of axle load, may therefore result in higher brake
operating temperatures leading to increased brake pad wear, tyre flat spotting and trailer instability. To overcome this
problem, the TEBS G2 ECU can be installed so that it will continue to operate by taking power from the stop lamp circuit
and thereby load sensing and anti-lock functions remain active.
Note: Stop lamp powering should only be considered as a backup function to ensure some safety features are
retained in the event of failure of the ISO 7638 connection.
Note: When stop lamp powering is in operation in a 4S/3M or 6S/3M system configuration the module will
switch to 2S/2M operation.
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Legal Requirements
TEBS G2.0/G2.1 has been approved in accordance with the requirements of annex XIV of the Directive 98/12/EC
and annex 19 of ECE Regulation 13 with respect to ABS performance. The system also fulfils the requirements of the
ECE Regulation 13/11 Supplement 8 with respect to the prescribed requirements for vehicles with an electric control
line and electric control transmission.
ECE Knorr-Bremse
Approval
Report No. Document No.
ABS approval EB 154 Y038142

Electronics approval EB 155 Y038143
RSP approval EB 166 Y080682
Use of AC574AY Relay EB 154
Y158131
Valve with long pipes extension
Additional Documentation
Documentation is available on the Knorr-Bremse website www.knorr-bremseCVS.com which gives detailed
information about the electronic braking system such as a system description and detailed installation instructions.
TEBS G2 Family Product Manual Y037243
Options
All module variants offer:
- RSP.
- Operating voltage range 9 - 32 Volts.
- Four pneumatic ports to the spring brake actuators.
- Internal J1939 CAN (5 V TI CAN)
- Configuration of different braking characteristics for the CAN and pneumatic brake demands.
Additionally:
- “Standard” variants provide ABS configuration 2S/2M and “Premium” variants (TEBS G2.0 after internal Software
version V03) offer up to 6S/3M (see page 5).
- TEBS G2.1 has an integrated automatic brake function.
PD-214-200
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Range Overview
The following table shows possible variants:
Integrated To be used
Part Type PTC IAM Part
Module P28 ABS Emergency with Park/
Number1) Number Fittings Number2)
Function Shunt Valve
2S/2M
K019300 ES2060 G2.0 Premium PS no 4S/2M no AE4311 K019309
4S/3M 3)
6S/3M
2S/2M
K019302 ES2060 G2.0 Premium PS yes 4S/2M no AE4311 K019309
4S/3M 3)
6S/3M
2S/2M
K019309 ES2060 G2.0 Premium PS no 4S/2M no AE4311 K019309
4S/3M 3)
6S/3M
2S/2M
4S/2M AE4370 or
K019310 ES2060 G2.1 Premium PS no 4S/3M 3) yes K019319
AE43714)
6S/3M
2S/2M
4S/2M AE4370 or
K019312 ES2060 G2.1 Premium PS yes 4S/3M 3) yes K019319
AE43714)
6S/3M
2S/2M
4S/2M AE4370 or
K019319 ES2060 G2.1 Premium PS no 4S/3M 3) yes K019319
AE43714)
6S/3M
K019340 ES2060 G2.0 Standard TP no 2S/2M no AE4311 K019349
K019342 ES2060 G2.0 Standard TP yes 2S/2M no AE4311 K019349
K019349 ES2060 G2.0 Standard TP no 2S/2M no AE4311 K019349
K019350 ES2060 G2.1 Standard TP no 2S/2M yes AE4370 K019359
K019352 ES2060 G2.1 Standard TP yes 2S/2M yes AE4370 K019359
K019359 ES2060 G2.1 Standard TP no 2S/2M yes AE4370 K019359
PS = Pneumatic signal TP = Test point port
1)
The part number of the module will carry two suffices, firstly “V##” which represents the software revision of the product, e.g. V01, V02 etc., and
secondly “N##” which defines the packaging requirements of different market sectors, e.g. N00, N50. Example: K019300V02N50 - is supplied
with software to revision 02 and packaged as described below.
Note: The N50 variant will be shipped in a box containing the data labels II39797F, II39796F and K112780N00. These data labels may also be
ordered separately.
2)
IAM versions (which require configuration) have a grey top cover, whereas OE versions have a black top cover.
3)
Dependent of system configuration.
4)
AE4370 for semi-trailers and centre-axle trailers. AE4371 for drawbar trailers.
Additional Parts: Silencer: K000847K50 (two required per module)

Blanking Plug for 8 mm pipe: 96210008
Blanking Plug for In-Out Connector K026197V01N00
Blanking Plug for WSS Connector K103003K50 (two required per module)
Side Cover: K023401K50 (two required per module)
Port Filters K108643K50 (contains 20 filters for Port 4)
Self-adhesive TEBS label K112780N00 (supplied with the TEBS Module for
mounting on the trailer)
Information sticker II39796F (TEBS power supply)
EBS-System Plate II39797F
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Pneumatic Connections
PTC Fittings 1)
Port Thread Number Used for (to suit pipe size)
1.1 M22x1.5 1 Supply to Reservoir 15x1.5

1.2 M22x1.5 1 Supply to Reservoir 15x1.5
12 2)
M22x1.5 1 Park/Shunt Valve 12x1.5
Delivery to brake chambers on the side of the trailer with
21 M16x1.5 3 12x1.5
wheel speed sensors D and F
Delivery to brake chambers on the side of the trailer with
22 M16x1.5 3 12x1.5
wheel speed sensors C and E
23 M16x1.5 4 Delivery to parking brake 8x1
4 M16x1.5 1 Brake demand (Yellow Line) 8x1
41 3)
M16x1.5 1 Park/Shunt Valve 8x1
42 M16x1.5 1 Air spring pressure 8x1
28 M16x1.5 1 Test point or Pneumatic signal 8x1
1)
Not all part numbers are supplied with a set of fittings.
2)
TEBS G2.0 modules only.
3)
TEBS G2.1 modules only.
Pipe sizes
The following table defines the minimum bore of piping to be used to connect the reservoir to the module and the
module to the respective brake actuators.
Pipe size for the connection between the air reservoir and the module
Minimum inside diameter 12 mm
Plastic pipe It is recommended that both Supply ports are used and each is
connected to the reservoir.
Pipe size for the connection between the module and the service brake actuators Maximum length
Plastic pipe Minimum inside diameter 9 mm

5m
Rubber hose Minimum inside diameter 11 mm
Pneumatic Backup
If all electrical power supplies to the TEBS G2.0/G2.1 Brake Module are lost the system reverts to the Pneumatic
Backup mode which provides the facility for the trailer to maintain normal pneumatic braking albeit without the load
sensing and anti-lock functions.
The TEBS G2.0/G2.1 Brake Module has the ability to switch itself to the Pneumatic Backup mode and does so if the
reservoir pressure drops below 2.5 bar. The module will switch back to normal operation when the reservoir pressure
is restored.
The TEBS G2.0/G2.1 Brake Module also switches to Pneumatic Backup mode whenever the trailer is stationary and
the service brake pressure is greater than 4.5 bar. This is to reduce electrical power consumption. The module will
switch back to normal operation as soon as service brake pressure drops below 4.25 bar.
PD-214-200
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Electrical Connections
All module variants offer the following possible electrical connections for auxiliary equipment:
- AUXIO 1 electrical output (6, 12 or 24 V) or digital input
- AUXIO 2 electrical output (6, 12 or 24 V) or digital input
- AUXIO 3 electrical output (24 V) or digital input
- SENS_SUP external sensor supply or Tri-state input
- SENS_IN1 external sensor input or Tri-state input
- Input S-E digital input or Tri-state input
- Input S-F digital input or Tri-state input
Note: Tri-state inputs allow control using a single wire connection where the following conditions will be recognised
as requiring a change of state:
• change from open circuit to 12 / 24 V
• change from open circuit to ground
Note: When configuring inputs it is recommended that the tri-state inputs on pins 4 and 5 are used first followed by
sensor inputs S-E and S-F and then AUXIO connections on pins 1, 2 and 3.
Note: Some variants also offer the possibility to use the port P28 to control pneumatic auxiliary equipment (see table
on page 5).
In - Out Connector Power Connector Wheel Speed Sensor Connector

1 2 3 4 5 6
5
4
B 6 3 1
7 2
12 11 10 9 8 7
Pin Pin
Function Function System Connector Function
Number Number
1 AUXIO 1 1 Battery Supply (+) S-C

Wheel Speed
Sensor
2 AUXIO 2 2 Electronic Supply (+) S-D
2S/2M
3 AUXIO 3 3 Electronic Ground (-) S-E Optional Aux
Input (Digital
4 Sensor Supply [SENS_SUP] (5V or Tri-state Input) 4 Battery Ground (-) S-F or Tri-state)
5 Sensor Input 1 [SENS_IN1] (Analogue or Tri-state) 5 Warning Lamp S-C
6 Sensor Ground or Magic Eye or C3 6 ISO 11992 CAN (24 V) High S-D
4S/2M Wheel Speed
4S/3M Sensor
7 Stop Lamp Supply (+) 7 ISO 11992 CAN (24 V) Low S-E
8 Stop Lamp Ground (-) S-F
9 J1939 CAN (5 V) Low
10 J1939 CAN (5 V) High
11 AuxRet 12 (Return for AUXIO 1 & 2)
12 AuxRet 3
Note: If no connections on the In-Out Connector are used a blanking plug (K026197V01N00) must be installed
to prevent the ingress of moisture to the ECU.
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Installation and Mounting

General installation guidelines
• The protective covers for the electrical connections of the TEBS G2.0/G2.1 Brake Module must be fitted at all
times when the vehicle is in use.
• During assembly the ports and electrical connections of the TEBS G2.0/G2.1 Brake Module and cabling must be
protected against the ingress of contamination, e.g. sand blasting particles.
• The TEBS G2.0/G2.1 module must never be stored or transported with the exhaust ports pointing upwards.
• If a TEBS G2.0/G2.1 module has been damaged in transit or during the assembly, e.g. dropped on the floor, it
must not, under any circumstances, be fitted to the vehicle.
Note:
If at any time the vehicle is to be welded using an electric welding tool the following has to be observed:
• Remove the “Power” and “In-Out” connectors from the module(s).
• Remove the wheel speed sensor connectors, ensure that when reassembling the sensors they are reconnected
to the correct positions. Knorr-Bremse recommends that an End of Line (EOL) test is run using the diagnostic
program ECUtalk® following reassembly of the wheel speed sensors to ensure correct fitment.
Installation of the TEBS G2.0/G2.1 Brake Module

Front
The following provides a guide to the installation of the TEBS 2.5 m 2.5 m
G2.0/G2.1 Brake Module.
In the longitudinal direction, the deviation from centre of the bogie
may be a maximum of ± 2.5 m however the maximum permitted
pipe length of 5 m to the brake actuators must be observed.
Note: when a self-steering or command steered axle is fitted the
‘centre of the bogie’ is deemed to be between the fixed axles.
±5 cm
An ideal installation would be where the TEBS G2.0/G2.1 Brake
Module is laterally positioned within 5 cm of the centre of the
trailer (see figure), this would result in the respective pipe lengths
being approximately equal for each axle. However it is possible
to mount the TEBS G2.0/G2.1 Brake Module in other positions
TEBS-G2-077_0a
dependent on the design of the trailer and space available.

If the Roll Stability Program (RSP) is configured, special restrictions
apply. See PD-214-F005, Document No. Y136111.
During installation, consideration must be given to being
able to access the electrical connections and a minimum
clearance must be observed (F > 50 mm) to ensure that covers
can be removed. For the TEBS G2.0/G2.1 Brake Module a
H
clearance (H > 25 mm) must be ensured below the exhaust
F F
silencers at the base of the valve; this must be checked
when the suspension is deflated and on its bump stops (see
figure). TEBS-G2-044_1
PD-214-200
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Cables
For information on suitable cables see PD-272-020, Document No. Y107795 and for cable installation guidelines see
PD-272-005, Document No. Y136137.
Parameterisation
Before a trailer can be used on the road its braking performance must have been verified by a testing authority and
be type approved. Part of this process is the requirement to fulfil the prescribed compatibility limits which means a
number of braking parameters must be specified. This is normally achieved by means of a brake calculation taking
into account the physical characteristics of the trailer and the recorded performance of braking components defining
the respective brake chamber pressures to fulfil laden and unladen requirements. For the TEBS G2.0/G2.1 equipped
trailer this would be carried out using the Knorr-Bremse brake calculation program BSD which has been specifically
developed for this purpose. The main parameters which control the braking performance of the trailer are:
• Laden and unladen air spring pressures • Coupling head pressure when braking should commence.
• Laden and unladen axle loads • Inshot pressure generated when braking should commence.
• Laden and unladen brake actuator delivery • Dynamic tyre size
pressures for a control line pressure of 6.5 bar.
The diagnostic program ECUtalk® is the primary means by which the parameters can be written to the TEBS
G2.0/G2.1 Brake Module. This can be achieved by either entering individual parameters into the required fields
or by reading the parameter values from a file produced by the brake calculation program BSD; the latter option
being more reliable as the possibility of error has been removed. When a TEBS G2.0/G2.1 module is produced,
default parameters are defined so that, in the event that a trailer is inadvertently not parameterised, a level of braking
performance will always be available. When a data set of parameters is written to the TEBS G2.0/G2.1 Brake Module
the operators PIN will also be written and stored as a finger print to identify who carried out the parameterisation.
Knorr-Bremse makes available four levels of PIN code access to PC Diagnostics ECUtalk® as follows:
• Full version for OEMs • Service Plus for workshops
• EOL version for OEMs • Service Version for workshops
Load Sensing Plate

Following installation and parameterisation of the TEBS G2.0/G2.1 Brake Module it is possible to generate a load
sensing plate by using the diagnostic program ECUtalk®. Legislation requires that such a plate is fitted to all trailers.
The plate generated by ECUtalk® will not only contain information to carry out a check of the load sensing settings
but also define additional TEBS G2 Brake Module configuration data and trailer related information. See section on
“Stickers” and PD-214-F002, Document No. Y136109.
Diagnostics
The Knorr-Bremse diagnostic program ECUtalk® is the primary means by which diagnosis of the TEBS G2.0/G2.1
Brake Module can be undertaken. For further details see PD-214-F355, Document No. Y136135.
Note:
For more information on ECUtalk® see the Product Information Document No. Y051496 available at
www.Knorr-BremseCVS.com.
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Dimensions
TEBS G2.0
. . . .
Detailed views of electrical connections
NOTE: For information on individual connections and pin function, see table on page 7
PD-214-200
ES2060
Doc. No. Y050635 (EN - Rev. 005)
TEBS G2.1
200
204,5
234,5
. . . .
Detailed views of electrical connections
ES2060
Doc. No. Y050635 (EN - Rev. 005)
Labels
Information sticker, TEBS EBS-System Plate 1):

power supply Part No.: II39797F
Part No.: II39796F Size [mm]: 170 x 110
Size [mm]: 150 x 100
Trailer EBS KNORR-BREMSE

Systeme für Nutzfahrzeuge
EBS
ALB (LSV/CDF)
ABS VF00075_189.jpg
II39796F
VF00075_188.eps
The System Plate is a sticker which can be printed via the ECUtalk® software and a laser printer.
1)
Caution! A laser printer must be used but do not print more than 5 stickers at a time.
K112780 90
150
Revision Details
Rev. 003 November 2014 Note added to Stop Lamp Powering on page 3.
K108643K50 added to Service Parts on page 5.
Correction to DIN ISO 1219 symbols on page 1.
Rev. 004 September 2015 Additional Parts added on page 5. K112780 added on page 12.
Rev. 005 November 2015 Note 2) added on page 5.
PD-214-300
Product ES2090
DATA TEBS G2.2 Standard Brake Module
Doc. No. Y136107 (EN - Rev. 003)
September 2015
Function
The Knorr-Bremse electronic braking system for trailers
(TEBS G2.2) combines, in one compact assembly, the
electronic control unit, the sensor technology and the
pneumatic control.
braking force including reduced hysteresis compared
of the trailer.
The anti-compounding function is also housed
spring brake chambers.
The TEBS G2.2 Brake Module is capable of working
on trailers coupled to towing vehicles equipped with pneumatic only Standard Symbol as DIN ISO 1219
braking, pneumatic braking plus ABS or EBS systems. To achieve the
full capability of the module the trailer should be connected to an EBS TEBS G2.2
equipped towing vehicle fitted with an ISO 7638 7-pin connector. 11 12 4
The TEBS G2.2 Standard Brake Module offers the following features P42 P1
2 1
P4
in common with the TEBS G2.1 brake module:

U U U
P P P
42
- the modules are available with push-to-connect (PTC) fittings. W
W
4 3
- all electrical connections face downwards for ease of accessibility. P21
U
P22
U
V V
- integrated emergency valve to provide the automatic brake

P P
W
W
21 22
function. The integrated emergency valve vents the spring brakes

21 22
9 6 5 8
21 10 22
directly at the TEBS G2.2 Standard Brake Module ensuring

7
W
43
faster response. The emergency valve also performs the anti-

W
W
W
W
compounding function. 29 28
V
3 23 23 23 23
TEBS-G22_bw
In addition the TEBS G2.2 Standard Brake Module offers the following
new features:
- an optional pneumatic auxiliary port which can be programmed
to support all available auxiliary functions, in addition to an optional
test point port.
- all pneumatic connections are on one face of the module.
included as standard in all TEBS G2.2 Standard Brake Modules.
Technical Features
Operating temperature range: -40 °C to +65 °C
Maximum temperature: +110 °C for 1 hour (non-operational)
Nominal Voltage: 9 to 32 V DC
The information contained herein is subject to alteration without notice and therefore may not be the latest release. Please check our website www.knorr-bremseCVS.com for the latest update or contact your local Knorr-Bremse representative.
The figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. Additional terms and conditions apply; please refer to our website knorr-bremseCVS.com for full Disclaimer.
Note: If service work is carried out on a vehicle based on information provided herein, 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.
ES2090
Doc. No. Y136107 (EN - Rev. 003)
TEBS G2.2 Standard Brake Module September 2015

98/12/EC and ECE R13/11 Supplement 8, when the towing vehicle is equipped with a electrical interface of one of
ISO 7638: 1985 5 Pin ISO 7638: 1997 Part 1 (24 V) 7 Pin
ISO 7638: 1997 Part 1 (24 V) 5 Pin
Standard Auxiliary Functions

The following auxiliary functions may be configured to the associated auxiliary connections of the TEBS G2.2 Standard
Brake Module:
Outputs
Y136112.
Inputs:
The TEBS G2.2 Brake Modules can be programmed to receive inputs on various connectors. See page 5 for more
information on the connections. Typical inputs are described below:
PD-214-300
ES2090
Doc. No. Y136107 (EN - Rev. 003)
September 2015 TEBS G2.2 Standard Brake Module
• LL_ALL / LL_LAC1 / LL_LAC2: These functions lower lift axles as a result of a signal from a manual switch.
machine. See PD-214-F203, Document No. Y136128.
Y136126 and PD-214-F202, Document No. Y136127.
• Back-up Light: This takes an input from the reversing lamps and is typically used with the Steering Axle
Lock function. See PD-214-F251, Document No. Y136130.
Auxiliary Design Language (ADL) - Non-standard Auxiliary Functions

by the use of a special file known as ADL (Auxiliary Design Language) produced by Knorr-Bremse. See PD-214-F950,
Stop Lamp Powering

problem, some versions of the TEBS G2.2 Brake Module will continue to operate by taking power from the stop lamp
circuit and thereby load sensing and anti-lock functions remain active.
Legal Requirements
TEBS G2.2 has been approved in accordance with the requirements of annex XIV of the Directive 98/12/EC and an-
nex 19 of ECE Regulation 13 with respect to ABS performance. The system also fulfils the requirements of the ECE
Regulation 13/11 Supplement 8 with respect to the prescribed requirements for vehicles with an electric control line
and electric control transmission:
Approval ECE Report No. Knorr-Bremse Document No.
Y158131
ES2090
Doc. No. Y136107 (EN - Rev. 003)
Options
All TEBS G2.2 - Standard variants offer:
- ABS configurations 2S/2M only.
- RSP.
- Internal J1939 CAN (5 V TI CAN).
- Integrated automatic brake function.
- The choice of a programmable pneumatic output from Port 28 (P28) and/or a test point Port 29 (P29).
The following table shows possible variants which differ concerning the options and fittings provided:
Part Number1) Type Number P28 P29 PTC Fittings Stop Lamp Powering IAM Part No.2)
K055342 ES2090 no no yes yes K055369
K055352 ES2090 no yes yes yes K055369
K055362 ES2090 yes yes3) yes yes K055369
K055369 ES2090 yes yes no yes K055369
1)
secondly “N##” which defines the packaging requirements of different market sectors, e.g. N00, N50, N99, etc. Example: K055342V02N99 - is
supplied with software to revision 02 and packaged as described below.
ordered separately. The N49 variant is for OE use only and the N99 variant is for IAM use only.
2)
3)
Plugged
Additional Parts:
Silencer K000847K50 (two required per module)
Side Cover K092404K50
Port Filters K004904K50 (contains 10 conical filters for Ports 11 and 12)
K108643K50 (contains 20 flat filters for Port 4)
Blanking plug for 8 mm pipe 96210008
Self-adhesive TEBS label K112780N00 ( supplied with the TEBS Module for mounting on the trailer)
PTC Fittings 4)
Port Thread Qty Used for (to suit pipe size)
11 M22x1.5 1 Supply from Reservoir 15x1.5
21 M16x1.5 3 Delivery to brake chambers to wheel speed sensor D 12x1.5
22 M16x1.5 3 Delivery to brake chambers to wheel speed sensor C 12x1.5
28 M16x1.5 1 Programmable pneumatic signal 8x1
29 M16x1.5 1 Test point 8x1
43 M16x1.5 1 Park/Shunt Valve 8x1
4)
Not all part numbers are supplied with a set of fittings.
PD-214-300
ES2090
Doc. No. Y136107 (EN - Rev. 003)
See PD-214-F006, Document No. Y136112 for details of all of the Input and Output configurations.

1 2 3 4 5 6
5
4
D
A 6 3 1
C
7 2
12 11 10 9 8 7
Pin Pin
Number Number
1 AUXIO 1 1 Battery Supply (+) S-C Wheel Speed

2S/2M
2 AUXIO 2 2 Electronic Supply (+) S-D Sensor
3 AUXIO 3 3 Electronic Ground (-)
4 Sensor Ground 4 Battery Ground (-)
5 Sensor Input 1 [SENS_IN1] (Tri-state Input) 5 Warning Lamp
6 Sensor Supply [SENS_SUP] (Tri-state Input) 6 ISO 11992 CAN (24 V) High
7 Stop Lamp Supply (+) 7 ISO 11992 CAN (24 V) Low
8 Stop Lamp Ground (-)
9 J1939 CAN (5 V) Low
10 J1939 CAN (5 V) High
11 AuxRet 3
Note:
If no connections on the In-Out Connector are used, a blanking plug must be installed to prevent the ingress of
moisture to the ECU.
Pneumatic Backup
If all electrical power supplies to the TEBS G2.2 Brake Module are lost the system reverts to the Pneumatic Backup
mode which provides the facility for the trailer to maintain normal pneumatic braking albeit without the load sensing
and anti-lock functions.
The TEBS G2.2 Standard Brake Module has the ability to switch itself to the Pneumatic Backup mode and does
so if the trailer reservoir pressure drops below 2.5 bar. The module will switch back to normal operation when the
reservoir pressure is restored.
The TEBS G2.2 Standard Brake Module also switches to Pneumatic Backup mode whenever the trailer is stationary
and the service brake pressure is greater than 4.5 bar. This is to reduce electrical power consumption. The module
will switch back to normal operation as soon as service brake pressure drops below 4.25 bar.
ES2090
Doc. No. Y136107 (EN - Rev. 003)

• The protective covers for the electrical connections of the TEBS G2.2 Brake Module must be fitted at all times
when the vehicle is in use.
• During assembly the ports and electrical connections of the TEBS G2.2 Brake Module and cabling must be
• The TEBS G2.2 module must never be stored or transported with the exhaust ports pointing upwards.
• If a TEBS G2.2 module has been damaged in transit or during the assembly, e.g. dropped on the floor, it must
not, under any circumstances, be fitted to the vehicle.
Note:
Installation of the TEBS G2.2 Brake Module

Front
The following provides a guide to the installation of the TEBS G2.2 2.5 m 2.5 m
Brake Module.
±5 cm
An ideal installation would be where the TEBS G2.2 Brake
being approximately equal for each axle. However it is possible to
mount the TEBS G2.2 Brake Module in other positions dependent
TEBS-G2-077_0a
on the design of the trailer and space available.

clearance must be observed (F > 50 mm) to ensure that
cover can be removed. For the TEBS G2.2 Brake Module a
H
F
figure). TEBS-G22s-044_1
PD-214-300
ES2090
Doc. No. Y136107 (EN - Rev. 003)
Orientation
It is normal to mount the TEBS G2.2 Brake Module with the mounting studs towards the rear of the vehicle with the
brake actuators on the left side supplied by Port 22 and on the right side by Port 21 (the ports closest to the actuators).
However, it is permissible to mount the module with the mounting studs towards the front of the vehicle providing
that the orientation is changed in ECUtalk® under the “Information” tab and “Change configuration”. The actuators
connections must then be reversed, i.e. the brake actuators on the left side supplied by Port 21 and the brake actuators
on the right side supplied by Port 22.
Wheel Speed Sensor Connection

When the TEBS G2.2 Brake Module is installed, irrespective of its orientation, the Wheel Speed Sensors should be
connected as below:
Connection S-C connect the Wheel Speed Sensor fitted to the side of the axle on which the
brake actuators are supplied by Port 22 on the module.
Connection S-D connect the Wheel Speed Sensor fitted to the side of the axle on which the
Cables
PD-272-005, Document No. Y136137.
Pipe sizes
5m
ES2090
Doc. No. Y136107 (EN - Rev. 003)
Dimensions
TEBS G2.2 - Standard 288.8
202±2
22
. . . .
7 12
2 7
1 3 6
6 1
4
5
C D
204.5
S-C S-D
Detailed view of
234.5 electrical connections
PD-214-300
ES2090
Doc. No. Y136107 (EN - Rev. 003)
Parameterisation
the respective brake chamber pressures to fulfil laden and unladen requirements. For the TEBS G2.2 equipped
• Laden and unladen air spring pressures. • Coupling head pressure when braking should commence.
• Laden and unladen axle loads. • Inshot pressure generated when braking should commence.
• Laden and unladen brake actuator delivery • Dynamic tyre size.
The diagnostic program ECUtalk® is the primary means by which the parameters can be written to the TEBS G2.2
Brake Module. This can be achieved by either entering individual parameters into the required fields or by reading the
parameter values from a file produced by the brake calculation program BSD; the latter option being more reliable as
the possibility of error has been removed. When a TEBS G2.2 module is produced, default parameters are defined
so that, in the event that a trailer is inadvertently not parameterised, a level of braking performance will always be
available. When a data set of parameters is written to the TEBS G2.2 Brake Module the operators PIN will also be
written and stored as a finger print to identify who carried out the parameterisation.
• Full version for OEMs. • Service Plus for workshops.
• EOL version for OEMs. • Service Version for workshops.
Load Sensing Plate

Following installation and parameterisation of the TEBS G2.2 Brake Module it is possible to generate a load sensing
plate by using the diagnostic program ECUtalk®. Legislation requires that such a plate is fitted to all trailers. The
plate generated by ECUtalk® will not only contain information to carry out a check of the load sensing settings but
also define additional TEBS G2 Brake Module configuration data and trailer related information. See PD-214-F002,
Diagnostics
The Knorr-Bremse diagnostic program ECUtalk® is the primary means by which diagnosis of the TEBS G2.2 Brake
Module can be undertaken. For further details see PD-214-F355, Document No. Y136135.
Note:
ES2090
Doc. No. Y136107 (EN - Rev. 003)
Labels

Size [mm]: 150 x 100

EBS
ALB (LSV/CDF)
ABS VF00075_189.jpg
II39796F
VF00075_188.eps
1)
K112780 90
150
Revision Details
Rev. 001 December 2014 Correction to DIN ISO 1219 symbol on page 1.
Rev. 002 July 2015 Amendment to Part No. table and Additional Parts added on page 4. Labels
section added on page 10.
Rev. 003 September 2015 Amendment to Part No. table on page 4.
PD-214-325
Product ES2090
DATA TEBS G2.2 Standard Plus Brake Module
Doc. No. Y172339 (EN - Rev. 002)
November 2016
Function
pneumatic control.
of the trailer.
The TEBS G2.2 Standard Plus Brake Module offers the following P42 P1
2 1
P4
features in common with the TEBS G2.2 Standard brake module (see
U U U
P P P
42
PD-214-300, Document No. Y136107): W
W
4 3
- the modules are available with push-to-connect (PTC) fittings. P21 P22
U U
- all electrical connections face downwards for ease of accessibility. P V V P

W
W
21 22
- integrated emergency valve to provide the automatic brake

21 22
9 6 5 8
21 10 22

7
W
43
directly at the module ensuring faster response. The emergency

W
W
W
W
valve also performs the anti-compounding function. 29 28

V
3 23 23 23 23
TEBS-G22_bw
In addition the TEBS G2.2 Standard Plus Brake Module offers the
following new features:
- software upgrade to support the iLvl suspension control system
(see PD-214-F010, Document No. Y172340).
- additional electrical inputs on pins 7 and 8 , replacing the stop
lamp supplies on the TEBS G2.2 Standard brake module, i.e. the
Standard Plus does not have stop lamp powering capability.
included as standard in all TEBS G2.2 Brake Modules.
Technical Features
ES2090
Doc. No. Y172339 (EN - Rev. 002)
TEBS G2.2 Standard Plus Brake Module November 2016

ISO 7638: 1997 Part 1 (24 V) 5 Pin

The following auxiliary functions may be configured to the associated auxiliary connections of the TEBS G2.2 Standard
Plus Brake Module:
Outputs
Y136112.
• iLvl valve: When iLvl is configured in ECUtalk® the iLvl valve outputs are automatically assigned to pins 1 and
2 (AUXIO1 and AUXIO2). See PD-214-F010, Document No. Y172340.
PD-214-325
ES2090
Doc. No. Y172339 (EN - Rev. 002)
November 2016 TEBS G2.2 Standard Plus Brake Module
Inputs:
The TEBS G2.2 Standard Plus Brake Modules can be programmed to receive inputs on various connectors. See page
5 for more information on the connections. Typical inputs are described below:
• iLvl Level sensor: When iLvl is configured in ECUtalk® the level sensor is automatically assigned to pins 5 and
6 (SENS_IN1 and SENS_SUP). See PD-214-F010, Document No. Y172340.

Legal Requirements
TEBS G2.2 has been approved in accordance with the requirements of annex XIV of the Directive 98/12/EC and
annex 19 of ECE Regulation 13 with respect to ABS performance. The system also fulfils the requirements of the
line and electric control transmission:
Y158131
ES2090
Doc. No. Y172339 (EN - Rev. 002)
Options
All TEBS G2.2 Standard Plus variants offer:
- ABS configurations 2S/2M only.
- RSP.
- Internal J1939 CAN (5 V TI CAN).
- The choice of a programmable pneumatic output from Port 28 (P28).
The following table shows possible variants which differ concerning the options provided:
Part Number1) Type Number P28 PTC Fittings Stop Lamp Powering IAM Part No.2)
K055372 ES2090 yes yes no K055379
K055379 ES2090 yes no no K055379
1)
secondly “N##” which defines the packaging requirements of different market sectors, e.g. N00, N50, N99, etc. Example: K055372V02N99 - is
supplied with software to revision 02 and packaged as described below.
ordered separately. The N49 variant is for OE use only and the N99 variant is for IAM use only.
2)
Additional Parts:
Side Cover K092404K50
Self-adhesive TEBS label K112780N00 ( supplied with the TEBS Module for mounting on the trailer)
PTC Fittings
PD-214-325
ES2090
Doc. No. Y172339 (EN - Rev. 002)
1 2 3 4 5 6
5
4
D
A 6 3 1
C
7 2
12 11 10 9 8 7
Pin Pin
Number Number
1 AUXIO 1 1 Battery Supply (+) S-C Wheel Speed

2S/2M
2 AUXIO 2 2 Electronic Supply (+) S-D Sensor
3 AUXIO 3 3 Electronic Ground (-)
Sensor Input 1 [SENS_IN1] (tri-state or

5 5 Warning Lamp
analogue input)
Sensor Supply [SENS_SUP] (tri-state or

6 6 ISO 11992 CAN (24 V) High
analogue input)
7 TRI_IN (tri-state input) 7 ISO 11992 CAN (24 V) Low
8 DIG_IN (digital input)
9 J1939 CAN (5 V) Low
10 J1939 CAN (5 V) High
11 AuxRet 3
Note:
If no connections on the In-Out Connector are used, a blanking plug must be installed to prevent the ingress of
moisture to the ECU.
Pneumatic Backup
The TEBS G2.2 Standard Plus Brake Module has the ability to switch itself to the Pneumatic Backup mode and does
The TEBS G2.2 Standard Plus Brake Module also switches to Pneumatic Backup mode whenever the trailer is
stationary and the service brake pressure is greater than 4.5 bar. This is to reduce electrical power consumption. The
module will switch back to normal operation as soon as service brake pressure drops below 4.25 bar.
ES2090
Doc. No. Y172339 (EN - Rev. 002)

Note:

Front
Brake Module.
±5 cm
TEBS-G2-077_0a

H
F
figure). TEBS-G22s-044_1
PD-214-325
ES2090
Doc. No. Y172339 (EN - Rev. 002)
Orientation

connected as below:
Connection S-C connect the Wheel Speed Sensor fitted to the side of the axle on which the
Connection S-D connect the Wheel Speed Sensor fitted to the side of the axle on which the
Cables
PD-272-005, Document No. Y136137.
Pipe sizes
5m
ES2090
Doc. No. Y172339 (EN - Rev. 002)
Dimensions
TEBS G2.2 - Standard Plus (K055372)

288.8
202±2
22
. . . .
7 12
2 7
1 3 6
6 1
4
5
C D
204.5
S-C S-D
Detailed view of
234.5 electrical connections
PD-214-325
ES2090
Doc. No. Y172339 (EN - Rev. 002)
Parameterisation
• Laden and unladen brake actuator delivery . • Dynamic tyre size
Load Sensing Plate

Diagnostics
Note:
ES2090
Doc. No. Y172339 (EN - Rev. 002)
Labels

Size [mm]: 150 x 100

EBS
ALB (LSV/CDF)
ABS VF00075_189.jpg
II39796F
VF00075_188.eps
1)
K112780 90
150
Revision Details
Rev. 001 September 2015 Additional Parts added on page 4. Labels section added.
Rev. 001 December 2015 K055332 now obsolete and deleted from table on page 4.
Rev. 002 November 2016 K055379 added on page 4.
PD-214-350
Product ES2095
DATA TEBS G2.2 Premium Brake Module
Doc. No. Y200882 (EN - Rev. 004)
November 2016
Function
pneumatic control.
of the trailer.
The TEBS G2.2 Premium Brake Module offers the following features P42 P1
2 1
P4
in common with the TEBS G2.2 Standard Plus brake module (see P
U
P
U
P
U
PD-214-325, Document No. Y172339): 42
W
4 3
- the modules are available with push-to-connect (PTC) fittings. P21 P22
- all electrical connections face downwards for ease of accessibility. P

U V V P
U
W
W
21 22
- integrated emergency valve to provide the automatic brake 21

21
22
22
9 6 5 8

10
7
W
43
directly at the module ensuring faster response. The emergency W

W
valve also performs the anti-compounding function.

W
29 28 3 23 23 23 23
V TEBS-G22_bw
- iLvl suspension control system (see PD-214-F010, Document

No. Y172340).
In addition the TEBS G2.2 Premium Brake Module offers the following features:
- supports 4S2M, 4S3M and 6S3M system configurations.
- more input and output connections.
- second J1939 (Brake) CAN for improved safety and reliability.
- stop lamp powering.
The service-proven anti-roll system, RSP (Roll Stability Program), is included as standard in all TEBS G2.2 Brake
Modules.
Technical Features
ES2095
Doc. No. Y200882 (EN - Rev. 004)
TEBS G2.2 Premium Brake Module November 2016

ISO 7638: 1997 Part 1 (24 V) 5 Pin

The following auxiliary functions may be configured to the associated auxiliary connections of the TEBS G2.2 Premium
Brake Module:
Outputs
Y136112.
• iLvl valve: When iLvl is configured in ECUtalk® the iLvl valve outputs are automatically assigned to pins 1 and
2 (AUXIO1 and AUXIO2). See PD-214-F010, Document No. Y172340.
PD-214-350
ES2095
Doc. No. Y200882 (EN - Rev. 004)
November 2016 TEBS G2.2 Premium Brake Module
Inputs:
The TEBS G2.2 Premium Brake Modules can be programmed to receive inputs on various connectors. See page 5 for
more information on the connections. Typical inputs are described below:
• iLvl Level sensor: When iLvl is configured in ECUtalk® the level sensor is automatically assigned to pins 5 and
6 (SENS_IN1 and SENS_SUP). See PD-214-F010, Document No. Y172340.

Stop Lamp Powering

problem, some versions of the TEBS G2.2 Brake Module will continue to operate by taking power from the stop lamp
circuit and thereby load sensing and anti-lock functions remain active.
Note: When stop lamp powering is in operation in a 4S3M or 6S3M system configuration the module will switch
to 2S2M operation.
ES2095
Doc. No. Y200882 (EN - Rev. 004)
Legal Requirements
TEBS G2.2 has been approved in accordance with the requirements of annex XIV of the Directive 98/12/EC and
annex 19 of ECE Regulation 13 with respect to ABS performance. The system also fulfils the requirements of the
line and electric control transmission:
Y158131
Options
All TEBS G2.2 Premium variants offer:
- ABS configurations 2S/2M, 4S/2M, 4S/3M and 6S/3M.
- RSP.
- Two internal J1939 CANs (5 V TI CAN and Brake CAN).
- A programmable pneumatic output from Port 28 (P28) and a test point Port 29 (P29).
The following table shows the part number of the available module:
Part Number1) Type Number P28 P29 PTC Fittings Stop Lamp Powering IAM Part No.2)
K110612 ES2095 yes yes yes yes K110619
K110619 ES2095 yes yes no yes K110619
1)
secondly “N##” which defines the packaging requirements of different market sectors, e.g. N00, N49, N50, N99, etc. Example: K110612V02N50
- is supplied with software to revision 02 and packaged as described below.
Note: The N00 and N49 variants will be supplied without packaging.The N50 and N99 variants will be shipped in a box containing the data
labels II39797F, II39796F and K112780N00. These data labels may also be ordered separately. The N49 and N99 variants are for OE use only
and the N00 and N50 variants are for IAM use only.
2)
Additional Parts:
Side Cover K092404K50 (two required per module)
Self-adhesive TEBS label K112780N00 (supplied with the TEBS Module for mounting on the trailer)
PD-214-350
ES2095
Doc. No. Y200882 (EN - Rev. 004)
PTC Fittings
29 M16x1.5 1 Test point 8x1
Pneumatic Backup
The TEBS G2.2 Premium Brake Module has the ability to switch itself to the Pneumatic Backup mode and does
The TEBS G2.2 Premium Brake Module also switches to Pneumatic Backup mode whenever the trailer is stationary
and the service brake pressure is greater than 4.5 bar. This is to reduce electrical power consumption. The module
will switch back to normal operation as soon as service brake pressure drops below 4.25 bar.
ES2095
Doc. No. Y200882 (EN - Rev. 004)

1 2 3 4 5 6
5
4
A 6 3 1
7 2 S-C S-D
12 11 10 9 8 7
Pin Pin
Number Number
1 AUXIO 1 1 Battery Supply (+)

S-C
2 AUXIO 2 2 Electronic Supply (+) 2S/2M
Wheel Speed
4S/2M
3 AUXIO 3 3 Electronic Ground (-) Sensor
4S/3M
S-D

5 5 Warning Lamp
analogue input)

6 6 ISO 11992 CAN (24 V) High
analogue input)
7 Stop Lamp Supply (+) 7 ISO 11992 CAN (24 V) Low
9 J1939 TI CAN (5 V) Low
10 J1939 TI CAN (5 V) High
11 AuxRet 3
Note:
AUXIO 1 and AUXIO 2 cannot be configured as an input and an output in parallel.
Note:
If no connections on the In-Out Connector are used, a blanking plug (K026197V01N00) must be installed to
prevent the ingress of moisture to the ECU.
PD-214-350
ES2095
Doc. No. Y200882 (EN - Rev. 004)
Wheel Speed Sensor

2.3 Connector 2.4 Connector 2.5 Connector
Connector
5 3 1 5 3 1 5 3 1 S-F
6 4 2 6 4 2 6 4 2
S-E
A Coding B Coding C Coding

Pin Pin Pin
Function Function Function System Connector Function
Number Number Number
Sensor Supply
AUXIO 4 (typically
1 1 [SENS_SUP2] (tri-state 1 S-E
3rd modulator) Optional Aux
or analogue input)
2S/2M Input (Digital
or Tri-state)
2 AuxRet 4 2 Sensor Ground2 2 S-F
3 AUXIO 5 3 AUXIO 6 3 S-E

4S/2M Wheel Speed
Not connected
4S/3M Sensor
4 AuxRet 5 4 AuxRet 6 4 S-F
Sensor Input 2
J1939 Brake CAN
5 (4 *) (5 V) Low 5 (4 *) [SENS_IN2] 5
(analogue input)
J1939 Brake CAN

6 (3 *) (5 V) High 6 (3 *) Not connected 6
* When the 2.3 or 2.4 connectors are used with a 4-pin plug the pin numbering in the plug will be 4 not 5 and 3 not 6
(see PD-272-025, Document No. Y142784).
Note:
If no connections on the 2.3 or 2.4 Connector are used, a blanking plug (Z005861) must be installed to prevent
the ingress of moisture to the ECU.
If the Wheel Speed Sensor connections are not used, two blanking plug (Z005860) must be installed to prevent
the ingress of moisture to the ECU.
5 V J1939 TI CAN
The TEBS G2.2 Premium Brake Module has two 5 V J1939 CAN connections. This enables the separation of CAN
‘data’ inputs/outputs from those dedicated to brake control (third modulator). This improves both safety and reliability
of the TEBS system.
The ‘Data’ TI CAN is connected to the In/Out Connector and the ‘Brake’ CAN is connected to the 2.3 Connector.
ES2095
Doc. No. Y200882 (EN - Rev. 004)

Note:

Front
Brake Module.
±5 cm
TEBS-G2-077_0a

H
F F
figure). TEBS-G22p-044_1
PD-214-350
ES2095
Doc. No. Y200882 (EN - Rev. 004)
Orientation

connected as below:
Connection S-C (all) and S-E (4S systems) connect the Wheel Speed Sensor fitted to the side of the axle on which the
Connection S-D (all) and S-F (4S systems) connect the Wheel Speed Sensor fitted to the side of the axle on which the
Cables
PD-272-005, Document No. Y136137.
Pipe sizes
5m
ES2095
Doc. No. Y200882 (EN - Rev. 004)
Dimensions
TEBS G2.2 - Premium (K110612) 288.8
202±2
22
S-E
. . . .
7 12
2 7
1 3 6
6 1
204.5 5
C D
234.5 S-C S-D
Detailed view of
electrical connections
X2.4 X2.5
X2.3
5 1 5 1
S-F
D
5 1 6 2 6 2
6 2
S-E
C
PD-214-350
ES2095
Doc. No. Y200882 (EN - Rev. 004)
Parameterisation
• Laden and unladen brake actuator delivery . • Dynamic tyre size
Load Sensing Plate

Diagnostics
Note:
ES2095
Doc. No. Y200882 (EN - Rev. 004)
Labels

Size [mm]: 150 x 100

EBS
ALB (LSV/CDF)
ABS VF00075_189.jpg
II39796F
VF00075_188.eps
1)
K112780 90
150
Revision Details
Rev. 002 September 2015 Note added about parallel connection on page 6.
Rev. 003 October 2015 Note added on page 7 about the pin numbering of 4-pin plugs for 2.3 and 2.4.
Rev. 004 November 2016 K110619 added on page 4.
PD-214-600
ES207.
Product
DATA
Trailer Electro-Pneumatic Module
(TEPM-S / TEPM-P)
Doc. No. Y095618 (EN - Rev. 003)
June 2015
Function TEPM-S
The Trailer Electro-Pneumatic Module is used as

a 3rd modulator to extend the functionality of the
TEBS G2 Family Brake Module to cover full trailers,
semi-trailers and centre-axle trailers that require 4S/3M
or 6S/3M configurations. TEPM-P
The Trailer Electro-Pneumatic Modules have pressure

control channels with internal pressure sensors and
also provide connection for wheel speed sensor inputs
which are processed and sent via the J1939 CAN to the
TEBS G2 Family Brake Module. The modules receive
the required brake demand over the J1939 CAN from
the TEBS G2 Family Brake Module which is responsible
for both load sensing and ABS functions.
The Trailer Electro-Pneumatic Module - Standard
(TEPM-S) has an internal pressure sensor and three
solenoids controlled by an electronic controller. The Standard Symbol as DIN ISO 1219
module also provides connection for two wheel speed sensor inputs.
TEPM-S
The Trailer Electro-Pneumatic Module - Premium (TEPM-P) extends
the functionality provided by the TEPM-S by providing two additional 5 3 1 4 1
internal pressure sensors (suspension load and brake demand) and 1 2 1 2

6 4 2 3 2
two additional delivery ports. The module also provides two additional LWS WSSA WSSB CANB
A/B SPL / GND
auxiliary input/output pins (AUXIO), which can be used to expand the
existing capability provided by the TEBS G2 Family Brake Module. In
addition the module has provision for two analogue inputs allowing
external load and brake demand sensors to be connected as required.
The integrated ECU is designed for 12 V and 24 V systems to suit 4
p u
2
worldwide applications. 1
3 TEPM-S 1219
Technical Features
TEPM-S TEPM-P
Maximum operating pressure: 12.5/10.0 bar
Operating temperature range: -40 °C to +80 °C 1 2 1
7
2 3 4 5 6 1 2

13
Nominal voltage: 24 V S-A X1 S-B
Operating voltage: 18 to 32 V
TEPM-P 42
p u
Maximum operating pressure: 10.0 bar p u

p u
Weight: 2.35 kg approx. 1
21
21
Nominal voltage: 12/24 V 21
21
Operating voltage: 9 to 32 V
3 TEPM-P 1219
ES207.
Doc. No. Y095618 (EN - Rev. 003)
Trailer Electro-Pneumatic Module (TEPM-S / TEPM-P) June 2015
Range Overview
Part No. Type No. Model Installation fixings Recommended Torque
K021940 1) ES2070 TEPM-S 2 x Ø8.5 20 ± 4 Nm
K027900 1) ES2071 TEPM-P 2 x Ø10.2 40 ± 5 Nm

1)
The part number of the module will carry two suffices, firstly “V##” which represents the software revision of the product,
e.g. V01, V02 etc., and secondly “N##” which defines the packaging requirements of different market sectors, e.g. N00, N50.
Example: K021940V00N00 - is supplied with software to revision 00 and is supplied without packaging.
Service Parts: TEPM-S TEPM-P
Silencer K000847K50 -
Side Cover K000846K50 K017877K00
Port Filters K004904K50 * K004904K50 *
K108643K50 **
* contains 10 conical filters for Port 1 of TEPM-S or TEPM-P
** contains 20 flat filters for Ports 4 & 42 of TEPM-P
TEPM-S
Number of Recommended
Port Connection/remarks Thread
ports Torque
1 1 Supply from reservoir M22x1.5 60 Nm
Delivery to brake chambers

2 2 M22x1.5 60 Nm
(max. 2 x Type 30)
Signal pressure from
4 1 M16x1.5 45 Nm
control (yellow) line
PD-214-600
ES207.
Doc. No. Y095618 (EN - Rev. 003)
June 2015 Trailer Electro-Pneumatic Module (TEPM-S / TEPM-P)
TEPM-P
Number of Recommended
Port Connection/remarks Thread
ports Torque
1 1 Supply from reservoir M22x1.5 60 Nm
Delivery to brake chambers

21 4 M16x1.5 45 Nm
(max. 4 x Type 30)
Signal pressure from
4 1 M16x1.5 45 Nm
control (yellow) line
42 1 Air suspension M16x1.5 45 Nm
ES207.
Doc. No. Y095618 (EN - Rev. 003)
TEPM-S
Aux S-A S-B Power
5 3 1 4 1
2 1 2 1
6 4 2 3 2
Aux S-A S-B Power
5 3 1 4 1
2 1 2 1
6 4 2 3 2
Pin No. Function Wheel speed Pin No. Function

S-A
1 sensor inputs for 1 Battery ground
- Optional external 4S/3M and 6S/3M
2 load sensing S-B 2 Battery supply
configurations
3 connection 3 J1939 CAN (5 V) High
- When not used
4 blanking plug 4 J1939 CAN (5 V) Low
5 fitted to the Aux
connector
6
PD-214-600
ES207.
Doc. No. Y095618 (EN - Rev. 003)
TEPM-P
X1
S-A Connector S-B
S-A
S-B
1 2 3 4 5 6
X1 7 8 9 10 11 12
Connector
13 14 15 16 17 18
Pin No. Function Pin No. Function Wheel speed

S-A
1 J1939 CAN (5 V) Low 10 Ground Sensor 1 sensor inputs for
4S/3M and 6S/3M
2 Not used 11 Supply Sensor 2 S-B configurations
3 Not used 12 Not used
4 Supply Sensor 1 13 Not used
5 Not used 14 AUXIO1
6 Supply 15 Ground AUXIO 1 and 2
7 J1939 CAN (5 V) High 16 Ground Sensor 2
8 AUXIO2 17 Input Sensor 2
9 Input Sensor 1 18 Ground
ES207.
Doc. No. Y095618 (EN - Rev. 003)
Dimensions
TEPM-S
PD-214-600
ES207.
Doc. No. Y095618 (EN - Rev. 003)
TEPM-P
ES207.
Doc. No. Y095618 (EN - Rev. 003)
Using a Trailer Electro-Pneumatic Module on the Front Axle of a Drawbar Trailer
If a Trailer Electro-Pneumatic Module (TEPM-S or TEPM-P) is used to control the front axle brakes on a drawbar
trailer it is important that certain steps are taken to ensure the response times required by legistaion are met:
• The Manoeuvring Valve or Park/Shunt Valve with Front Axle Release Valve must be mounted near the front
of the vehicle to keep the piping between it and the TEPM as short as possible.
• The pipe between the reservoir and the TEPM must be 15 mm O/D.
Revision Details
Rev. 002 September 2013 Correction - pin numbering on TEPM-S Power Connector (pages 1 and 4)
Service parts added on page 2.
Rev. 003 March 2015
Information added concerning use on a drawbar trailer on page 8
Rev. 003 June 2015 Correction to service parts.
PD-214-700
ES2099
Product
DATA
Trailer Electro-Pneumatic
Module - Advanced (TEPM-A)
Doc. No. Y232989 (EN - Rev. 000)
February 2016
Function
The Trailer Electro-Pneumatic Module is used as
a 3rd modulator to extend the functionality of the
TEBS G2 Family Brake Module to cover full trailers,
semi-trailers and centre-axle trailers that require 4S/3M
or 6S/3M configurations.
The Trailer Electro-Pneumatic Module - Advanced
(TEPM-A) has pressure control channels with internal
pressure sensors and also provides connection for wheel
speed sensor inputs which are processed and sent via
the J1939 CAN to the TEBS G2 Family Brake Module.
The module receives the required brake demand over
the J1939 CAN from the TEBS G2 Family Brake Module
which is responsible for both load sensing and ABS
functions.
The TEPM-A has:
• Six solenoids in two sets of three controlled by an
electronic controller providing:
Standard Symbol as DIN ISO 1219
-- Brake output pressure
-- Fully graduable auxiliary output pressure TEPM-A
29 11 12 4
• Five internal pressure sensors: P42 P1 P4

2 1
-- Brake demand pressure P

U
P
U
P
U
42
-- Brake output pressure W
W
4 3
-- Air suspension pressure P21 P22
U U
-- Auxiliary reservoir pressure P V V P

W
W
21 22
21 22
-- Auxiliary output pressure 21
9
7
6 5 8
22
• The module provides an additional switched pneumatic output

W
W
W
• The module provides connection for two wheel speed sensor inputs. 28
V
3
TEPM-A_bw
• The module also provides connection for five auxiliary inputs/ouputs

(AUXIOs) and three sensors plus the CAN connection to the TEBS G2 Family Brake Module.
• The integrated ECU is designed for 12 V and 24 V systems to suit worldwide applications.
Technical Features
Operating pressure: P11 = 9.5 bar; P12 = 8.5 bar Max. permissible pressure: 12.5 bar
Operating temperature range: -30 °C to +85 °C Maximum temperature: +110 °C for 1 hour
(non-operational)
Nominal Voltage: 9 to 32 V DC Weight: 6.1 kg approx.
Part Number1) Type Number P28 PTC Fittings Stop Lamp Powering
K027940 ES2099 yes no no
1)
secondly “N##” which defines the packaging requirements of different market sectors, e.g. N00, N49, N50, N99, etc. Example: K110612V02N50
- is supplied with software to revision 02 and packaged as described below.
Note: The N00 and N49 variants will be supplied without packaging.The N50 and N99 variants will be shipped in a box.
ES2099
Trailer Electro-Pneumatic Brake Doc. No. Y232989 (EN - Rev. 000)
Module - Advanced (TEPM-A) February 2016
Additional Parts:
Side Cover K092404K50 (two required per module)
Port Thread Qty Used for

11 M22x1.5 1 Supply from Auxiliary Reservoir
12 M22x1.5 1 Supply from Brake Reservoir
21 M16x1.5 3 Fully graduable auxiliary output
22 M16x1.5 3 Delivery to brake chambers
28 M16x1.5 1 Programmable switched pneumatic signal
29 M16x1.5 1 Vent valve (fitted) or control input for auxiliary output
4 M16x1.5 1 Brake demand (Yellow Line) signal
42 M16x1.5 1 Air spring pressure
5m
Pneumatic Backup
If all electrical power supplies to the TEBS Brake System are lost the Trailer Electro-Pneumatic Module - Advanced
reverts to the Pneumatic Backup mode which provides the facility for the trailer to maintain normal pneumatic braking
albeit without the load sensing and anti-lock functions.
The Trailer Electro-Pneumatic Module - Advanced has the ability to switch itself to the Pneumatic Backup mode and
does so if the trailer reservoir pressure drops below 2.5 bar. The module will switch back to normal operation when
the reservoir pressure is restored.
The Trailer Electro-Pneumatic Module - Advanced also switches to Pneumatic Backup mode whenever the trailer is
stationary and the service brake pressure is greater than 4.5 bar. This is to reduce electrical power consumption. The
module will switch back to normal operation as soon as service brake pressure drops below 4.25 bar.
PD-214-700
ES2099
Doc. No. Y232989 (EN - Rev. 000)
Trailer Electro-Pneumatic Brake
February 2016 Module - Advanced (TEPM-A)
1 2 3 4 5 6
5
4
A 6 3 1
7 2 S-C S-D
12 11 10 9 8 7
Pin Pin
Number Number
1 AUXIO 1 1
S-C
2 AUXIO 2 2 4S/3M Wheel Speed
3 AUXIO 3 3 6S/3M Sensor
S-D
4 Sensor Ground 4
Not connected
5 5
analogue input)
6 6
analogue input)
7 Supply from TEBS Brake Module (+) 7
8 Ground (-)
9 J1939 TI CAN (5 V) Low
10 J1939 TI CAN (5 V) High
11 AuxRet 3
Notes:
• AUXIO 1 and AUXIO 2 cannot be configured as an input and an output in parallel.
• Unlike other Trailer Electro-Pneumatic Modules, the Wheel Speed Sensor connectors are labelled S-C and S-D.
2.3 Connector 2.4 Connector 2.5 Connector S-E/S-F Connectors
5 3 1 5 3 1 5 3 1 S-F
6 4 2 6 4 2 6 4 2
S-E
A Coding B Coding C Coding

Pin Pin Pin
Function Function Function Connector Function
Number Number Number
1 AUXIO 4 1 1 S-E Optional Aux Input

2 AuxRet 4 2 2 S-F (Digital or Tri-state)
3 AUXIO 5 3 3
Not connected Not connected
4 AuxRet 5 4 4
J1939 Brake CAN
5 (4 *) (5 V) Low
5 5
J1939 Brake CAN
6 (3 *) (5 V) High
6 6
* When the 2.3 connector is used with a 4-pin plug the pin numbering in the plug will be 4 not 5 and 3 not 6
ES2099

• The protective covers for the electrical connections of the Trailer Electro-Pneumatic Module must be fitted at all
times when the vehicle is in use.
• During assembly the ports and electrical connections of the Trailer Electro-Pneumatic Module and cabling must
be protected against the ingress of contamination, e.g. sand blasting particles.
• The Trailer Electro-Pneumatic Module must never be stored or transported with the exhaust ports pointing
upwards.
• If a Trailer Electro-Pneumatic Module has been damaged in transit or during the assembly, e.g. dropped on the
floor, it must not, under any circumstances, be fitted to the vehicle.
Note:
• Remove all electrical connectors from the module, ensure that when refitting the connectors they are fitted in
the correct positions. Knorr-Bremse recommends that an End of Line (EOL) test is run using the diagnostic
program ECUtalk® following refitting of the wheel speed sensors to ensure correct fitment.
Installation of the Trailer Electro-Pneumatic Module - Advanced (TEPM-A)

The following provides a guide to the installation of the Trailer Electro-Pneumatic Module - Advanced (TEPM-A).
The installation of the TEBS G2 Brake Module is important and the recommendations in the appropriate PD document
must be followed. The installation of the TEPM-A is less critcial, but it should be fitted as close as possible to the axle
it is controlling with the pipes to the brake actuators of equal length (the maximum permitted pipe length of 5 m to
the brake actuators must be observed).
The module should be installed upright and during installation,
consideration must be given to being able to access the
electrical connections and a minimum clearance must be
observed (F > 50 mm) to ensure that cover can be removed.
A clearance (H > 25 mm) must be ensured below the exhaust
silencers at the base of the valve; this must be checked H
when the suspension is deflated and on its bump stops (see F F
figure).
TEBS-G22p-044_1
Using a Trailer Electro-Pneumatic Module on the Front Axle of a Drawbar Trailer
If a Trailer Electro-Pneumatic Module (TEPM-A) is used to control the front axle brakes on a drawbar trailer it is
important that certain steps are taken to ensure the response times required by legistaion are met:
• The Manoeuvring Valve or Park/Shunt Valve with Front Axle Release Valve must be mounted near the front
of the vehicle to keep the piping between it and the TEPM-A as short as possible.
• The pipe between the reservoir and the TEPM-A must be 15 mm O/D.
PD-214-700
ES2099
Doc. No. Y232989 (EN - Rev. 000)
Trailer Electro-Pneumatic Brake
February 2016 Module - Advanced (TEPM-A)
Dimensions
302
201±2
22
S-E
. . . .
7 12
2 7
1 3 6
6 1
156 5
C D
186 S-C S-D
Detailed view of
electrical connections
X2.4 X2.5
X2.3
5 1 5 1
S-F
D
5 1 6 2 6 2
6 2
S-E
C
NOTE: For information on individual connections and pin function, see tables on page 5 & 6
ES2099
Typical Wiring Diagram - TEBS G2.2 Premium and TEPM-A 4S/3M Semi-trailer with Two-Point iLvl, Lift
Axle Control (LAC), Integrated Speed Switch (ISS), Pad Wear sensing (PW) and stop lamp powering
A BK
RD
ISO 7638 1
BK
PW B
C BN
2
S-F
YE
S-F
3
Trailer Electro-Pneumatic Module - Advanced (TEPM-A)
BN
D
D
4
WH BK
C
C
S-E
S-E
WH/GN BN
6
WH/BN
7
BK BK
AUX IO 4 1 1 AUX IO 4
In-Out 2.3
In-Out 2.3
YE YE
AUX IO 4 - RET 2 2 AUX IO 4 - RET
1
2
BK 3
AUX IO 5 3 BK 1 AUX IO 5
3
YE YE
4
AUX IO 5 - RET 4 2 4 AUX IO 5 - RET
3
LAC WH
5 5 5V-BRAKE CAN-L
5
5V-BRAKE CAN-L
5
4
6
BN 6
5V-BRAKE CAN-H 6 5V-BRAKE CAN-H
1 BK 1 SENS_Sup2
In-Out 2.4
In-Out 2.4
2 WH
2 SENS_GND2
1
2
3 BK 1 3 AUX IO 6
YE 2 BK
TEBS G2.2 Premium - ECU

3
4
4 ISS WH 4 AUX IO 6 - RET
3 iLvl 2
YE YE
5 4 3 5
5
SENS_In2
6
6
Sensor 4
6 6 n/c
1 1
In-Out 2.5
In-Out 2.5
2 2
1
2
3 3
3
4
4 4
5 5
5
6
6 BK 1 6
WH 2 iLvl
YE
3 Sensor
4
1 RD 1 24V_VALVE
Power
BK
Power
2 2 24V_ECU
YE
1
1
3 GND_H
4
4
2
2
4 BN 4 GND_M
WH
5
5
3
5
5
3
7
BK WL
7
1
WH iLvl WH/GN
6
6
2 6 24V-CAN-H
7 3 Valve WH/BN 7
YE 4
24V-CAN-L
In-Out
In-Out
AUX IO 2 2 WH
2 AUX IO 2
1
WH iLvl 2 WH
SENS_GND 4 4 SENS_GND
Valve 3 YE
SENS_In 1 / TriState 2 5 YE 4 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
7
1 2 3 4 5 6
BK
12 11 10 9 8
12 11 10 9 8
SENS_Sup / TriState 1 6 6 SENS_Sup / TriState 1

BK WH
TEBS Module 24V 7 7 Brake-Light 24V
TEBS Module GND 8 YE YE

8 Brake-Light GND
WH
A
A
5V-CAN-L 9 9 5V-CAN-L
5V-CAN-H 10 BN
10 5V-CAN-H
AUX IO 12 - RET 12 YE YE 12 AUX IO 12 - RET
1
2
ISO 12098 3
4
S-D
S-D
5 YE
6 1
D
WH
D
7
1
8 2
C
9
S-C
S-C
1
10 3
11 4
12
13
14 Junction box
15
TEBS-G2.2Prem_TEPM-A_2 pt iLvl_LAC_ISS_PW
Revision Details
Rev. 000 February 2016 New document
PD-214-800
Product EZ2085
DATA Trailer Roadtrain Module (TRM)
Doc. No. Y095620 (EN - Rev. 003)
September 2016
Function
The Trailer Roadtrain Module (TRM) is used as an

amplifier or splitter for the ISO 11992 CAN bus. Using
the TRM enables the realisation of a braking CAN bus
of more than 40m.
See PD-214-F300, PD-214-F301, PD-214-F302,
PD-214-F303 and PD-214-F304, Document Nos.
Y138838, Y137238, Y144314, Y144317 and Y144343
for more information on the use of TRM on extendible
and multiple trailers.
All four electrical connections use a bayonet connector
for the power supply of electronic braking systems. The
incoming Power Supply Line /CAN (“Front”) from the
ISO 7638 is distributed to the outgoing ports “Local”
and “Rear”. Each of those ports can be used to connect
a TEBS G2 system.
The fourth port “In-Out” can be used to connect two external Pressure Sensors (see PD-262-200, Document No.
Y095830) in the “Control” line. The information derived from the sensors is then transformed into a corresponding
CAN signal. By doing so the TRM creates a reliable CAN brake demand for the connected TEBS G2 systems.
Technical Features
TRM Pressure sensor
Operating temperature range: -40 °C to +80 °C Operating temperature range: -45 °C to +80 °C
Weight: 1.15 kg approx. Weight: 0.07 kg approx.
Voltage range: 9 to 32 V DC Input pressure range: 0.6 to 13.0 bar
Nominal output voltage: 0.574 V at 0.6 bar
4.480 V at 13.0 bar
Range Overview
Bayonet
Part No. Type No. Description Pins
Connectors
K036198 1) EZ2085 Trailer Roadtrain Module (TRM) 4 7
Part No. Type No. Description Used for

K027817 2) - Closure cap Closing unused bayonet connectors
Monitoring the pneumatic brake
K060758 2) - Pressure sensor demand and converting it into an
electric signal
1)
2)
The part number will carry a suffix, “N##” which defines the packaging requirements of different market sectors, e.g. N00, N50.
Example: K060758N00 - is supplied without packaging.
EZ2085 Doc. No. Y095620 (EN - Rev. 003)

Trailer Roadtrain Module (TRM) September 2016
Connectors
TRM
In-Out Rear
Front Local
Pin Configuration
Pin “Rear” “Front” “Local” “In-Out”
Connector Connector Connector Connector
1 Battery supply Battery supply Battery supply SENS_SUP 1
Pin 6
2 ECU supply ECU supply ECU supply SENS IN 1 Pin 5
3 ECU ground ECU ground ECU ground SENS IN 2 Pin 3
Pin 4
4 Battery ground Battery ground Battery ground Ground
Pin 7
Warning lamp Warning lamp Warning lamp
Pin 1
5 signal Tri-state_IN
signal signal
Pin 2
ISO 11992 ISO 11992 ISO 11992
6 CAN High CAN High CAN High AUXIO
ISO 11992 ISO 11992 ISO 11992

7 CAN Low CAN Low CAN Low n.n.
Pressure sensor
OUTPUT (2) GROUND (4)
SUPPLY
VOLTAGE (1)
PD-214-800
Doc. No. Y095620 (EN - Rev. 003)
EZ2085
September 2016 Trailer Roadtrain Module (TRM)
Dimensions
TRM
Pressure sensor
EZ2085 Doc. No. Y095620 (EN - Rev. 003)

Installation
TRM
- Only use M6 (8.8) fixing screws.
- Tightening torque 7.8 Nm ± 0.2 Nm.
- A self-locking nut must be used on every fixing screw.
- A grommet must be used between the TRM and the chassis and between the chassis and the nut.
- If a connector on the TRM is not used then it must be fitted with a closure cap - part number K027817.
- Only mount the TRM directly onto the vehicle frame. The installation position must be agreed with
Knorr-Bremse.
- The TRM must be mounted on a flat ‘closed’ surface. Other mountings are possible only with the approval of
Knorr-Bremse.
- The vent orifice on the rear face of the TRM must not be blocked or obstructed.
- Cables must not be connected with voltage applied.
- Mounting and environtmental conditions must be in accordance with the Knorr-Bremse specification.
Pressure sensor
- The recommended mounting is with the pressure supply port pointing downwards (maximum +/- 15º from
vertical axis).
- Tightening torque for pressure supply port 30 Nm ± 6 Nm.
Typical Installation
TRM
2nd TEBS
1st TEBS
For suitable cables see PD-214-025, Document No. Y142784
Pressure
Sensors
Control line
Supply line
PD-214-800
Doc. No. Y095620 (EN - Rev. 003)
EZ2085
September 2016 Trailer Roadtrain Module (TRM)
Configuration
The Trailer Roadtrain Module (TRM) is configured
using the software ECUtalk® for TRM which can be
downloaded from the Download Software area of the
website www.Knorr-BremseSCV.com.
When ECUtalk® is opened use the “Change
Configuration” option to access the required window.
Pressure Sensor
If pressure sensors are to be fitted the
“Yes” option must be chosen and the
appropriate sensor part number must
be selected.
Towing another trailer

If the TRM is fitted to a trailer which is equiped to tow another trailer the “Yes”
option must be selected.
Integrated Speed Switch (ISS)

If the TRM is required to supply a speed
related output then the ISS option
must be selected and the appropriate
parameters configured.
For more information on the Integrated
Speed Switch (ISS) see PD-214-F107,
EZ2085 Doc. No. Y095620 (EN - Rev. 003)

Revision Details
Rev. 001 September 2012 Drawings on pages 2 and 3 enlarged. Note and drawing on page 4 added.
Rev. 002 July 2015 Pressure Sensor K015173 replaced by K060758.
Rev. 003 September 2016 Configuration added.
Features of
Doc. No. Y136319 (EN - Rev. 005)
August 2016 TEBS G2 Brake Modules
PD-214-F001 Warning Lamp Sequences Y136108
PD-214-F002 Load Sensing Function (pneumatic suspension) Y136109

2
PD-214-F003 Load Sensing Function (mech. or hyd. suspension) Y137236
PD-214-F004 Anti-Lock Braking (ABS) Y136110
PD-214-F005 Roll Stability Program Y136111
PD-214-F006 Inputs and Outputs Y136112
PD-214-F007 Automatic Brake Function Y136114
PD-214-F008 Brake Assist Y136115
PD-214-F009 System Check and End of Line (EOL) Test Y136116
PD-214-F010 iLvl Suspension Control Y172340
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F001
Product TEBS G2
DATA Warning Lamp Sequences
Doc. No. Y136108 (EN - Rev. 000)
September 2012
Doc. No. Y136108 (EN - Rev. 000)
September 2012
Function
Driver warnings are provided which indicate the status
of the TEBS Brake Module with respect to braking and
auxiliary functions by means of a yellow warning lamp in
the towing vehicle; signalled via Pin 5 of the ISO 7638
connector. In addition, when coupled to a towing vehicle
with EBS, certain other failure conditions are signalled
via the ISO 11992 data communications using pins 6
and 7 of the above connector. These are displayed by a
red warning lamp in the towing vehicle.
With respect to trailer braking, the two warning lamps
define the status of the braking system as follows:
Yellow warning:
Continuous illumination of the yellow warning lamp
indicates to the driver that there is a braking related fault on the trailer. A flashing yellow warning lamp indicates
that there is a fault relating to an auxiliary function of the TEBS or no EOL test has been completed.
Red warning:
Continuous illumination of the red warning lamp indicates that there is a critical fault condition within the trailer
braking system (this includes a warning when the reservoir pressure is below 4.5 bar).
Lamp Sequences
1. When a TEBS Brake Module is first installed on a trailer
Red Warning lamp in the cab (towing vehicle equipped with EBS)
When a TEBS Brake Module is first installed on a trailer, a warning lamp signal will be transmitted to the red warning
lamp in the towing vehicle until all of the following conditions have been satisfied:
• The system has been parameterised using the Knorr-Bremse diagnostic and configuration program ECUtalk®.
• No ‘static’ faults are present.
• The vehicle is then driven at more than 10 km/h and no ‘dynamic’ faults are present.
Yellow Warning lamp in the cab

In addition to the signal transmitted to the red warning lamp a similar signal will be transmitted to the yellow warning
lamp in the towing vehicle. The yellow warning lamp will follow the same sequence as the red warning lamp,
however, a further condition needs to be fulfilled to ensure that the yellow warning lamp remains off.
If an End of Line (EOL) test (see PD-214-F009, Document No. Y136116) has been successfully completed the yellow
warning lamp will go out at the same time as the red warning lamp.
However, if an End of Line (EOL) test has not been carried out the yellow warning lamp will go out with the red
warning lamp then start to flash continuously at 0.5 second intervals when the vehicle first becomes stationary. It will
continue to flash until the vehicle is driven to 15 Km/h (see figure below). The lamp will start to flash again when the
Copyright © Knorr-Bremse AG - all rights reserved, including industrial property rights applications. Knorr-Bremse AG retains any power of disposal, such as for copying and transferring..
PD-214-F001 Product Data
TEBS G2
Doc. No. Y136108 (EN - Rev. 000)
Warning Lamp Sequences September 2012
vehicle is driven below 15 km/h and this sequence will be repeated until the End of Line test has been successfully
completed:
Yellow
Lamp On
Yellow
Lamp Off
0.5 s intervals
Ignition 2s Start of 15 km/h
ON driving
2. Warning Lamp Sequence at normal ignition switch on

During the parameter setting of a TEBS Brake Module, the user can choose between two warning lamp sequences.
Option 1: Industry standard warning lamp sequence (default setting for TEBS Brake Modules)
Condition 1:
Following ignition “ON”, the yellow warning lamp will illuminate for approximately 2 seconds while the module carries
out internal and external ‘static’ checks. If no faults are found during this period and no ‘dynamic’ faults are stored in
memory from the last time the trailer was driven, the warning lamp will go out (see figure below).
Yellow
Lamp On
Yellow
Lamp Off
Ignition 2s Start of
ON driving
Condition 2:
If a current fault is detected after ignition “ON”, the yellow warning lamp remains on and will remain so until the fault
is corrected (see figure below).
Yellow
Lamp On
Yellow
Lamp Off
Ignition 2s Start of
ON driving
PD-214-F001
TEBS G2
Doc. No. Y136108 (EN - Rev. 000)
September 2012 Warning Lamp Sequences
Condition 3:
In addition to detecting current static faults, the system will interrogate the fault memory to establish if a dynamic
fault, e.g. a dynamic wheel speed sensor fault, was detected the last time the vehicle speed exceeded 10 km/h. If
so the warning lamp sequence will be the same as that defined for a current static fault illustrated in the figure above.
Once the dynamic fault has been corrected, the next time the trailer exceeds a speed which must be above 10 km/h,
the warning lamp will go out (see figure below).
Yellow
Lamp On
Yellow
Lamp Off
Ignition Start of >10 km/h

ON driving
Condition 4:
If no static fault was detected and there was no dynamic fault present the last time the trailer exceeded 10 km/h the
yellow warning lamp will go out after approximately 2 seconds but, if when the trailer exceeds 10 km/h a dynamic
fault is detected the yellow warning lamp will be illuminated and will stay illuminated (see figure below).
Yellow
Lamp On
Yellow
Lamp Off
Ignition 2s Start of >10 km/h

ON driving
Option 2: Alternate warning lamp sequence (used by some other manufacturers)
Condition 1:
Following ignition “ON”, the yellow warning lamp will illuminate for approximately 2 seconds while the module carries
out internal and external ‘static’ checks. If no faults are found during this period and no ‘dynamic’ faults are stored
in memory from the last time the trailer was driven, the warning lamp will go out for a period of approximately
1 second and then come back on. The warning lamp will remain on until a speed has been reached when the wheel
speed sensor outputs have been verified – following which the warning lamp will go out (see figure below).
Yellow
Lamp On
Yellow
Lamp Off
1s
ON driving
TEBS G2
Doc. No. Y136108 (EN - Rev. 000)
Condition 2:
Should a static fault be detected, when the ignition is turned “ON”, or an active dynamic fault be detected when
driven, the resulting yellow warning lamp sequence will occur as illustrated in the figure below.
Yellow
Lamp On
Yellow
Lamp Off
Ignition Start of 10 km/h

ON driving
Condition 3:
If there is a ‘dynamic’ fault stored in memory from the last time the trailer was driven, when the ignition is turned
“ON” and the fault is not present when the trailer is stationary, the yellow warning lamp will remain illuminated until
the trailer first exceeds 10 km/h after which it will go out if the stored fault has not been detected by that speed (see
figure below).
Yellow
Lamp On
Yellow
Lamp Off

ON driving
PD-214-F001
TEBS G2
Doc. No. Y136108 (EN - Rev. 000)
September 2012 Warning Lamp Sequences
This alternative sequence can be selected in ECUtalk® under the “Miscellaneous” tab and “Change Configuration”:
Note:
For more information on ECUtalk® use the ‘on-line’ help function by pressing “F1” or see the Product Information
Document No. Y051496 available at www.Knorr-BremseCVS.com.
3. Warning lamp signals for faults in auxiliary functions

Should any auxiliary failures be detected the yellow warning lamp will flash at 0.5 second intervals until the vehicle is
driven at 15 km/h (as illustrated below).
Yellow
Lamp On
Yellow
Lamp Off
0.5 s intervals
Ignition 2s Start of 15 km/h
ON driving
TEBS G2
Doc. No. Y136108 (EN - Rev. 000)
Revision Details
Rev. 000 September 2012 New document
PD-214-F002
TEBS G2
Product
DATA
LoadDoc.
Sensing Function
No. Y136109 (EN - Rev. 002)
(pneumatic suspension)
September 2016
Doc. No. Y136109 (EN - Rev. 002)
September 2016
Function
Laden
The Load Sensing Function (LSF) of the TEBS Brake
Service Brake Actuator Pressure - bar

7
Module is used to replace the function of a load sensing
6
valve in a traditional (pneumatic only) braking system.
The function is used to control the pressure delivered 5
to the service brake actuators with respect to the load 4

carried by the axle to which they are fitted. 3
Unlike the traditional load sensing valve the Load
2 Unladen
Sensing Function of the TEBS Brake Module can be
1
adjusted during its parameterisation to tailor the system
to meet specific operational needs.
Note: this document covers only pneumatic suspension 1 2 3 4 5 6 7 8
systems. For details on mechanical and hydraulic Coupling Head Pressure - bar
suspension systems see PD-214-F003, Document No.

Y137236.
Operation
Automatic braking force regulation with respect to load (the Load Sensing function) is a primary function within the
TEBS Brake Module. It can influence the braking compatibility between towing vehicle and trailer as well as brake
wear characteristics while fulfilling legal performance requirements. To fulfil the legal requirements it is necessary to
define the geometric and load characteristics of the trailer and then, by using the Knorr-Bremse brake calculation
program ‘Brake System Designer’ (BSD), it is possible to define all the relevant pressure characteristics which can be
saved as a file and written directly to the TEBS Brake Module using the Knorr-Bremse diagnostic program ECUtalk®
(see Document No. Y051496). Alternatively it is possible to input the parameters manually into ECUtalk®.
Note: To assist trailer manufacturers it is possible within the Knorr-Bremse brake calculation program ‘Brake
System Designer’ (BSD) to create a file which covers a range of similar trailers. The range can include
variations in wheelbase, centre of gravity and tyre size. BSD can (within limits) create a single file to cover
the whole range of variants or, in the case of tyre size variants, it will create a file which varies the service
brake pressure characteristic to suit the size of tyre used, this is known as “Tyre Size Compensation”. The
file created by BSD will, when written to a new ECU, require the input of the tyre size being used (from
within the preset range) and will automatically adjust the load sensing characteristic to suit this tyre.
1. Semi- and centre-axle trailers

To enable the automatic load sensing function to operate, it is necessary to define certain parameters as follows:
Onset pressure point:
This is controlled by defining the coupling head pressure (A) at which braking should commence and the
inshot pressure (B) required in the brake actuator which will overcome the thresholds of the brake actuator
and foundation brake.
Laden delivery pressure:
Defined as the brake actuator pressure that is produced with a coupling head pressure of 6.5 bar when the
trailer is fully laden.
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
Load Sensing Function (pneumatic suspension) September 2016
Unladen delivery pressure: Laden
Defined as the brake actuator pressure that is produced with a coupling head
7 pressure of 6.5 bar when the
trailer is unladen.
6
Note: This value may have been determined for the trailer without a body attached.
5
Note: Where the term “TEBS Brake Module” is used this includes all TEBS G2 family brake modules unless
4
there is specific information differentiating it.
3
Laden air spring pressure:
2 Laden
Defined as the pressure in the air springs when the Unlad
trailer is fully laden. 7 1

6 Inshot pressure B
Unladen air spring pressure: TEBS-072-EN-neu
5 A
Defined as the pressure in the air springs when the 1 2 3 4 5 6 7 8
trailer is unladen. 4
6,5 bar
Onset
Using the above parameters, the respective brake actuator 3 pressure

point
pressure can be determined for any braking demand and 2 Unladen

load condition as the line from the onset of braking to the
1
laden and unladen brake actuator pressures normally follows B
a linear relationship (see figure).
TEBS-072-EN-neu
A
1 2 3 4 5 6 7 8
When producing a brake calculation, the BSD program Coupling Head Pressure - bar
will include the characteristics of the brake actuator and 6,5 bar
foundation brake – including the threshold forces that must

be overcome before a braking force can be generated. These values are usually obtained from test reports produced
in accordance with a defined procedure. However, if there is any doubt, a pressure gauge should be connected at
the brake actuator and the pressure increased until it is no longer possible to rotate the wheel by hand, this value
is the inshot pressure (B). To comply with legal requirements the coupling head pressure (A) at which the inshot
pressure is generated must be between 0.2 and 1.0 bar. Typical values would be 0.7 or 0.8 bar depending on the
recommendations of the axle manufacturer.
Once the parameters are defined and the values written to the TEBS Brake Module the automatic load sensing will
function as required. In all cases, irrespective of load, the “onset of braking” is common. When a braking demand is
present, no pressure will be generated in the brake actuators until the specified coupling head pressure is measured.
At that point the TEBS Brake Module will generate a pressure in the brake actuators equivalent to the “inshot
pressure” so that a braking force will be developed. As the braking demand increases the pressure at the brake
actuators will be calculated based on the value of the braking demand and current air spring pressure measured by
the internal pressure sensor at port 42.
When the service brake is applied while the vehicle is in motion the signal from the pressure sensor in port 42 is
“frozen” at the point that the service brake is applied, this ensures that the service brake pressure generated is
not altered due to any dynamic load transfer - this is known as static load sensing. However, when the vehicle is
stationary or when functions such as RLF or certain ADLs are active, the signal from the pressure sensor is not frozen
during braking - this is known as dynamic load sensing.
Depending on the type of trailer on which the TEBS Brake Module is to be installed, it is possible to modify the linear
relationship between the “onset pressure” and the laden and unladen brake actuator delivery pressures as follows.
PD-214-F002
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
September 2016 Load Sensing Function (pneumatic suspension)
Low range pressure compensation

Laden
It is well known that the majority of brake applications occur
7
at relatively low braking demand values (more than 90% of

all brake applications are < 2.0 bar) – it follows therefore 6
that this is the pressure range where the majority of brake 5

Low
pressure
compensation
wear takes place. The TEBS Brake Module includes a point
4
function which allows the possibility to deviate from the Onset
pressure
linear relationship mentioned above. An adjustment (low 3 point
range pressure compensation) is made at a control line 2 Unladen
pressure of 1.6 bar. The low range compensation is zero at

1
the onset pressure and rises to the set value at 1.6 bar and
B TEBS-072a-EN-neu
then reduces to zero again at a coupling head pressure of

A
4.5 bar. Pressure compensation may be positive or negative; 1 2 3 4 5 6 7 8
1,6 bar 4.5 bar 6,5 bar
the former would increase the braking contribution of the Coupling Head Pressure - bar
trailer, relative to that produced by the towing vehicle, and
the latter would reduce it. The figure illustrates the result of low range pressure compensation.
The low range pressure compensation is set on the laden characteristic and any offset required for other states of
load will be determined by the TEBS Brake Module based on the load ratio at the time of any brake application. This
function can be used (by holders of a suitable ECUtalk® PIN) to alter the braking characteristics of an ‘in-service’
trailer to more closely match the braking performance of the towing vehicle or to ensure that the brakes are operating
in a range for which they were designed. This is most relevant to vehicles that run with high volume and low load.
High range pressure compensation

Laden
It is often the case that trailer manufacturers cover a range of 7 High

trailers with a single Type Approval. This usually means that a pressure
compensation
6
range of wheelbase and centre of gravity values are covered point
by the single approval. A further complication arises when a 5
range of tyre sizes is also required. The geometric variables 4

Onset
impact on the laden compatibility bands to the extent that pressure
3 point
it is not possible for a straight line pressure characteristic
2
to fit within the legal boundaries and therefore the trailers Unladen
would not fulfil the laden compatibility requirements. All 1

trailer compatibility requirements follow a similar pattern B TEBS-072b-EN-neu
where the upper and lower boundaries are non-linear and A

1 2 3 4 5 6 7 8
have a positive offset at a coupling head pressure of 4.5 bar.
1,6 bar 4.5 bar 6,5 bar
Therefore to accommodate the shape of the compatibility Coupling Head Pressure - bar
bands and the reduced acceptance window of having
multiple wheelbase and centre of gravity values, the TEBS Brake Module includes a feature to specifically enable
such combinations to fulfil the legal requirements. The high range compensation may only be set to a positive value
as there is no requirement for a negative setting. Both laden and unladen compensation pressures are adjustable
(by holders of a suitable ECUtalk® PIN) although it is mainly the laden setting that is required to ensure compatibility
requirements are fulfilled. The figure illustrates the result of high range pressure compensation. The use of the
high range pressure compensation is very specific and adjustments should not be made without first ensuring the
respective compatibility requirements for the trailer are fulfilled.
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
The low range compensation is set within ECUtalk® under the “Rear axle group braking” tab using the “Change
Configuration” option and checking the box “Enable manual settings for 1.6 and 4.5 bar”.
Make the necessary adjustments then click on “OK” to see the revised characteristics.
PD-214-F002
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
Dual Load Sensing

The TEBS Brake Module is able to receive brake demands from two sources:
• Pneumatic signal from the Control (yellow) line when being towed by a vehicle equipped with ABS only
• Electronic CAN signal when being towed by a vehicle equipped with EBS
If a trailer is part of a mixed fleet and is being towed regularly by vehicles equipped with both ABS only and equipped
with EBS, due to the improved speed of response with control via the CAN signal, it is often desirable to be able to
set different load sensing characteristics for each type of brake demand in order to give the trailer the same feel and
brake wear characteristic irrespective of the towing vehicle specification. The TEBS Brake Module is able to offer this
capability.
Within ECUtalk® under the “Rear axle group braking” tab use the “Change Configuration” option and uncheck the
box “Same data for Pneumatic and CAN LSF”.
Note:
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
Make the necessary adjustments and click on “OK”, then click on “Show both charts” to see the two characteristics.
2. Full trailers (not TEBS G2.2 Standard and Standard Plus)
Rear axle group

The rear axle group of a full trailer is controlled in the same way as on a semi-trailer and so all of the information above
is applicable to full trailers.
Front axle group

Full trailers fitted with TEBS G2.0, G2.1 and G2.2 Premium Brake Modules utilise either a Trailer Electro-Pneumatic
Module - Standard (TEPM-S) or a Trailer Electro-Pneumatic Module - Premium (TEPM-P) to control the front bogie of
the trailer. See PD-214-600, Document No Y095618 for information on the Trailer Electro-Pneumatic Modules. The
TEPM-S does not have a connection to the air springs of the front bogie. With the TEPM-S there are two options:
• The brake force on the front axle is controlled using slip control. This is the default and in ECUtalk® is shown as
“Load sensing type - None”.
• An external electrical load input from a pressure sensor fitted in the front axle air suspension can be fed to the
TEPM-S and this data is supplied to the TEBS Brake Module for processing and load sensed control is then
applied to the TEPM-S. This option is selected under the “Front axle group braking” tab in ECUtalk® then selecting
“Change configuration”. Use the drop down list beside “Load sensing type” and select “External load sensor
TEPM”. Below this the box is automatically filled with “KB Pneu Sensor”, but if the front axle has mechanical or
hydraulic suspension an alternative sensor can be selected from the drop down. Select the required device and
add the required parameters.
PD-214-F002
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
If the TEPM-P is used, the default in ECUtalk® is again “Load sensing type - None” (providing slip control). However,
TEPM-P has a connection for the air suspension and an integral sensor and the TEPM-P performs the load sensing
function when it is configured. Use the “Front axle group braking” tab in ECUtalk® then select “Change configuration”.
Use the drop down list beside “Load sensing type” and select “Internal load sensor TEPM”. As with TEPM-S, if the
front axle has mechanical or hydraulic suspension an alternative sensor can be selected from the drop down. Select
the required device and add the required parameters.
3. Slip Control
Pressure control of the axle(s) controlled by the trailer electro-pneumatic module can be configured to be based on
slip control logic. The normal load sensing parameters of the TEBS Brake Module are used to directly control the
axle(s) connected to the module dependent on the load of those axles (see above). The brake module simultaneously
controls the TEPM so that the wheel speeds of wheels on the axles connected to that module are similar to those of
the wheels on the axle(s) controlled by the brake module. By aligning the speed of the wheels on axle(s) controlled
by both devices, the braking rate produced is similar. This condition applies irrespective of the relative axle loads and
takes into consideration dynamic load transfer that is generated during braking.
4. Pressure regulation
Using a combination of the programmed pressure characteristics as defined above and the measured values of
reservoir pressure, air spring pressure, braking demand and brake actuator pressure, the TEBS Brake Module and, if
fitted, the Trailer Electro-Pneumatic Module will produce the required pressure control at the brake actuators. This is
achieved by the use of integral solenoids which produce the pressure increase, hold and decrease phases to adjust
or maintain the required brake actuator pressure.
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
5. Load sensing function, standstill condition
When the vehicle is at a standstill, the LSF control is maintained at any time when the braking demand does not
exceed 4.5 bar. Above this value (a condition which may apply when the hand brake control of the towing vehicle
is applied) LSF control is suspended which means that unnecessary power consumption is avoided. This mode of
operation effectively suspends electro-pneumatic control and switches to pneumatic backup. Electro-pneumatic
pressure control is reactivated when the braking demand falls below a pressure of 4.25 bar.
6. Air spring pressure “Out of Range”
As described previously, the LSF is based on the axle/bogie load which is determined from the measured air spring
pressure. When the TEBS Brake Module is configured, both the unladen and laden air spring pressures are defined.
Should the pressure measured by the pressure transducer at port 42 be outside of this range the following will apply:
Unladen:
If the measured air spring pressure is below the configured unladen value, the load sensing pressure characteristic
will be based on the configured unladen brake actuator delivery pressure. Should the measured air spring pressure
be <25% of the configured unladen air spring pressure, a fault will be recorded at a speed >30 km/h and a warning
signal transmitted via pin 5 of the ISO 7638 connector to illuminate the yellow warning lamp.
Should the Roll Stability Program (RSP) be configured, the detection of the above fault condition will result in the RSP
function being suspended (see PD-214-F005, Document No. Y136111 for more information on RSP).
Laden:
Should the measured air spring pressure be greater than the configured laden air spring pressure the pressure
delivered to the brake actuator will remain in line with the laden characteristic. If the pressure is >50% above the
laden pressure a fault will be recorded if the speed is above 30 km/h.
In the case where load sensors for mechanical and hydraulic suspensions are used, the same principles apply to
those defined above.
7. Test mode for the load sensing function

Normally it is not possible to check the load sensing characteristics at a demand pressure of between 4.5 bar and
6.5 bar as this is the range when the ‘Brake Assist’ function (see PD-214-F008, Document No. Y136115 for more
information) has modified the load sensing characteristic and the delivery to the brake actuators will follow the laden
pressure characteristics unless pneumatic backup is operational. Therefore, should it be required to check that the
configured load sensing pressure values are correct, for whatever reason, one of the following test procedures may
be used:
Verification of the laden brake pressure characteristic:
At the time when the ignition is turned “ON” and a braking demand is present between pressures of 0.5 and
4.0 bar for a period of at least 2 seconds, the laden pressure characteristics will be produced for a period of
15 minutes or until the vehicle is driven at a speed >10 km/h.
Verification of the brake pressure characteristic at the current axle/bogie load:
At the time when the ignition is turned “ON” and the service brake is released or the braking demand is
< 0.5 bar for a period of at least 2 seconds, the pressure characteristics will be produced without ‘Brake
Assist’ associated with current axle/bogie load for a period of 15 minutes or until the vehicle is driven at a
speed >10 km/h.
PD-214-F002
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
Should it be required to check the unladen pressure characteristic when the axle/bogie load is higher than the
unladen value, the unladen condition can be simulated by reducing the pressure at port 42 to equal the unladen air
spring pressure and then follow the procedure to verify the current axle/bogie load.
After the vehicle has been driven, the TEBS Brake Module will revert to its normal operational state and when
stationary with the ignition left “ON” the situation will be:
Braking demand is > 4.5 bar:
Control reverts to pneumatic backup as it is assumed that the parking brake in the towing vehicle has been
applied.
Braking demand is < 4.5 bar:
Electro-pneumatic load sensing control is based on the current axle/bogie load.
Summary:
The following characteristics apply when the vehicle is stationary and the ignition is first switched “ON”:
• If the service brake on the trailer is not applied or is applied to less than 0.5 bar when the ignition is
switched ON, the normal load sensing characteristic (dependant on the trailer loading) will be active.
For the first 15 minutes Brake Assist will be disabled to allow the characteristic to be checked. After 15
minutes it will be enabled.
• If the service brake on the trailer is applied to between 0.5 and 4.5 bar when the ignition is switched “ON”,
the ‘laden’ characteristic only will be available for the first 15 minutes to enable testing on a rolling road.
After 15 minutes the normal load sensing characteristic will be active.
• If the service brake on the trailer is applied to in excess of 4.5 bar when the ignition is switched “ON”, it is
assumed that the hand brake is applied and the brake module will be switched to the ‘pneumatic back-up’
mode indefinitely to conserve energy.
Braking demand Pressure Duration Brake
present at Characteristics (minutes) Assist
Ignition “ON”
< 0.5 bar Current load ≤ 15 No
characteristics
< 0.5 bar Current load > 15 Yes
characteristics
0.5 to 4.5 bar Laden 15 Not relevant
characteristics
≥ 4.5 bar Pneumatic Indefinite Not relevant
backup
Following the above, if the combination is then driven and returned to the stationary condition, or once 15 minutes
have elapsed and the combination is stationary, with the ignition remaining switched “ON”, the normal operating
condition will be present:
• If the service brake on the trailer is applied to less than 4.5 bar, the normal load sensing characteristic
(dependant on the trailer loading) will be active.
• If the service brake on the trailer is applied to in excess of 4.5 bar, the brake module will switch to the
‘pneumatic back-up’ mode.
Note:
Irrespective of the stationary condition, when the vehicle is driven above 10 km/h the load sensing will revert to
normal control.
TEBS G2
Doc. No. Y136109 (EN - Rev. 002)
8. Printing a Load Sensing Plate
All trailers must display a plate showing the settings of the load sensing function. In ECUtalk® under the “Miscellaneous”
tab select the “LSF Plates” button. From this the Load Sensing Plate can be printed.
Firstly the size of LSF Plate can be set under the “Options” - “General
program options” tab. Here there is a drop menu allowing the selection of
either “Normal” or “Reduced” size:
Print onto a silver foil sheet, Knorr-Bremse Part Number II39797F or

equivalent. Once printed the plate should be affixed to the trailer chassis
in a suitable position where it will be visible but not liable to damage from
road debris.
Note:
The Load Sensing Plate can only be printed using a laser printer.
Revision Details
Rev. 000 September 2012 New document.
Rev. 001 September 2015 TEBS G2.2 Premium added.
Rev. 002 September 2016 Reduced LSF Plate size added.
PD-214-F003
TEBS G2
Product
DATA
LoadDoc.
Sensing Function
No. Y137236 (EN - Rev. 002)
(mechanical or hydraulic suspension)
September 2016
Doc. No. Y137236 (EN - Rev. 002)
September 2016
Function
Laden
The Load Sensing Function (LSF) of the TEBS Brake

7
Module is used to replace the function of a load sensing
6
valve in a traditional (pneumatic only) braking system.
The function is used to control the pressure delivered 5
to the service brake actuators with respect to the load 4

carried by the axle to which they are fitted. 3
Unlike the traditional load sensing valve the Load
2 Unladen
Sensing Function of the TEBS Brake Module can be
1
adjusted during its parameterisation to tailor the system
to meet specific operational needs.
1 2 3 4 5 6 7 8
Coupling Head Pressure - bar
Note:
This document covers only the changes required when TEBS is used with mechanical or hydraulic suspension
systems. For details on the general application and setting up of the Load Sensing Function see PD-214-F002,
Document No. Y136109 which covers pneumatic suspension systems.
Suspension Sensor
When TEBS is used with a pneumatic suspension system, the air suspension pressure is fed to the TEBS brake
module where an integral pressure sensor interprets the pressure signal for use in the Load Sensing Function.
Alternatively, if it is more convenient, a pressure sensor can be installed in the suspension and an electrical signal
supplied to the TEBS module.
When TEBS is used in mechanical or hydraulic suspension systems an external sensor must be fitted and the
resultant electrical signal is supplied to the TEBS brake module via one of the auxiliary inputs.
TEBS G2
Doc. No. Y137236 (EN - Rev. 002)
Load Sensing Function (mech. or hyd. suspension) September 2016
Mechanical Suspension System

When TEBS is used with a mechanical suspension system a sensor must be installed which converts suspension
deflection into an electrical signal. The Knorr-Bremse deflection sensor K026919 is designed for this application and
details can be found in PD-264-200, Document No. Y095832. A typical cable for the sensor would be K002277
(3 m) - see PD-272-025, Document No. Y142784.
The connection between the sensor and the axle(s) should include a rubber link to prevent strain on the sensor.
Rubber mounting for suspension equalisation on tandem bogies
Rubber mounts are used in mechanically suspended tandem bogies to get an elastic connection between the axles.
The arrangement as shown below, ‘averages’ the movements of both axles.
It is recommended that the tandem axle mounting kit K0510151) (see drawing) is used to connect the linkage of
the Deflection Sensor to the axles. Attach mounting brackets to the axles for the rubber mountings (“A” and “B”).
The rubber mountings are connected to each other using a tube or angle section link “D”. Part “C” provides an
attachment point on link “D” for the Load Sensing Valve linkage.
L/2
260 ‘B’
‘C’
‘A’
‘D’
Ø22x2
190
Axle M10
50 Axle
45
M10
60
Ø50 30
Ø13
20
100
45
70
45
30 15
K051015* = A + B + C
60
‘A’ ‘B’ ‘C’
Note: Item “D” is not supplied by Knorr-Bremse and must be manufactured by the installer to the necessary
dimensions.
For further information contact your Knorr-Bremse distributor.
1)
The part number will carry a suffix “N00” which defines that it is supplied without packaging.
PD-214-F003
TEBS G2
Doc. No. Y137236 (EN - Rev. 002)
September 2016 Load Sensing Function (mech. or hyd. suspension)
Hydraulic Suspension System

Any hydraulic sensor used must conform to the following specification:
Hydraulic sensor (transducer) requirements
Material of wetted parts: stainless steel 316L or similar
Temperature range of medium: -40 ... +80 °C
Output: 0.5 ... 4.5 V, 3-wire ratiometric
Pressure range: 0 ... 100 bar, 0... 250 bar (dependent on suspension requirements)
Accuracy: 1.0% of span
Process connection: 0.5 mm orifice.
Hydraulic connection: to suit suspension system (typically G1/4 A DIN 3852)
Electrical connection: as required (DIN 72585 bayonet code B1 preferred - to suit Cables K002277,
K002278, K002279 or K027834 for TEBS G2 Brake Module - see below and
PD-272-025, Document No. Y142784)
AUX 2 BK 1,0 mm²

1
GND WH 1,0 mm²
2
Ø5,9 YE 1,0 mm²
AUX 1 3
L
4
Cable length
Part No. Type No. Comments
L [m]
K002277 1) - 3.0
Pin 1 - AUX 2 - black - + 5 V
K002278 1) - 9.0 Pin 2 - GND - white - Ground
K002279 1) - 15.0 Pin 3 (linked to pin 4) - AUX 1- yellow - Signal
(check with sensor manufacturer for correct connection)
K027834 - 18.0
Suitable Hydraulic Sensors 2)

Manufacturer:
WIKA Alexander Wiegand SE & Co. KG Hydac Electronic GmbH
Alexander-Wiegand-Straße 30 Hauptstraße 27
63911 Klingenberg, Germany D-66128 Saarbrücken, Germany
Tel. (+49) 9372/132-0 Tel. +49 (0) 6897 509 01
Part Numbers:
Mobile Hydraulics (WIKA) S10 or MH-2 Hydac International HDA 8100
1)
The part number will carry a suffix “N00” which defines that it is supplied without packaging. Example K002277N00
2)
Knorr-Bremse confirms that these sensors provide suitable output but accepts no responsibilty for the quality of the sensors.
TEBS G2
Doc. No. Y137236 (EN - Rev. 002)
TEBS G2 input requirements

The TEBS G2 ECU works on a 0.5 to 4.5 V ratiometeric input. The conversion from unladen and laden axle loads will
need to be set up within the ECUtalk® program.
Setting up in ECUtalk®
In ECUtalk® under the ‘rear axle group braking’ tab select ‘Change configuration’ and select “External load sensor
LS1” then the type of sensor. Finally set up the parameters for the installed external sensor.
If the “Hydraulic Sensor” option is selected then a pop-up window will appear asking that the details of the sensor
are checked to ensure that its specification is compatible with TEBS G2.
Note:
PD-214-F003
TEBS G2
Doc. No. Y137236 (EN - Rev. 002)
September 2016 Load Sensing Function (mech. or hyd. suspension)
Typical Wiring Diagram - TEBS G2.2 with hydraulic suspension sensor input
RD
ISO 7638 1
BK
2
3 YE
TEBS G2.2 Standard Plus - ECU

BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
1
WH/BN YE 3
7 GND_H
2
BN 4 GND_M
5
WH
7
5 WL
6
WH/GN 6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
BK
Hydraulic 1
WH 2 AUX IO 2
2
Pressure 3 YE
3 AUX IO 3
Sensor 4
WH 4 SENS_GND
YE
7
1 2 3 4 5 6
5 SENS_In 1 / TriState 2
12 11 10 9 8
BK
6 SENS_Sup / TriState 1
BK 7 Brake-Light 24V
YE
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
12 AUX IO 12 - RET
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 BK
2
D
1
8
9
10 3
C
1
11
S-C
12 4
13
14 Junction box
15
TEBS-G22-053g
TEBS G2
Doc. No. Y137236 (EN - Rev. 002)
Revision Details
Rev. 001 August 2013 Details of Hydraulic Sensors and Wiring Diagram added
Rev. 001 December 2014 Correction - Pressure Sensor wiring on diagram on page 4
Rev. 002 September 2016 Tandem axle linkage added on page 2.
PD-214-F004
Product TEBS G2
DATA Doc. No. Y136110 (EN - Rev. 003)
Anti-Lock Braking (ABS) September 2016
Doc. No. Y136110 (EN - Rev. 003)
September 2016
Function
An Anti-Lock Braking System (ABS) monitors the speed
0.9
of individual wheels and by comparing the data from Dry asphalt
0.8
these wheels the system can sense when a wheel is 0.7
about to “lock” as a result of overbraking relative to the 0.6
Wet asphalt
Friction(μ)
adhesion that is available between the tyre and the road 0.5
surface. 0.4 Slush

0.3 Loose snow
When the ABS detects that the wheel is about to lock 0.2 Packed snow
(skid) the system intervenes to prevent further increase 0.1

Wet ice
in service brake pressure to the actuator on that wheel 0

0% 20% 40% 60% 80% 100%
(or set of wheels depending on configuration) and if % slip (λ)
necessary it will reduce the pressure. Once the ABS

detects that the wheel is rotating at the expected speed
it will allow the service pressure to increase whilst
continuing to monitor the wheel speeds for any further tendency to lock.
The TEBS Brake Module performs the ABS function using internal solenoid valves to prevent pressure increase in
the service brake actuator (hold valves) or reduce the pressure (release valves).
Operation
1. Basic Operation
Anti-lock Braking System (ABS) is a primary function within the TEBS Brake Module to ensure trailer stability during
braking by preventing wheels from locking.
The fundamental prerequisite to ensure efficient ABS functionality is the need to have an accurate and reliable
indication of the speed of the trailer wheels at any point in time. This is achieved by the installation of sensing rings
and inductive wheel speed sensors within the wheel end assembly of at least one axle within a bogie. To ensure the
speed signal is accurate it is essential that the number of teeth on the sensing ring is correct relative to the size of
the tyre being used. Although the TEBS Brake Module is configured with the number of sensing ring teeth and tyre
size, recommendations exist on the tyre size which may be used with a given number of sensing ring teeth. The
figure below graphically illustrates this relationship. For full details of the sensing ring specification see Document No.
C13715, available from your local Knorr-Bremse representative.
5000
Rolling Circumference of Tyre - mm
4521 mm
4500
4000 3924 mm
3531 mm
3500
3142 mm
3204 mm
3000
2500
2259 mm 2513 mm
2262 mm
2000
2010 mm
1500 1602 mm
1000
TEBS-081-EN
60 80 90 100 120
Number of Sensing Ring Teeth
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
Due to differences in nominal tyre sizes and wear it must be possible for the TEBS Brake Module to accept a
difference in wheel speed signals from wheels equipped with wheel speed sensors. This is achieved by allowing a
speed tolerance of 8% between the sensed wheels on the trailer.
Unlike other conventional ABS control systems that are available, the Knorr-Bremse TEBS Brake Module incorporates
a modified ABS control algorithm. Typically a conventional ABS is reliant on the input from the wheel speed sensors to
make all ‘decisions’ since no pressure or load information is available. This means that the control logic must continually
search for the higher adhesion resulting in repeated increases in pressure leading to more brake release cycles which
negatively impacts on wheel control and energy consumption. The ideal control cycle would be to hold the controlled
wheels at a constant percentage slip but this is not realistic due to limitations in suspension performance, brake hysteresis
and irregular road surfaces. However, as the TEBS ABS algorithm makes use of the load and respective pressure
information, it is much better placed to come close to the ideal by the use of small pressure changes to maintain the wheel
slip in an optimum control band. This results in improved trailer stability as the number of high slip wheel cycles is kept
to a minimum resulting in reduced energy consumption. For further information see TÜV NORD test report EB154 and
Knorr-Bremse ABS Information Document Y038142 (available from Knorr-Bremse representatives).
2. Wheel speed sensors

In general, all commercially available wheel speed sensors can be connected to the modules since the connectors
used as an interface are now industry standardised. However the following wheel speed sensors have been approved
for use with the modules:
Manufacturer Part Number

0265050 ---
Knorr-Bremse 0486001 ---
0486000 ---
Wabco 441032 --- 0
Should any other wheel speed sensor be used there is no guarantee of electrical or functional compatibility.
Note:
If not all wheels are to be fitted with Wheel Speed Sensors then they should be fitted across an axle where the
wheels are mostly likely to lock up due to the suspension characteristics.
PD-214-F004
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
September 2016 Anti-Lock Braking (ABS)
3. ABS control principles

The objective of an anti-lock system is to optimise the adhesion available, at the same time limiting wheel slip to
provide stability. However, different control philosophies need to be applied to commercial vehicles, in particular to
steered axles, whether on a motor vehicle or full trailer.
In defining an ABS configuration an industry standard nomenclature is used, such as 4S/2M, meaning that the
system has 4 sensors and 2 modulators.
The following options exist:
Key to the following diagrams:

1. Wheel speed sensor 2. Pressure modulator 3. Electronic Control Unit (ECU) 4. Brake actuator
Axle Control – 2S/1M (2S/2M Select Low)

Axle control is based on an axle having both wheels
installed with wheel speed sensors (directly controlled);
one pressure modulator and one electronic control
4
2 1 unit. With only one pressure modulator, the pressure in
each brake actuator on the axle must be equal unless
additional valves are included in the system to create
a pressure imbalance, in which case the control would
no longer be axle control. With two wheels transmitting
speed signals via the wheel speed sensors to the ECU,
3
anti-lock action is based on the first wheel to exceed
TEBS-082-EN
the adhesion threshold. This philosophy can be used in

systems with two modulators (2S/2M Select Low (SL).
Independent Side Control – 2S/2M

Independent control is based on an axle having both
wheels installed with wheel speed sensors (directly
3 controlled), two pressure modulators and one electronic
control unit. With two pressure modulators, the pressure
1 in each brake actuator on the axle may be different and
out of phase. Each wheel is controlled independently
2 from the other, thereby optimising the adhesion available
at each wheel.
TEBS-083-EN
4
Pressure
Pressure
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
Directly and Indirectly Controlled Wheels – 2S/2M

It is often the case within a bogie that not all of the
wheels are equipped with wheel speed sensors. In the
3 example shown, the wheels of one axle are installed with
wheel speed sensors (directly controlled) and the anti-
lock control decisions will be based on the reaction of
2 those wheels. The other wheels which are not installed
with wheel speed sensors (indirectly controlled) will
4 be controlled with the pressure used to control the
associated directly controlled wheels.
TEBS-085-EN
Independent Side Control – 4S/2M

This is an adaptation of independent control where four
wheels in a bogie are each installed with wheel speed
3 sensors (directly controlled) yet only two pressure modu-
lators are used – one to control each side. The basic
1 control philosophy is that of independent control where
2 the pressures on left and right sides are controlled inde-
pendently. The two wheels on each side utilise select
4
low control therefore whichever of the two wheels on a
side requires anti-lock intervention, the pressure at both
directly controlled wheels on that side of the trailer are
controlled using the pressure characteristics associated
TEBS-084-EN
with the lowest speed wheel.
PD-214-F004
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
4. ABS control principles used in TEBS

The control logic defined above is applied to the different ABS configurations supported by the TEBS Brake Modules
as defined below.
ABS Vehicle No of
Control Principles
Configuration Type Axles
2S/2M * Dolly 1 or 2 Select low control (for dolly applications only)
1 Independent side control
Semi- / Independent side control with one axle directly controlled and one axle indirectly
2
2S/2M Centre- controlled
axle Independent side control with one axle directly controlled and two axles indirectly
3
controlled
Semi- / 2 Independent side control
4S/2M Centre- Independent side control with two axles directly controlled and one axle indirectly
axle 3
controlled
Select low control on one axle
2
Semi- / Independent side control on the other axle
4S/3M Centre- Select low control on one axle
axle 3 Independent side control on the other axles with one axle directly controlled and one
axle indirectly controlled.
Select low control on front axle
2
Independent side control on rear axle
Select low control on front axle
3
Independent side control on one rear axle and one axle indirectly controlled
4S/3M Full
Select low control on one front axle and one axle indirectly controlled
4
Independent side control on one rear axle and one axle indirectly controlled
Select low control on one front axle and one axle indirectly controlled
5
Independent side control on one rear axle and two axles indirectly controlled
Select low control on one axle.
3
Independent side control on the other axles with one axle indirectly controlled.
Semi- /
6S/3M Centre- 4
Independent side control on the other axles with two axles indirectly controlled.
axle
5
Independent side control on the other axles with three axles indirectly controlled.
Select low control on the front axle.
3
Independent side control on the rear axles with one axle indirectly controlled.
Select low control on the front axles with one axle indirectly controlled.
Independent side control on the rear axles with one axle indirectly controlled.
6S/3M Full 4 or (depending on trailer configuration)
Select low control on the front axle.
Independent side control on the rear axles with two axles indirectly controlled.
Select low control on the front axles with one axle indirectly controlled.
5
Independent side control on the rear axles with two axles indirectly controlled.
* It is also possible for a 2S/2M system to function using select low control (2S/1M) in which case both pressure modulators will be controlled
simultaneously based on the first of the two directly controlled wheels to require ABS intervention.
The above ABS configurations and control applications ensure that the wheels of single- and multi-axle bogies
remain under control to ensure stability, within the limits of the adhesion available, during emergency braking or in
adverse weather conditions. The way indirectly controlled wheels react during anti-lock cycling is dependent on
the type of suspension, number of axles in the bogie and the location of the directly controlled wheels. It cannot,
therefore, be guaranteed in all cases that indirectly controlled wheels will not lock.
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
5. Use of lift axles

Several prerequisites must be fulfilled on trailers equipped with one or more lift axles. In principle any axle that is not
equipped with wheel speed sensors, i.e. indirectly controlled, may be configured as a lift axle.
It is also possible to have a lift axle equipped with wheel speed sensors, i.e. directly controlled, and the TEBS Brake
Module will automatically recognise when the axle is lifted provided the following conditions are fulfilled:
• An axle installed with wheel speed sensors S-C and S-D cannot be a lift axle as these are designated as “primary”
wheel speed sensors and must remain on the ground at all times otherwise a fault will be generated and ABS
control will be switched off. Therefore, in the case of a 2S/2M configuration, it is only possible to install lift axles on
axles not equipped with wheel speed sensors.
• Wheel speed sensors connected to S-E and S-F (TEBS G2.0/G2.1/G2.2 Premium only) may be fitted on a lift axle
if the TEBS Brake Module is configured as a 4S/2M or 6S/3M, in which case the control logic will recognise when
the lift axle is raised and automatically operate as a 2S/2M or 4S/3M respectively until the lift axle is lowered.
• Wheel speed sensors connected to S-A and S-B (TEPM) may be fitted on a lift axle if the TEBS G2.0/G2.1/G2.2
Premium Brake Module is configured as a 4S/3M or 6S/3M for semi- / centre-axle trailers, in which case the control
logic will recognise when the lift axle is raised and automatically operate as a 2S/2M or 4S/2M respectively until the
lift axle is lowered.
6. Use of steering axles
Any axle intended for use as a forced-steering axle or a self-steering axle can be directly or indirectly controlled by
the ABS system. This means that in terms of the ABS configuration, there is no special requirement for the use of
steering axles.
However should it be necessary to increase the stabilising force applied to the steering axle(s) during an ABS control
it is possible to utilise an auxiliary output from the TEBS Brake Module. This can be obtained by configuring an
auxiliary output (AUXIO 1, 2 or 3) to either “ABS active” or “Steering Axle Lock”. In both cases the configured output
will generate an electrical output or pneumatic output (see below) which is speed dependent although different
conditions will generate the signal as follows:
ABS active:
An output is generated whenever the anti-lock braking system becomes active and will be switched off after
anti-lock cycling has finished (see below).
Steering Axle Lock:
An output is generated at a predefined speed and will continue until the vehicle speed falls below a defined
speed threshold when ABS is active as defined above or, if configured, the “Reversing Lamp (RL)” input is
switched to battery. See PD-214-F251, Document No. Y136130.
Alternatively it would be possible (on some brake module variants) to configure the pneumatic auxiliary output (P28) to
Steering Axle Lock (SAL) and connect the output directly to the steering axle stabilisation system. This option would
remove the need for an external solenoid valve.
The above control systems are generally not necessary unless required to fulfil a specific operator function. This
is dependent on the type of steering axle installed on the trailer and there are many variants. For more information
contact a Knorr-Bremse representative.
Note: independent ABS control can introduce a differential torque into a steering system. However, this can be
eliminated by the installation of a mechanical “select low valve” which effectively connects the left and right delivery
pressures and only the lowest pressure of the two deliveries is supplied to both brake actuators of the steering axle.
PD-214-F004
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
7. ‘ABS active’ function

This function provides an output signal whenever the ABS cycles. This is generally used for connection to trailer
retarder control systems or the locking of steering axles. It is enabled under the tab “Auxiliary I/O” using the “Change
configuration” option.
TEBS G2.0, G2.1 and G2.2 Standard up to CN1023:
From the drop down list for the required AUXIO select ‘Output’, then ‘ABS’. Under “Error detection” select the
detection option required depending on the use of the output signal, then select the output voltage:
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
TEBS G2.2 Standard (CN1030 and above), Standard Plus and Premium:
The ECUtalk® screens for these TEBS G2.2 modules are different. Having selected the “Change configuration”
option, the screen will display a list of the available inputs and outputs together with a ‘Help’ panel on the right hand
side. Click on the “ABS” tab and select the required AUXIO Output from the drop down list. Under “Test method”
select the fault detection option required depending on the use of the output signal, then select the output voltage.
Click on “OK” and the screen will show the ABS function assigned to the selected AUXIO.
PD-214-F004
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
8. Operational Data Recorder - ABS active counter

Independent of the ‘ABS active’ output, every time there is ABS cycling the counter in the Operational Data Recorder
will be incremented and this data will be accessible using the diagnostics program ECUtalk® under the “Diagnostic
Information” tab, “Drive Recorder”. See PD-214-F354, Document No. Y136134.
Alternatively the data can be viewed via the Trailer Information Module (TIM G2), see PD-273-920, Document No.
Y050665.
Note:
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
Typical Wiring Diagram - TEBS G2.2 semi-trailer with 2S/2M system and Diagnostic Socket
RD
ISO 7638 1
BK
2
RD 1
3 YE 24V_VALVE
BK
Power
BN 2 24V_ECU
4 YE 3
1
WH GND_H
5
4
BN
2
WH/GN 4 GND_M
6 WH 5
5
WL
7
WH/BN
7 WH/GN 6
6
24V-CAN-H
TEBS G2.2 - ECU

WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
4 SENS_GND
1
2 YE 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
Diagnostic 3
12 11 10 9 8
Socket 4 6 SENS_Sup / TriState 1
BK
5 BK
6 WH 7 Brake-Light 24V
7 BN
YE 8 Brake-Light GND
A
WH 9 5V-CAN-L
BN 10 5V-CAN-H
BK 11 AUX IO 3 - RET
12 AUX IO 12 - RET
ISO 1185 1 BK
2 YE
S-D
3
4
D
C
S-C
TEBS-G2.2-054a
Typical Wiring Diagram -TEBS G2.1 and TEPM-P drawbar with 4S/3M system and TIM G2
1 RD
ISO 7638 BK
2
3 YE
4 BN S-D
WH
5
6 WH/GN
S-F
7 WH/BN
1 BK
2 YE
SP/RtR RD 1 24V_VALVE
3
BK
Power
4 2 24V_ECU
YE 3 GND_H
1
4
TIM G2 BN
2
4 GND_M
TEBS G2.1 - ECU
WH 5 WL
5
1 1 WH/GN
(YE) YE 6 24V-CAN-H
6
2 2
(GN) 3 3 WH/BN 7 24V-CAN-L
4 4
(BK) 5 5 BK
(WH) 6 6 WH
BN BK 1 AUX IO 1
(BN) 7 7
In-Out
2 AUX IO 2
YE 3 AUX IO 3
1 1
(YE)
7
(YE)
1 2 3 4 5 6
2 2 5 SENS_In / TriState 2
(GN)
12 11 10 9 8
S-B
3 3
GN
Premium
4 4 6 SENS_GND
(BK) 5 5 (BK)
YE (WH) 6 6 (WH) BK 7 Brake-Light 24V
6
Premium
(BN) 7 7 (BN)
18 BK YE 8 Brake-Light GND
B
1 WH WH 9 5V-CAN-L
Module
7 BN
BN
Electro-pneumatic Module
1 1 10 5V-CAN-H
(YE) 2 (YE)
2
3 3 YE
2 11 AUX IO 12 - RET
4 4
10 11 12
13 14 15 16 17 18
6
(TEPM-P)
3 (BK) (BK) BK
Electro-Pneumatic
(TEPM-P)
5 5 12 AUX IO 3 - RET
5
4 (WH) (WH)
6 6
4
5 (BN) (BN)
X1
7 7
3
8
2
9
S-E
1
10
11
12 1
13 2
ISO 12098
S-C
3
14 4 YE
5
Trailer
15 1
16 6 BK
7 2
Trailer
17 1
8
9 3
1
10
11 4
S-A
12
13 Junction Box
Junction Box
14
15
TEBS-G2-057_emp_tim a_trg
PD-214-F004
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
Typical System Diagram - TEBS G2.2 2S/2M semi-trailer with SL Valve for steering axle
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
SL
Valve
“Control”
ISO 1185 (24N)
ISO 7638 (7Pin)
Air
Susp.
Typical System Diagram - TEBS G2.1 4S/3M Drawbar with TEPM-P
“Supply”
TEPM-P
KNORR-BREMSE
ECU
TEBS G2.1
“Control”
ISO 1185 (24N)
ISO 7638 (7Pin)
Air
Susp.
TEBS G2
Doc. No. Y136110 (EN - Rev. 003)
Revision Details
Rev. 001 December 2013 New screenshots and text added on page 8 for TEBS G2.2 Standard Plus
Rev. 002 June 2015 TEBS G2.2 Premium added
Rev. 003 September 2016 ECUtalk® screenshots for TEBS G2.2 Standard CN1030 and above are the
same as G2.2 Standard Plus and Premium
PD-214-F005
Product TEBS G2
DATA Roll Stability Program (RSP)
Doc. No. Y136111 (EN - Rev. 004)
September 2016
Doc. No. Y136111 (EN - Rev. 004)
September 2016
Function
The Roll Stability Program (RSP) uses a lateral
accelerometer integrated in the TEBS Brake Module to
monitor lateral acceleration of the trailer in addition to
taking inputs of vehicle speed and axle loading. The
program constantly monitors these inputs and uses
them to predict when a potential roll-over of the trailer
is imminent. Once this assessment has been made the
brake module automatically applies certain brakes on
the trailer to prevent the roll-over occurring.
Note: the Roll Stability Program (RSP) function is
standard in TEBS G2.0, TEBS G2.1 and TEBS G2.2
Brake Modules.
Operation
The RSP is an active safety system which is configured by default (but can be disabled) in the TEBS G2 Brake
Module to protect against trailer roll-over during driving by automatic application of the trailer service brakes.
Roll-over accidents normally occur when the lateral acceleration acting upon a vehicle exceeds a
vehicle-specific critical limit. For example, the lateral acceleration upper limit depends on the height of the centre of
gravity, which can vary not only from one vehicle to the next, but also in the same vehicle depending on the load and
the loading state. Moreover, the vehicle speed and the geometric data of each vehicle have a significant effect on the
limit value of the lateral acceleration. In vehicles with a high centre of gravity, such as some tanker vehicles, the critical
roll-over lateral acceleration is lower than with a flatbed trailer that is used for transporting steel plates. However the
vehicle speed when cornering is also a critical element as the developed lateral acceleration varies with the square
of the vehicle speed therefore small changes in speed have a major impact on lateral acceleration.
Often in semi-trailer combinations it is difficult, if not impossible, for the driver to be aware of how close the trailer is
to roll-over. This is relevant when considering the characteristics of modern towing vehicles that provide high levels
of driver comfort. Even if the driver did become aware of a potential roll-over it is very likely that it would be too late
for him to intervene in time to reduce the vehicle speed enough to avoid an accident.
Note:
Even with the correct installation and observation of the above rules it is impossible to completely eliminate the
possibility of a roll-over accident. Physical limits exist in any safety system which, for example, can be reached
and exceeded by the vehicle speed being significantly too high. For that reason it is still the responsibility of the
driver to drive according to the road and traffic conditions so that the RSP system only intervenes when absolutely
necessary. Equally when a vehicle is driven in a way that induces repeated RSP interventions, the action of the
RSP to slow the vehicle down means that time is lost compared to that if the vehicle had been driven more
appropriately.
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
Roll Stability Program (RSP) September 2016
The RSP function provides a major advantage in that the critical factors influencing roll-over are continuously
monitored by the TEBS Brake Module and therefore it is able to react before the condition becomes critical. The
input variables required to fulfil the RSP function are monitored as follows:
• Lateral acceleration: a lateral accelerometer is mounted on the printed circuit board of the TEBS Brake Module.
• Vehicle speed: speed information is derived from the output of the wheel speed sensors.
• Axle/bogie load: this information is already available from a direct reading of the suspension air spring pressure
by the integrated pressure sensor at port 42.
It is quite possible that the driver will apply the brakes before or during an RSP intervention. In all cases the TEBS
Brake Module will compare the brake actuator delivery pressure associated with the braking demand with the
pressure automatically generated by the RSP function. The pressure that is generated at the brakes will always be
the higher of the two values.
The RSP functions integrated into the TEBS Brake Module are divided into two categories:
• Roll-over control: Applicable to semi- and centre- axle trailers
• Oscillation control: Applicable to centre-axle trailers only
1. Roll-over control
Within the RSP control logic three different operation states exists:
• Test Pulse: A routine which occurs when the lateral acceleration threshold has been exceeded; a check is
made to establish if a roll-over is imminent.
• Step 2: RSP intervention following a test pulse that has determined roll-over is imminent.
• Step 1: RSP intervention that takes place without the need for a test pulse.
The figure below summarises the logic routines.
SYSTEM PASSIVE
‘Rapid’ Rate
LATERAL ACCELERATION THRESHOLD EXCEEDED
Step 1
‘Normal’ Rate
AUTOMATIC LOW PRESSURE BRAKE APPLICATION
Test Pulse
INSIDE WHEELS DECELERATE NO WHEEL SPEED REACTION
Step 2
AUTOMATIC TRAILER BRAKE APPLICATION LEARNING PROCESS
SPEED & LATERAL ACCELERATION REDUCED
TRAILER STABILITY MAINTAINED
Based on the control logic defined in the figure above, the following describes the logic in more detail.
PD-214-F005
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
September 2016 Roll Stability Program (RSP)
Test pulse:
The lateral acceleration threshold is defined as a “realistic” value for the majority of conditions but it is still necessary
to verify whether the trailer is really at risk from rolling over. Therefore, when the predefined threshold is exceeded, if
the change in lateral acceleration takes place at a ‘normal’ rate instead of applying the brakes to significantly reduce
the speed of the combination, a test loop (pulse) is run first. This is realised by automatically producing a low brake
actuator pressure to evaluate the reaction of the wheel(s) on the inside of the curve.
If the wheel speed decreases as a result of the low pressure brake application then the control logic will move to
Step 2.
If the low pressure brake application does not cause a reduction in the speed of the inside wheel(s), a Step 2
intervention will not occur and the lateral acceleration threshold will be increased as part of the TEBS Brake Module
learning process.
Step 2:
A Step 2 brake intervention will always follow a “test pulse” which has resulted in a wheel speed reduction (i.e. likely
to be caused by the wheel(s) being off the ground or very lightly loaded). In this case the trailer is judged to be in a
critical condition and will roll over unless the lateral acceleration is reduced by a lowering of the vehicle speed. This
means that the pressure generated at the brake actuators on the wheels of the trailer on the outside of the curve
should be increased to achieve maximum combination deceleration and bring the lateral acceleration down to a
non-critical level as quickly as possible. Once this is achieved the brakes will be released and the system will return
to passive mode.
Step 1:
If however the increase in the lateral acceleration takes place very quickly then no test routine is run and an immediate
RSP brake intervention is initiated on the wheels of the trailer on the outside of the curve. Such an intervention is
generally caused by an evasive manoeuvre by the driver when there is insufficient time for the system to carry out the
Test Pulse routine and there is the potential that the trailer would have rolled over before a full brake application could
have been made. As the Step 1 intervention reacts to rapid evasive manoeuvres then it is equally likely that the driver
could turn the vehicle in the opposite direction in which case the lateral acceleration could reduce to a level which no
longer requires an RSP intervention. Therefore every Step 1 intervention must be evaluated by the level of pressure
generated at the brake actuators. The different levels of pressure intervention and their number can be viewed in the
“Operating Conditions” window of the diagnostic program ECUtalk® under the “Diagnostic Information” tab, “Drive
Recorder” (see Section 5).
2. Oscillation control
The maximum permitted coupling load for a centre-axle trailer is 1000 kg however this is very difficult to control in
many cases as it is primarily affected by the load distribution on the trailer. As the load on the coupling reduces, or
even becomes negative, the possibility exists that the trailer will start to swing from side to side. This is particularly
true of short truck/long trailer combinations, such as car transporters. In certain cases the swing, which can be
initiated by the driver’s steering input or irregular road surfaces, can become severe and lead to roll-over. It is for this
reason that the Step 3 RSP control has been developed.
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
Step 3:
The lateral acceleration sensor is utilised to monitor the swing of the trailer. Should the maximum lateral
acceleration to the left and right exceed a preset value for a number of oscillations, the TEBS Brake Module will
intervene to bring the oscillations under control. This is achieved by individual left and right brake applications
which introduce an opposite yaw moment to counter that produced by the trailer. Within 2 or 3 brake applications
the trailer is generally stabilised without a significant reduction in speed. The automatic brake intervention pressure
is variable dependent on the load of the trailer.
Note: RSP Step 3 is not needed for semi-trailers and is not recommended for full trailer applications.
In all cases it is possible to check the number of RSP interventions of each type by means of the diagnostic program
ECUtalk® or the Trailer Information Module (TIM G2) (see Section 5).
When the RSP safety system is installed on a trailer, particular attention must be given to the installation of the TEBS
Brake Module and other equipment on the trailer to ensure the satisfactory operation of the RSP (see Section 6).
In addition there are a number of application restrictions:
• Lift axle control is only permitted when all lift axles are directly controlled by the TEBS Brake Module i.e. the
installation of separate lift axle control systems is not allowed.
• Input control functions such as ’Traction Help’ (TH), ’Lower Lift axle’ (LL) and ’Manoeuvring Help’ (MH) that over-
ride the automatic lift axle control must be performed via the TEBS G2 Brake Module.
• If the trailer has a raise/lower valve it is recommended that the trailer is equipped with the facility for automatic
suspension reset by the use of the ‘Speed Pulse’ (SP) auxiliary function.
• Any special lift axle control requirements must be implemented via an ADL file.
• RSP is only recommended for use on trailers with air or hydraulic suspension.
• RSP is not recommended for dolly applications.
Only when all of the above conditions have been observed will the optimum functionality be obtained from the RSP
stability system. Any deviations from these requirements could result in the TEBS Brake Module misinterpreting the
bogie load which is determined from the air spring pressure and the status of the lift axles and result in impaired RSP
performance.
Note:
Even with the correct installation and observation of the above rules it is impossible to completely eliminate the
possibility of a roll-over accident. Physical limits exist in any safety system which, for example, can be reached
and exceeded by the vehicle speed being significantly too high. For that reason it is still the responsibility of the
driver to drive according to the road and traffic conditions so that the RSP system only intervenes when absolutely
necessary. Equally when a vehicle is driven in a way that induces repeated RSP interventions, the action of the
RSP to slow the vehicle down means that time is lost compared to that if the vehicle had been driven more
appropriately.
PD-214-F005
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
3. Setting up of RSP related parameters

RSP parameters are found under the “RSP & Safety” tab in ECUtalk®.
Switching the RSP function On and Off

Within the diagnostic program ECUtalk® the RSP function can be activated and de-activated. This option is found
using the “Change configuration” option.
RSP speed cut-off
The RSP function is automatically switched off below 15 km/h - this setting is not adjustable.
RSP Step 1 enabled

The default setting is ‘Yes’. This setting should be changed only after discussion with Knorr-Bremse.
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
RSP Step 3 enabled

This function is greyed out for a semi-trailer and has a default setting of ‘No’ for other vehicle types. It should be
changed only after consultation with a Knorr-Bremse representative.
RSP sensitivity
The RSP Sensitivity setting is used to allow the RSP algorithm to be tailored to non-standard trailers. The default
setting is ‘Normal’.
Note:
Decreasing the sensitivity values below the normal setting should be undertaken only after discussion with
Knorr-Bremse.
• For special trailers with moving loads, such as hanging meat or tankers without slosh dampers or trailers with
independent suspension e.g. glass carriers, based on the latest updates to the ‘Knorr RSP algorithm’ it is
suggested that “Increased 1” is used.
• For trailers where cumulative factors such as hanging meat and independent suspension result in a very high roll
over tendency, based on the latest updates to the ‘Knorr RSP algorithm’ it is suggested that “Increased 2” is used.
• For trailers that do not fall into the special categories above but have a high centre of gravity or where the
wheel track (distance between the centres of the tyres) is narrow, selecting an increased RSP sensitivity may be
advisable.
To aid system designers and / or trailer builders, the simplified approach given below can be followed for these trailers.
Sensitivity Calculation method.
For trailers having axles with single tyres:
Ratio of Unladen centre of gravity

1) Sensitivity Ratio of Laden centre of gravity
1) Sensitivity
Wheel track 2)
Value Wheel track 2)
Value
<0.89 Normal <1.22 Normal
0.89 to 0.94 Increased 1 1.22 to 1.32 Increased 1
>0.94 Increased 2 2: > 1.32 Increased 2
Note: always select the highest sensitivity value.
PD-214-F005
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
For trailers having axles with twin tyres:
Ratio of Unladen centre of gravity

1) Sensitivity Ratio of Laden centre of gravity
1) Sensitivity
Wheel track 2)
Value Wheel track 2)
Value
<0.84 Normal <1.3 Normal
0.84 to 0.89 Increased 1 1.3 to 1.42 Increased 1
>0.89 Increased 2 > 1.42 Increased 2
Note: always select the highest sensitivity value.
1)
The centre of gravity used should be the worst case loading pattern for the vehicle e.g. with a double deck trailer,
if it is allowed to load on the top deck only then this value should be used.
2)
For axles with single tyres, the track is the distance between the centres of the two tyres. Whereas, for axles with
twin tyres, the track is the distance between the centre of the two tyres on the left and the centre of the two tyres
on the right.
Note:
If in doubt please contact Knorr-Bremse for guidance.
4 ‘RSP active’ output

This function is configurable within the diagnostic program ECUtalk® to provide an output signal whenever there is:
• an RSP Step 2 intervention following a Test Pulse
• a Step 1 or Step 3 (if enabled) output is configurable as an alternative.
It is possible to configure outputs for more than one step but this will use up extra AUXIO outputs and is not normally
required.
Under the tab “Auxiliary I/O” use the “Change configuration” option.
TEBS G2.0, G2.1 and G2.2 Standard up to CN1023:
From the drop down list for the required AUXIO select ‘Output’, then the required Step. Under “Error detection” select
the detection option required depending on the use of the output signal, then select the output voltage:
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
Certain variants of the TEBS Brake Module are able to provide a pneumatically switched output by using an
integrated solenoid. To use this alternative output, firstly enable P28 under the tab “Auxiliary I/O” using the “Change
configuration” option then set the RSP Step:
TEBS G2.2 Standard (CN1030 and above), Standard Plus and Premium:
The ECUtalk® screens for these TEBS G2.2 are different. Having selected the “Change configuration” option, the
screen will display a list of the available inputs and outputs together with a ‘Help’ panel on the right hand side. Click
on the “RSP” tab and select the required RSP Step and AUXIO Output from the drop down list. Under “Test method”
select the fault detection option required depending on the use of the output signal, then select the output voltage.
Click on “OK” and the screen will show the RSP function assigned to the selected AUXIO.
PD-214-F005
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
5. Operational Data Recorder (ODR) - RSP related counter

Whenever an RSP event occurs, the respective counter will be incremented. The counter ranges are:
Step 1: Pressure ranges below 2 bar, from 2 to 4 bar and above 4 bar. This will enable the severity of the Step 1
interventions to be assessed.
Step 2: Every time a Step 2 intervention occurs the counter will be incremented.
Step 3: Every time a Step 3 intervention (if enabled) occurs the counter will be incremented.
The counters can be viewed using either the diagnostic program ECUtalk® or the Trailer Information Module (TIM G2).
In ECUtalk® the counters are found under the “Diagnostic Information” tab, “Drive Recorder”:
See also PD-214-F354, Document No. Y136134.
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
6. Installation restrictions when using RSP

Front
If the Roll Stability Program (RSP) is used, special restrictions 2.5 m 2.5 m
apply to the installation of the TEBS Brake Module. In the
longitudinal direction, the deviation of the TEBS Brake Module
from the centre of the bogie may be a maximum of ± 2.5 m
however the maximum permitted pipe length of 5 m to the brake
actuators must be observed.
‘centre of the bogie’ is deemed to be between the fixed axles. ±5 cm
An ideal installation would be where the TEBS Brake Module is

laterally positioned within 5 cm of the centre of the trailer (see
figure), this would result in the respective pipe lengths being
approximately equal for each axle. However it is possible to
TEBS-G2-077_0a
mount the TEBS Brake Module in other positions dependent

on the design of the trailer and space available and any lateral
offset greater than 5 cm must be configured by the use of the
diagnostic program ECUtalk® otherwise the lateral acceleration
information generated by the internal sensor may be incorrect
and impact on the RSP performance. The configuration of the
offset in 10 mm increments is found under the “RSP” tab in
ECUtalk® then “Change configuration”:
Note:
If the required lateral offset is greater than 1 metre please contact a Knorr-Bremse representative for advice.
When RSP is configured it is important for the TEBS G2 Brake

Module that during installation the angular displacement Lateral
in three planes is controlled to ensure the output from the installation
angle ‘A’
internal lateral acceleration sensor is accurate and therefore
able to allow effective RSP control. The most important angle
+5°
is the lateral installation angle ‘A’ which must be kept within
+/-5° of horizontal.
-5°
Note that this value is checked during the EOL test.
DU-00233b-TEBS-G2
PD-214-F005
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
In the longitudinal and vertical planes the installation tolerance is

10°
+/- 10°.The longitudinal and vertical angles cannot be checked
during EOL testing therefore the installer must ensure that the
defined installation limits are not exceeded. 10°
When RSP is configured for use a number of restrictions apply

as follows:
• Any lift axle must be:
-- either controlled by the TEBS G2 Brake Module
-- or, if external lift axle control is used, the status of any lift
axle must be monitored by the TEBS G2 Brake Module
10°
using the “ext LAS” inputs (see PD-214-F101, Document
No. Y136118).
• Any control that interfaces with the lift axle such as ‘Traction 10°
Help’ (TH), ‘Lower Lift’ axle (LL) and ‘Manoeuvring Help’ (MH)
must be controlled directly by the TEBS G2 Brake Module.
• Where raise/lower control is installed on the trailer it is
recommended that the valve incorporates a reset function
TEBS-G2-077_1
which will accept either an electric or pneumatic reset signal.

• During configuration it must be ensured that the parameters of dynamic tyre diameter and sensing ring teeth
number are correct for the trailer on which the TEBS G2 Brake Module is installed.
The above recommendations ensure that the trailer load is calculated accurately by the TEBS G2 Brake Module. The
load calculation is based on the total number of axles, the number of axles on the ground and the air spring pressure.
Note: an incorrect configuration of the tyre size and sensing ring teeth number will result in an inaccurate speed
calculation.
If any of the above recommendations are not adhered to the possibility exists that the RSP function may not be
appropriate, i.e. intervene too early, leading to driver disturbance, or too late, possibly resulting in trailer roll over.
Note:
TEBS G2
Doc. No. Y136111 (EN - Rev. 004)
Revision Details

Rev. 003 February 2016 Page 11 - RSP restrictions amended to include external lift axle control.
PD-214-F006
Product TEBS G2
DATA Auxiliary Inputs and Outputs
Doc. No. Y136112 (EN - Rev. 006)
September 2016
Doc. No. Y136112 (EN - Rev. 006)
September 2016
Function
In addition to the normal braking related functions of the

TEBS Brake Module, it has the capability of receiving 1 6 I n-Out
Auxiliary Inputs from various sources, processing these A
and providing a variety of Auxiliary Outputs. 12 7
The configuration of these inputs and outputs is set by

T EBS G2.2 1 6
using the diagnostic program ECUtalk®.
B
5 3 1 12 7
6 2 T EBS G2.0/2.1
4
Identification of Module Types
Base Part Type Stop Lamp

Brake Module Type
Number Number Powering
K019300 ES2060 TEBS G2.0 Premium yes
K019340 ES2060 TEBS G2.0 Standard yes
K021940 ES2070 Trailer Electro-Pneumatic Module - Standard (TEPM-S) no
K027900 ES2071 Trailer Electro-Pneumatic Module - Premium (TEPM-P) no
K027940 ES2099 Trailer Electro-Pneumatic Module - Advanced (TEPM-A) no
K055332 ES2090 TEBS G2.2 Standard Plus no
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Auxiliary Inputs and Outputs September 2016
Electrical Connections - TEBS G2.0 and G2.1

All TEBS G2.0/G2.1 variants offer the following In - Out Connector Wheel Speed Sensor Connector
possible electrical connections for auxiliary 1 2 3 4 5 6
equipment:
- AUXIO 1 electrical output (6, 12 or 24 V) Note:
B coding B
or digital input
- AUXIO 2 electrical output (6, 12 or 24 V)
or digital input 12 11 10 9 8 7
Pin
- AUXIO 3 electrical output (24 V) or digital Number Function System Connector Function
input
1 AUXIO 1 S-C
Wheel Speed
- SENS_SUP external sensor supply or
Sensor
tri-state input 2 AUXIO 2 S-D
2S/2M
- SENS_IN1 external sensor input or 3 AUXIO 3 S-E Optional Aux
tri-state input Input (digital
Sensor Supply [SENS_SUP]
- Input S-E digital input or tri-state input* 4
(5 V or tri-state input)
S-F or tri-state*)
- Input S-F digital input or tri-state input* Sensor Input 1 [SENS_IN1]

5 S-C
(analogue or tri-state)
Sensor Ground or Magic Eye
Note: Tri-state inputs allow control using a 6
or C3 4S/2M S-D Wheel Speed
single wire connection where the following 4S/3M Sensor
7 Stop Lamp Supply (+) S-E
conditions will be recognised as requiring a
change of state: 8 Stop Lamp Ground (-) S-F
• change from open circuit to 12 / 24 V * dependent on the
9 J1939 CAN (5 V) Low software version
10 J1939 CAN (5 V) High
(see also pages 26 and 27)
AuxRet 12 (return for
11
AUXIO 1 & 2)
* dependent on the software version
12 AuxRet 3
Note: Some variants also offer the possibility to use P28 to control pneumatic auxiliary equipment - see page 24.
Specification of AUXIOs - TEBS G2.0 and G2.1

All electrical AUXIOs are subject to operational requirements which must be adhered to in order to ensure correct
operation of the associated auxiliary function. The following tables define the electrical characteristics of the respective
AUXIOs of the TEBS G2.0/2.1 Brake Modules:
AUXIO1 AUXIO2 AUXIO3 AuxRet12 AuxRet3 SENS_SUP SENS_IN1 SENS_GND

Pin 1 Pin 2 Pin 3 Pin 11 Pin 12 Pin 4 Pin 5 Pin 6
‘High side ‘High side ‘High side ‘Low side ‘Low side Sensor supply Analogue ‘Low side
driver’ / digital driver’ / digital driver’ / digital driver’ driver’ / tri-state input / driver’
input input input input tri-state input
Notes:
1)
Valid for resistive loads only. For inductive loads the maximum current/power depends on the commutation energy and switching frequency.
For inductive loads not included in the table above the application must be reviewed and approved by Knorr-Bremse.
2)
Resistive load >1k ohms, ECU detects “open circuit”
3)
If both AUXIO1 and AUXIO2 are used, the combined maximum current must not exceed the maximum current of AuxRet12.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
September 2016 Auxiliary Inputs and Outputs
AUXIO1 Min Typical Max AUXIO3

Min Typical Max
Load power (watts) 60 1) for K019300 and K019319
Load resistance (ohms) 15 2k 2) Load power (watts) 150 1)
Output current (A) 2.0 1) 3) Load resistance (ohms) 20 2k 2)
Off-state load current (mA) 0.5 2.0 Output current (A) 3.0 1)
Saturation voltage (V) 0.2 Off-state load current (mA)
0.2 1.0
via AuxRet3
Clamping voltage (V) 41 52
Saturation voltage (V) 0.2
Pull-up resistor (ohms) 14.7k
Input low voltage (V) -0.4 2.0 Clamping voltage (V)
41 52
Negative
Input high voltage (V) 8.0 32
Input low voltage (V) -0.4 2.0
AUXIO2 Min Typical Max
Load power (watts) 60 1) AUXIO3
Min Typical Max
Load resistance (ohms) 15 2k 2) for K019340 and K019359
Output current (A) 2.0 1) 3) Load power (watts) 45 1)
Off-state load current (mA) 0.5 2.0 Load resistance (ohms) 20 2k 2)
Saturation voltage (V) 0.2 Output current (A) 1.5 1)
Clamping voltage (V) 41 52 Off-state load current (mA) 0.5 2.0
Pull-up resistor (ohms) 14.7k Saturation voltage (V) 0.2
Input low voltage (V) -0.4 2.0 Clamping voltage (V) 41 52
Input high voltage (V) 8.0 32 Pull-up resistor (ohms) 14.7k
Input low voltage (V) -0.4 2.0
AuxRet12 Min Typical Max
Load power (watts) 90 1) AuxRet3 Min Typical Max
Load resistance (ohms) 10 500 3) Load power (watts) 90 1)
Output current (A) 3.0 1) 3) Load resistance (ohms) 10 500
Off-state load current (mA) 1.2 2.5 Output current (A) 3.0 1)
Saturation voltage (V) 0.08 0.15 Off-state load current (mA) 1.2 2.5
Clamping voltage (V) 60 73 Saturation voltage (V) 0.08 0.15
Pull-up resistor (ohms) 14.7k Clamping voltage (V) 60 73
Analogue input voltage (V) 0 32 Pull-up resistor (ohms) 14.7k

Analogue input voltage (V) 0 32
SENS_IN1 Min Typical Max SENS_GND Min Typical Max

Analogue input voltage (V) 0 5 Load power (watts) 15 1)
Pull-up resistor (ohms) 21.5k Load resistance (ohms) 60
Switchable for tri-state Output current (A) 0.5 1)
Pull-down resistor (ohms) 21.5k Off-state load current (mA) 0
Switchable for tri-state
Saturation voltage (V) 0.84
Tri-state input voltage (V) 0 32
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Electrical Connections - TEBS G2.2 Standard
Warning: In - Out Connector Wheel Speed Sensor Connector

1 2 3 4 5 6 Note: C and D coding *
The pin configuration of the TEBS G2.2 In-
Out Connector differs from the G2.0/G2.1.
Note:
Damage to the electrical components can be A coding A C D
caused if the connector is incorrectly wired!
The In-Out Connector on TEBS G2.2 has an 12 11 10 9 8 7
“A” coding whereas the G2.0/G2.1 uses a Pin Function System Connector Function
“B” coding to prevent erroneous connection. Number
1 AUXIO 1 S-C
Wheel Speed
2S/2M
All TEBS G2.2 variants offer the same electrical 2 AUXIO 2 S-D
Sensor
connection possibilities for auxiliary equipment
as the G2.0/G2.1: 3 AUXIO 3
- AUXIO 1 electrical output (6, 12 or 24 V) 4 Sensor Ground

or digital input
Sensor Input 1 [SENS_IN1]
- AUXIO 2 electrical output (6, 12 or 24 V) 5
(tri-state input)
or digital input Sensor Supply [SENS_SUP]
6
- AUXIO 3 electrical output (24 V) or digital (tri-state input)
input 7 Stop Lamp Supply (+)
- SENS_IN1 tri-state input
- SENS_SUP tri-state input
* Note: not all cables are coded, so take
9 J1939 CAN (5 V) Low care to ensure the correct connection of
Note: Tri-state inputs allow control using a the wheel speed sensors
single wire connection where the following 10 J1939 CAN (5 V) High
conditions will be recognised as requiring a 11 AuxRet 3

change of state:
• change from open circuit to 12 / 24 V 12
AUXIO 1 & 2)
Note: Some variants also offer the possibility to use the port P28 to control pneumatic auxiliary equipment - see page 24.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Specification of AUXIOs - TEBS G2.2 Standard

AUXIOs of the TEBS G2.2 Standard Brake Module:
AUXIO1 AUXIO2 AUXIO3 AuxRet3 AuxRet12

Pin 1 Pin 2 Pin 3 Pin 11 Pin 12
‘High side ‘High side ‘High side ‘Low side ‘Low side
driver’ / digital driver’ / digital driver’ / digital driver’ driver’
input input input
AUXIO1 Min Typical Max AUXIO3 Min Typical Max

Load power (watts) 60 1) Load power (watts) 60 1)
Load resistance (ohms) 15 2k 2) Load resistance (ohms) 20 2k 2)
Output current (A) 2.0 1) 3) Output current (A) 2.0 1)
Off-state load current (mA) 0.5 2.0 Off-state load current (mA) 0.2 1.0
Saturation voltage (V) 0.2 Saturation voltage (V) 0.2
Clamping voltage (V) 41 52 Clamping voltage (V) 41 52
Pull-up resistor (ohms) 17.8k Pull-up resistor (ohms) 17.8k
Input low voltage (V) -0.4 3.0 Input low voltage (V) -0.4 3.0
Input high voltage (V) 7.0 32 Input high voltage (V) 7.0 32
AUXIO2 Min Typical Max AuxRet3 Min Typical Max

Load resistance (ohms) 15 2k 2) Load resistance (ohms) 10 500
Saturation voltage (V) 0.2 Saturation voltage (V) 0.08 0.15
Input low voltage (V) -0.4 3.0 Analogue input voltage (V) 0 32

Load power (watts) 90 1)
Load resistance (ohms) 10 500
Output current (A) 3.0 1) 3)
Off-state load current (mA) 0.6 7.0 Notes:
1)
Valid for resistive loads only. For inductive loads the maximum
Saturation voltage (V) 0.05 0.18
current/power depends on the commutation energy and switching
Clamping voltage (V) 41 50 frequency. For inductive loads not included in the table above the
application must be reviewed and approved by Knorr-Bremse.
Analogue input voltage (V) 0 32 Resistive load >1k ohms, ECU detects “open circuit”
2)
3)
If both AUXIO1 and AUXIO2 are used, the combined maximum
current must not exceed the maximum current of AuxRet12.
If AUXIO1 is used as an output and AUXIO2 is used as an
input (and vice versa), AuxRet12 must used for the output and an
alternative return connection must be found for the input.
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
SENS_GND SENS_IN1 SENS_SUP

Pin 4 Pin 5 Pin 6
‘Low side Tri-state input Tri-state input
driver’
SENS_GND Min Typical Max

Load power (watts) 0.5 1)
SENS_IN1 Min Typical Max SENS_SUP1 Min Typical Max

Switchable for tri-state Switchable for tri-state
Pull-down resistor (ohms) 21.5k Pull-down resistor (ohms) 21.5k
Tri-state input voltage (V) 32 Tri-state input voltage (V) 32
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Electrical Connections - TEBS G2.2 Standard Plus

The pin configuration of the TEBS G2.2
In-Out Connector differs from the G2.0/G2.1.
Note:
1 AUXIO 1 S-C
Wheel Speed
2S/2M
The TEBS G2.2 Standard Plus offers two 2 AUXIO 2 S-D
Sensor
additional input options compared to TEBS
G2.2 Standard (TRI_IN and DIG_IN in place of 3 AUXIO 3
the stop lamp supply). Additionally SENS_SUP
4 Sensor Ground
and SENS_IN1 can be analogue or tri-state
inputs: Sensor Input 1 [SENS_IN1]
5
(tri-state or analogue input)
Sensor Supply [SENS_SUP]
or digital input 6
- AUXIO 2 electrical output (6, 12 or 24 V) 7 TRI_IN (tri-state input)
or digital input
- AUXIO 3 electrical output (24 V) or digital 8 DIG_IN (digital input)
input * Note: not all cables are coded, so take
9 J1939 CAN (5 V) Low care to ensure the correct connection of
- SENS_IN1 tri-state or analogue input the wheel speed sensors
10 J1939 CAN (5 V) High
- SENS_SUP tri-state or sensor supply
- TRI_IN tri-state input 11 AuxRet 3
- DIG_IN digital input 12

AUXIO 1 & 2)
Note: Tri-state inputs allow control using a
single wire connection where the following
change of state:
• change from open circuit to 12 / 24 V
Note: Some variants also offer the possibility to use the port P28 to control pneumatic auxiliary equipment - see page 24.
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Specification of AUXIOs - TEBS G2.2 Standard Plus

AUXIOs of the TEBS G2.2 Standard Plus Brake Module :

input input input


Load resistance (ohms) 15 2k 2) Load resistance (ohms) 10 500 3)

Output current (A) 3.0 1) 3) Notes:
Off-state load current (mA) 0.6 7.0 1)
Saturation voltage (V) 0.05 0.18 current/power depends on the commutation energy and switching
frequency. For inductive loads not included in the table above the
Clamping voltage (V) 41 50 application must be reviewed and approved by Knorr-Bremse.
Pull-up resistor (ohms) 14.7k 2)
Analogue input voltage (V) 0 32 3)
input (and vice versa), AuxRet12 must used for the output and an
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)

Pin 4 Pin 5 Pin 6
‘Low side Analogue Sensor supply
driver’ input / / Analogue
tri-state input input /
tri-state input


Analogue input voltage (V) 0 5 Analogue input voltage (V) 0 5
Tri-state input voltage (V) 0 32 Tri-state input voltage (V) 32
TRI_IN DIG_IN
Pin 7 Pin 8
Tri-state input Digital input
TRI_IN Min Typical Max
DIG_IN Min Typical Max Switchable for tri-state
Pull-up resistor (ohms) 14.7k Pull-down resistor (ohms) 21.5k
Input low voltage (V) -0.4 2.0 Switchable for tri-state
Input high voltage (V) 8.0 32 Tri-state input voltage (V) 32
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Electrical Connections - TEBS G2.2 Premium

The pin configuration of the TEBS G2.2
In-Out Connector differs from the G2.0/G2.1.
Note:
1 AUXIO 1 S-C Wheel Speed

2 AUXIO 2 S-D Sensor
The TEBS G2.2 Premium differs from the
2S/2M
G2.2 Standard Plus as it uses Pins 7 and 8 3 AUXIO 3 S-E Optional Aux
of the main In-Out Connector to provide stop Input (Digital
4 Sensor Ground S-F or Tri-state)
lamp powering but has two additional In-Out
connectors 2.3 and 2.4 offering three additional 5
S-C
options plus a second 5 V CAN option for brake Sensor Supply [SENS_SUP]
6 4S/2M S-D Wheel Speed
control. The TEBS G2.2 Premium also has two (tri-state or analogue input)
4S/3M Sensor
additional wheel speed sensor connections 7 Stop Lamp Supply (+) S-E
which can be used for additional inputs:
8 Stop Lamp Supply (-) S-F
- AUXIO 1 electrical output (6, 12 or 24 V) 9 J1939 CAN (5 V) Low
* Note: not all cables are coded, so take
care to ensure the correct connection of
or digital input the wheel speed sensors
10 J1939 CAN (5 V) High
11 AuxRet 3
or digital input
- AUXIO 3 electrical output (24 V) or digital 12
AUXIO 1 & 2)
input
2.3 Connector 2.4 Connector
- SENS_IN1 tri-state or analogue input
5 3 1 5 3 1
or digital input
6 4 2 6 4 2
or digital input
A Coding B Coding
Pin Pin
or digital input Number Function Number Function
- SENS_IN2 analogue input 1 AUXIO 4 (typically 3rd 1 Sensor Supply [SENS_SUP2]

modulator) (tri-state or analogue input)
2 AuxRet 4 2 Sensor Ground
Note: Tri-state inputs allow control using a
3 AUXIO 5 3 AUXIO 6
4 AuxRet 5 4 AuxRet 6
J1939 Brake CAN (5 V) Sensor Input 2 [SENS_IN2]
change of state: 5 (4 *) Low 5 (4 *) (analogue input)
• change from open circuit to 12 / 24 V J1939 Brake CAN (5 V)
6 (3 *) High 6 (3 *) Not connected
Note: Some variants also offer the possibility * When the 2.3 or 2.4 connectors are used with a 4-pin plug
the pin numbering in the plug will be 4 not 5 and 3 not 6
to use the port P28 to control pneumatic auxiliary
equipment - see page 24.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Specification of AUXIOs - TEBS G2.2 Premium

AUXIOs of the TEBS G2.2 Premium Brake Module:

input input input


AuxRet12 Min Typical Max Notes:

Load power (watts) 90 1) 1)
Load resistance (ohms) 10 500 frequency. For inductive loads not included in the table above the
Output current (A) 3.0 1) 3) application must be reviewed and approved by Knorr-Bremse.
Off-state load current (mA) 0.6 7.0 Resistive load >1k ohms, ECU detects “open circuit”
2)
Saturation voltage (V) 0.05 0.18 3)

Pull-up resistor (ohms) 14.7k input (and vice versa), AuxRet12 must used for the output and an
Note:
AUXIO1 and AUXIO2 cannot be configured as an input and an output in parallel.
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)

Pin 4 Pin 5 Pin 6
tri-state input


2.3 Connector
AUXIO4 AuxRet4 AUXIO5 AuxRet5
Pin 1 Pin 2 Pin 3 Pin 4
‘High side ‘Low side ‘High side ‘Low side
driver’ / digital driver’ driver’ / digital driver’
input input
AUXIO4 & 5 Min Typical Max AuxRet4 & 5 Min Typical Max
Load resistance (ohms) 20 2k 2)
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
2.4 Connector
SENS_SUP2 SENS_GND AUXIO6 AuxRet6 SENS_IN2
Sensor supply ‘Low side ‘High side ‘Low side Analogue
/ Analogue driver’ driver’ / driver’ input
input / digital input Load power (watts) 0.5 1)
tri-state input

Tri-state input voltage (V) 32

Output current (A) 2.0 1)
Output current (A) 3.0 1)
Notes:
1)
Resistive load >1k ohms, ECU detects “open circuit”.
2)
3)
If AUXIO4 is used as an output and AUXIO5 is used as an input (and vice versa), AuxRet12 must used for the output and an alternative
return connection must be found for the input.
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Approved Configurations for AUXIO outputs using Fused Power Supply Cable K019288N00
TEBS G2.0/G2.1/G2.2 (System configurations - 2S/2M and 4S/2M only)
Part No. / Max. number

Function Component Permitted AUXIO
Type No. allowed in system
K015384 /
Lift Axle Valve
Lift Axle AE1141
2** AUXIO 1, 2 or 3
Control * K125537 /
Lift Axle Valve
AE1141
K022847 /
Raise/Lower Valve
SV3801
Raise/Lower 1 AUXIO 1, 2 or 3
Various /
Raise/Lower Valve
SV32xx
Trailer Information
Trailer Information K009166 / - 1 AUXIO 3
Module (TIM G2)
* On TEBS G2 Brake Modules having part numbers:

TEBS G2.0/G2.1 K019300, K019302, K019309, K019310, K019312 or K019319
TEBS G2.2 Standard K055362 or K055369
TEBS G2.2 Standard Plus K055372
TEBS G2.2 Premium K110612
port 28 can be configured as a switchable pneumatic output enabling the pneumatically signalled Lift Axle
Valve K017224 / AE1141 to be used in addition to the components listed above.
** If a Raise/Lower Valve and a Trailer Information Module are occupying two of the three AUXIO connections
then only one electrically signalled Lift Axle Valve can be used.
TEBS G2.2 Standard Plus and G2.2 Premium with iLvl (System configuration - 2S/2M only)
Part No. / Max. number

Function Component Permitted AUXIO
Type No. allowed in system
K015384 /
Lift Axle Valve AUXIO 3 (Standard Plus)
Lift Axle AE1141
1** AUXIO 3, 4, 5 or 6
Control * K125537 /
Lift Axle Valve (Premium)
AE1141
Trailer Information
Trailer Information K009166 / - 1** AUXIO 3
Module (TIM G2)
iLvl Suspension K058032 / -
iLvl Valve 1 AUXIO 1 & 2
Control or K066949 / -
* On TEBS G2.2 Standard Plus Brake Module K055372 port 28 can be configured as a switchable pneumatic
output enabling the pneumatically signalled Lift Axle Valve K017224 / AE1141 to be used in addition to the
components listed above.
** If a Trailer Information Module is occupying AUXIO 3 connection then lift axle control can only be achieved
using the pneumatically signalled Lift Axle Valve in conjunction with port 28 of module K055372.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Electrical Connections - TEPM-P

The Trailer Electro-Pneumatic Module Premium X1 Connector
(TEPM-P) offers the following electrical connection
possibilities for auxiliary equipment using the X1 1 2 3 4 5 6
Connector:
7 8 9 10 11 12
- AUXIO 1 electrical output (24 V) 13 14 15 16 17 18
- AUXIO 2 electrical output (24 V)

Pin Pin
Specification of AUXIOs - TEPM-P Function Function
Number Number
All electrical AUXIOs are subject to operational 1 J1939 CAN (5 V) Low 10 Ground Sensor 1
requirements which must be adhered to in order to 2 Not used 11 Supply Sensor 2
ensure correct operation of the associated auxiliary
function. The following tables define the electrical 3 Not used 12 Not used
characteristics of the respective AUXIOs of the TEPM-P: 4 Supply Sensor 1 13 Not used
5 Not used 14 AUXIO1

AUXIO1 AUXIO2 AuxRet12
6 Supply 15 Return AUXIO 1 and 2
Pin 14 Pin 8 Pin 15
‘High side driver’ / ‘High side driver’ / ‘Low side driver’ 7 J1939 CAN (5 V) High 16 Ground Sensor 2
digital input digital input
8 AUXIO2 17 Input Sensor 2
9 Input Sensor 1 18 Ground

Output current (A) 2.0 1 3))

Notes:
1)
Load resistance (ohms) 10 500 current/power depends on the commutation energy and switching
Output current (A) 3.0 1) 3) frequency. For inductive loads not included in the table above the
application must be reviewed and approved by Knorr-Bremse.
Off-state load current (mA) 0.6 7.0
2)
Saturation voltage (V) 0.05 0.18
Clamping voltage (V) 41 50 If both AUXIO1 and AUXIO2 are used, the combined maximum
3)

TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Electrical Connections - Trailer Electro-Pneumatic Module Advanced (TEPM-A)

The pin configuration of the TEPM-A
In-Out Connector is the same as TEBS G2.2
which differs from the G2.0/G2.1. Damage Note:
A coding A C D
to the electrical components can be caused
if the connector is incorrectly wired!
The In-Out Connector on TEPM-A and TEBS 12 11 10 9 8 7
G2.2 has an “A” coding whereas the G2.0/ Pin Function System Connector Function
G2.1 uses a “B” coding to prevent erroneous Number
connection. 1 AUXIO 1 S-C
4S/3M Wheel Speed
2 AUXIO 2 6S/3M S-D Sensor
The TEPM-A uses Pins 7 and 8 of the main In-
Out Connector to receive power from the TEBS 3 AUXIO 3
Module and has no separate ‘Power’ connector. 4 Sensor Ground
* Note: not all cables are coded, so take care
to ensure the correct connection of the
It also has one additional In-Out connectors 2.3 wheel speed sensors
offering two additional options plus a second 5 5
V CAN option for brake control. It also uses the Sensor Supply [SENS_SUP]
6
S-E and S-F connectors for additional inputs: (tri-state or analogue input)
- AUXIO 1 electrical output (6, 12 or 24 V) 7 Supply from TEBS Module (+)

or digital input 8 Ground (-)
- AUXIO 2 electrical output (6, 12 or 24 V) 9 J1939 CAN (5 V) Low
or digital input 10 J1939 CAN (5 V) High
- AUXIO 3 electrical output (24 V) or digital 11 AuxRet 3
input
12
- SENS_IN1 tri-state or analogue input AUXIO 1 & 2)
- SENS_SUP tri-state or sensor supply 2.3 Connector S-E/S-F Connectors
or digital input 3
5 1 S-F
or digital input 6 2
4
- AUXIO 6 electrical output (6, 12 or 24 V) S-E
or digital input A Coding
- S-E digital or tri-state input Pin Function Connector Function
Number
- S-F digital or tri-state input
1 AUXIO 4 S-E Optional Aux Input
Note: Tri-state inputs allow control using a (Digital or Tri-state)
2 AuxRet 4 S-F
3 AUXIO 5
4 AuxRet 5
change of state:
• change from open circuit to 12 / 24 V 5 (4 *) J1939 Brake CAN (5 V) Low
6 (3 *) J1939 Brake CAN (5 V) High
* When the 2.3 connector is used with a 4-pin plug

the pin numbering in the plug will be 4 not 5 and 3 not 6
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Specification of AUXIOs - TEPM-A
AUXIOs of the TEPM-A:
input input input


AuxRet12 Min Typical Max Notes:

Load power (watts) 90 1) 1)
Load resistance (ohms) 10 500 frequency. For inductive loads not included in the table above the
Output current (A) 3.0 1) 3) application must be reviewed and approved by Knorr-Bremse.
Off-state load current (mA) 0.6 7.0 Resistive load >1k ohms, ECU detects “open circuit”
2)
Saturation voltage (V) 0.05 0.18 3)

Pull-up resistor (ohms) 14.7k input (and vice versa), AuxRet12 must used for the output and an
Notes:
AUXIO1 and AUXIO2 cannot be configured as an input and an output in parallel.
The combined maximum continuous current of all configured outputs must not exceed 1.5 amps.
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)

Pin 4 Pin 5 Pin 6
tri-state input


2.3 Connector
AUXIO4 AuxRet4 AUXIO5 AuxRet5
Pin 1 Pin 2 Pin 3 Pin 4
‘High side ‘Low side ‘High side ‘Low side
driver’ / digital driver’ driver’ / digital driver’
input input
AUXIO4 & 5 Min Typical Max AuxRet4 & 5 Min Typical Max
Load resistance (ohms) 20 2k 2)
Notes:
1)
Resistive load >1k ohms, ECU detects “open circuit”.
2)
3)
If AUXIO4 is used as an output and AUXIO5 is used as an input (and vice versa), AuxRet12 must used for the output and an alternative
return connection must be found for the input.
Note:
The combined maximum continuous current of all configured outputs must not exceed 1.5 amps.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Electrical Inputs
When configuring the TEBS Brake Module using ECUtalk®, the following input connections may be used:
• SENS_SUP
• SENS_IN1
• S-E (TEBS G2.0 and G2.1 only when not used as Wheel Speed Sensor connections)
• S-F (TEBS G2.0 and G2.1 only when not used as Wheel Speed Sensor connections)
• AUXIOs 1, 2 and 3
For each of the above it is possible to select a switch which is permanently locked in a selected position until
selected again (permanent) or a switch which will only operate for the period of time that it is selected after which it
automatically returns to its original state (momentary). Within ECUtalk® the switches are defined as:
Permanent = _P or Momentary = _M
Therefore any associated function may be designated with a ‘P’ or ‘M’ suffix:
Switch Type
Permanent Momentary
TH_P TH_M
MH_P MH_M
LL_ALL_P LL_ALL_M Note:
LL_LAC1_P LL_LAC1_M
If the TIM G2 is configured it can be used to provide a
LL_LAC2_P LL_LAC2_M
virtual switch input to activate TEBS G2 functions.
PW LLTH
TBR On TBR Enable
BLS TSR
RLF
Back-up Light
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Inputs to the TEBS Brake Module come from the range:

• Brake Pad Wear control (friction material wear monitoring) (PW):
When an input (permanent switch only) is received that the wear limit of at least one brake has been reached, the
information is stored by the ECU and can be displayed by a Magic Eye (not TEBS G2.2) or the information can be
accessed at a later date via PC diagnostics or TIM. In addition, an electrical signal will be transmitted to the towing
vehicle via pin 5 of the ISO 7638 connector causing the yellow warning lamp to flash each time the system is
initially powered and the vehicle is stationary. See PD-214-F351, Document No. Y136131.
A CAN signal is also transmitted via pins 6 and 7 of the ISO 7638 which may be used in the driver‘s information
display (if the towing vehicle has such a device). See page 25.
• Traction Assist/Traction Help (TH_M / TH_P):
Traction Help actuated by a momentary / permanent switch respectively. This function raises the ‘front’ lift axle(s),
particularly when the trailer is laden, to increase the imposed load on the towing vehicle’s drive axle to improve
traction. This also applies in any partially loaded state and at the same time any ‘rear’ lift axle (behind the centre
axle), which is raised, will be lowered. Axle overload and speed restrictions apply when this function in operational.
• Manoeuvring Help (MH_M / MH_P):
Manoeuvring Help actuated by a momentary / permanent switch respectively. This function lowers the front lift
axle(s) to decrease the effective wheelbase of the vehicle. At the same time any lift axle that is placed behind the
centre of the bogie will be lifted. Axle overload and speed restrictions apply when this function is operational. See
• Disable Lift Axle Control/Lift Axle Lower (LL):
Signals the lift axle(s) to lower when raised; this allows manual activation via a signal transmitted by the towing
vehicle or by an electrical switch mounted on the trailer. This can be used to assist manoeuvring or for rolling road
testing. See PD-214-F101, Document No. Y136118.
• LL_ALL_M / LL_ALL_P:
This function lowers all lift axles as long as a momentary / permanent switch respectively is activated. See
• LL_LAC1_M / LL_LAC1_P:
This function lowers all lift axles assigned to LAC1 as long as a momentary / permanent switch respectively is
activated. See PD-214-F101, Document No. Y136118.
• LL_LAC2_M / LL_LAC2_P:
This function lowers all lift axles assigned to LAC2 as long as a momentary / permanent switch respectively is
activated. See PD-214-F101, Document No. Y136118.
• Advanced Lift Axle Control (LLTH):
This is a combined function which offers the traction help and lift axle lowering via the same input (momentary
switch only). The following logic is implemented:
- signal active for less than 5 seconds = Traction Help
- signal active for more than 5 seconds but less than 10 seconds = Lift Axle Lower
- signal active for more than 10 seconds = will be ignored, TEBS stays in normal lift axle control mode.
• Back-up Light (Reversing Lamp):
Input indicates that the reversing lamps are activated - used in conjunction with SAL.
• Body Lift Sensor (BLS):
Input indicates that the body of a tipping trailer is lifted - used in conjunction with TA, BLEF and RLF.
• Road Laying Function (RLF):
Input indicates that the brakes will be applied to stop vehicle moving away from the asphalt laying machine while
the asphalt is being transferred. Provides a predefined brake pressure output to all axles, when signalled to do so
from an input switch. See PD-214-F203, Document No. Y136128.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
• External load sensor:

Required to enable load sensing on mechanically or hydraulically suspended trailers. See PD-214-F003,
• ADL – Digital input:
Digitally switched input used in conjunction with an ADL. See PD-214-F950, Document No. Y136136.
• ADL – Analogue input (0-5 V) (G2.0 and G2.1 only):
Analogue input used in conjunction with an ADL. See PD-214-F950, Document No. Y136136.
• Trailer Brake Release ‘ON’ (TBR ON) and ‘Enable’ (TBR Enable):
Releases the brakes on an extendable trailer whilst keeping them applied on the towing vehicle so that the trailer
can be extended without movement of the towing vehicle. Activates Trailer Brake Release function. TBR ON
requires a ‘Permanent switch’, TBR Enable requires a ‘Momentary switch’. See PD-214-F301, Document No.
Y137238.
• Trailer Suspension Release (TSR):
Activates the Trailer Suspension Release function which permits suspension movement after suspension pressure
changes which are normally prevented by the braking torque applied to the wheels. TSR requires a ‘Momentary
switch’. See PD-214-F108, Document No. Y137237.
• iLvl - Suspension Control (TEBS G2.2 Standard Plus and Premium only):
AUXIO inputs are automatically configured to receive input from a level sensor monitoring the chassis height
when iLvl is enabled. Additional switch inputs may be configured to activate alternative chassis heights. See
Electrical Outputs
Depending on system configuration, up to three of the following auxiliary functions can be configured simultaneously
via the three electrical AUXIO outputs of the TEBS Brake Module. In addition to the electrical outputs, some
TEBS Brake Modules can be programmed to provide a pneumatic output from port P28 :
• Lift Axle Control (LAC):
Two lift axle control outputs are available – LAC1 and LAC2. See PD-214-F101, Document No. Y136118.
• iCargo:
Works with the air suspension system and any lift axles to control the load imposed on the towing vehicle. When
this option is enabled all three AUXIOs will be configured automatically. iCargo requires two AUXIOs for the
pressure control valve and one for the TEPM-P. See PD-214-F104, Document No. Y136121.
• iCorner:
Works with the lift axles to optimise cornering and tyre wear. When this option is enabled the AUXIOs will be
configured automatically. See PD-214-F105, Document No. Y136122.
• Integrated Speed Switch (ISS):
Speed dependent output signal. See PD-214-F107, Document No. Y136124.
• Speed Pulse (SP):
Primarily used for resetting the suspension when a raise/lower valve is installed (suspension reset to ride height).
• Voltage supply (Vout ):
May be used to power other systems on the trailer associated with braking, suspension, etc. and the transmission
of trailer related information, e.g. Trailer Information Module (TIM) and Telematics.
• ABS active:
Provides an output signal whenever the ABS cycles. This is generally used for connection to trailer retarder
control systems or the locking of steering axles. See PD-214-F004, Document No. Y136110.
• Roll Stability Program (RSP) active:
Provides an output signal whenever there is a RSP Step 2 intervention following a Test Pulse. However the option
of a Step 1 or Step 3 output is configurable as an alternative. See PD-214-F005, Document No. Y136111.
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
• Steering Axle Lock (SAL):

Provides a speed related output signal that may be used for connection to a steering axle locking mechanism.
The signal is also generated when ABS is active or, if configured, the “Back-up Light” input is switched to battery.
• Tilt Angle (TA) - (Patent Pending):
Provides an output signal when the RSP lateral acceleration sensor exceeds a predefined tilt angle – specifically
for tipping trailers. See PD-214-F201, Document No. Y136126.
• ADL A – F:
Links auxiliary input functions to produce a specific functionality not hard coded into the TEBS Brake Module.
• Digital speed signal (C3) (G2.0 and G2.1 only):
Provides a digital speed signal for use by other electronic control systems, e.g. electronic air suspension.
• Tyre Pressure Monitoring System (TPMS):
Interfaces with the TPMS to send tyre pressure and temperature data to the Trailer Information Module (TIM G2)
or via the CAN line to the towing vehicle. See PD-551-000, Document No. Y095833.
• Magic Eye (G2.0 and G2.1 only):
The ‘Magic Eye’ device provides an indication of specific conditions even when the trailer is not powered. See
• Stop Lamp Request (SLR):
Can be used to apply the stop lamps on the trailer if TEBS activity (e.g. Roll Stability Program (RSP)) causes the
trailer to decelerate above approximately 0.7 m/s2. See PD-214-F401, Document No. Y137240.
• iLvl - Suspension Control (TEBS G2.2 Standard Plus and Premium only):
Two AUXIO outputs are automatically configured to control the iLvl valve when this option is enabled. See
Inverted output
Some of the electrical outputs above can be configured as ‘upright’ (normal) or ‘inverted’. By default all outputs are
set to ‘upright’ and the electrically controlled AUXIO output will, upon activation, switch from 0 V to Vavg e.g. 0 V to
24 V. However if the output is set to ‘inverted’ the electrically controlled AUXIO output will switch from Vavg to 0 V e.g.
24 V to 0 V.
24 Volt 24 Volt
0 Volt 0 Volt
∆V ∆V
Speed Speed
TEBS-G2-009 ISS TEBS-G2-008 ISS
VOFF VON VOFF VON
Default setting (‘upright’) Inverted mode
Note:
The configurability of inputs and outputs may be subject to the software level of the ECU. If in doubt, contact a
Knorr-Bremse representative.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Error Detection (TEBS G2.0, G2.1, G2.2 Standard up to CN1023) - Test method (TEBS G2.2 Standard CN1030
and above,Standard Plus and Premium)
The TEBS G2 Brake Module detects errors on electrical outputs depending on their configuration set in ECUtalk®.
The detection method is selected under “Error detection” for TEBS G2.0, G2.1 and G2.2 Standard and under “Test
method” for TEBS G2.2 Standard Plus and Premium:
TEBS G2.0, G2.1 and

G2.2 Standard up to CN1023
TEBS G2.2 Standard (CN1030 and above),

Standard Plus and Premium
These configurations are defined in the table below:
Options Short Circuit Open Circuit

Output Load
Output type Error Detection detection detection
Short circuit and Normal (inductive) load such as a
Solenoid / Bulb Yes Yes
open circuit valve solenoid or bulb
Normal (inductive) load such as a
Solenoid / Bulb Short circuit Yes No
valve solenoid or bulb
Short circuit and
ECU Capacitive load such as an ECU Yes Yes
open circuit
ECU Short circuit Capacitive load such as an ECU Yes No
Note:
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Pneumatic Output
Certain variants of the TEBS Brake Module are able to provide a pneumatically switched output (P28) from Port 28
by using an integrated solenoid. This feature is unique to the Knorr-Bremse TEBS G2 brake modules and supports
the following functions:
• Air pressure (Pout ):
May be used to power other pneumatic systems on the trailer. The output is full trailer system pressure.
• Lift Axle Control (LAC):
Single lift axle control output is available – LAC1 or LAC2. See PD-214-F101, Document No. Y136118.
• Integrated Speed Switch (ISS):
Speed dependent output signal. See PD-214-F107, Document No. Y136124.
• Speed Pulse (SP):
Primarily used for resetting the suspension when a raise/lower valve is installed (suspension reset to ride height).
• ABS active:
Provides an output signal whenever the ABS cycles. This is generally used for connection to trailer retarder
control systems or the locking of steering axles. See PD-214-F004, Document No. Y136110.
• Roll Stability Program (RSP) active:
Provides an output signal whenever there is a RSP Step 2 intervention following a Test Pulse. However the option
of a Step 1 or Step 3 output is configurable as an alternative. See PD-214-F005, Document No. Y136111.
• Steering Axle Lock (SAL):
Provides a speed related output signal that may be used for connection to a steering axle locking mechanism.
The signal is also generated when ABS is active or, if configured, the “Reversing Lamp (RL)” input is switched to
battery (see below). See PD-214-F251, Document No. Y136130.
Provides an output signal when the RSP lateral acceleration sensor exceeds a predefined tilt angle – specifically
for tipping trailers. See PD-214-F201, Document No. Y136126.
Inverted output
Some the pneumatic outputs above can be configured as ‘upright’ (normal) or ‘inverted’. By default all outputs are
set to ‘upright’ and the P28 output will, upon activation, switch from 0 bar to Pres. However if the output is set to
‘inverted’ the P28 output will switch from Pres to 0 bar.
Note:
If the system pressure falls below 5.2 bar any pneumatic output from P28 will be disabled and will not be re-enabled
until the system pressure increases to above 5.7 bar.
Note:
Depending on the volume of air and speed of operation required on the P28 output, it may be necessary to install
a quick release valve. Contact a Knorr-Bremse representative for more information.
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Inputs and Outputs via the ISO 11992 CAN

The trailer routinely receives messages from and sends messages to the towing vehicle via the ISO 11992 CAN
connection (through pins 6 and 7 of the ISO 7638 connector). Many of these messages must be sent and acted
upon according to international regulations but others (despite being present) will be acted upon depending on the
configuration of the towing vehicle and the configuration of brake module on the trailer.
Some examples of these messages are:
Brake demand
The service brake demand on the towing vehicle is sent in message EBS 11 as required by international regulations.
This message is used by the TEBS Brake Module in preference to the pneumatic demand signal via the Service line.
The EBS 11 message is the highest priority message on the CAN and includes other information, such as ABS and
vehicle stability program status.
Trailer Axle and Bogie Weights

The TEBS Brake Module sends data to the towing vehicle on trailer axle weights in message RGE 22 and on total
bogie weight in message EBS 22. If the towing vehicle is suitably equipped, this data can be used to provide a load
indication to the driver.
Note: this data can also be displayed by the TIM G2.
When using this data the following must be considered:
• When the trailer is new the axle weights should be calibrated on a weigh bridge and the results written to the
ECU using ECUtalk®. This calibration should be repeated during the life of the trailer as the characteristics of
the suspension may change with increased service life.
• If the trailer is equipped with mechanical suspension it must be remembered that the accuracy of the data
is dependent on the construction of the suspension and the measuring system.
• On a drawbar trailer the front axle/bogie may not be monitored. In this case the front axle/bogie is excluded
from the weight calculation.
• The accuracy of the data may be compromised if the trailer is equipped with lift axles which are not controlled
by the TEBS Brake Module.
• The data is only to be used as a guide to the load on the trailer, it can not be used for charging customers
or for other compliance purposes.
Trailer Tyre Pressure Data

The TEBS Brake Module sends data from the TPMS (Tyre Pressure Monitoring System - see PD-551-000, Document
No. Y095833) to the towing vehicle on trailer tyre pressures in message EBS 23. If the towing vehicle is configured
this data can be used for an in-cab display or warning system.
Disc Brake Pad Wear Data

If the trailer is equipped with Air Disc Brakes fitted with pad wear sensors, the TEBS Brake Module can be configured
to send data in message EBS 23 to the towing vehicle when one (or more) of the pad wear sensors detect that there
is insufficient pad lining material. See PD-214-351, Document No. Y136131.
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Typical Switch Configurations
Permanent or Momentary Switch on AUXIO 1, 2 or 3
TEBS G2.0/2.1 - ECU
TEBS G2.2 - ECU

BK 1 AUX IO 1
BK
In-Out
1 AUX IO 1
1
In-Out
1 2 2 AUX IO 2
2 2 AUX IO 2 ISO 12098 3
BK
ISO 12098 3
BK
4
YE 3 AUX IO 3
4 3 AUX IO 3 5
5 YE 6 1
6 1 7 4 SENS_GND
4 2
1
7 SENS_Sup / TriState 1 8
1
8 2 9 BK
BK 3 5 SENS_In 1 / TriState 2
7
1
1 2 3 4 5 6
7
1 2 3 4 5 6
9 5 SENS_In / TriState 2 10
3
1
10 11
12 11 10 9 8
12 11 10 9 8
11 12 4 6 SENS_Sup / TriState 1
12 4 6 SENS_GND 13
13 14 Junction box
14 Junction box 7 Brake-Light 24V 15
7 Brake-Light 24V
15
8 Brake-Light GND
8 Brake-Light GND
A
B 9 5V-CAN-L
9 5V-CAN-L
10 5V-CAN-H
10 5V-CAN-H
BK BN BN 11 AUX IO 3 - RET
YE 11 AUX IO 12 - RET
BK BN BN 12 AUX IO 3 - RET
Permanent or Momentary Switch on S-E or S-F (TEBS G2.0/G2.1 and G2.2 Premium only) TEBS-G2-065f TEBS-G2.2-065f
G2.2 PREMIUM - ECU

G2.0/2.1 - ECU
BN BK
BN BK BK
S-F
BK BN
S-E
BN
D
TEBS
TEBS
C
S-E
S-C
TEBS-G2-065d
Tri-state Switch on SENS_Sup or SENS_In
TEBS G2.0/2.1 - ECU
1 AUX IO 1
ISO 12098 1 1
In-Out
AUX IO 1
TEBS G2.2 - ECU
2
In-Out
3 2 AUX IO 2
4 2 AUX IO 2
5 ISO 12098 1 3 AUX IO 3
1 6 1 3 AUX IO 3 2
7 3
8 2 WH 4 4 SENS_GND
1
9 WH 4 SENS_Sup / TriState 1
3 5
+ 10 6 1
5
7
SENS_In 1 / TriState 2
1 2 3 4 5 6
11
7
7
1 2 3 4 5 6
4 5 SENS_In / TriState 2
or 12 2
12 11 10 9 8
8
12 11 10 9 8
13 WH
Junction box
1
9 6 SENS_Sup / TriState 1
- 14 6 SENS_GND
+ 10 3
15 11 4 7 Brake-Light 24V
7 Brake-Light 24V or 12
13
8 Brake-Light GND - 14 Junction box 8 Brake-Light GND
15
B
9 5V-CAN-L 9 5V-CAN-L
10 5V-CAN-H 10 5V-CAN-H
11 AUX IO 12 - RET 11 AUX IO 3 - RET
12 AUX IO 3 - RET 12 AUX IO 12 - RET
TEBS-G2-065e TEBS-G2.2-065e
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Typical Switch Configurations (contd.)
Tri-state Switch on S-E or S-F (TEBS G2.0/G2.1 and G2.2 Premium only)
G2.2 PREMIUM - ECU

+ BN
BK
G2.0/2.1 - ECU
BN
S-F
or BN
+ BN
BK BN -
S-E
D
+or
or - BN
TEBS
-
TEBS
C
S-E
S-C
Typical Wiring Diagram - TEBS G2.1 with pad wear & lift axle control inputs, speed
pulse & lift axle control outputs and diagnostic socket
A BK
PW B
C BN
S-D
1 RD
ISO 7638 BK BK
2
S-F
YE BN
3
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SP/RtR 3 BK
2 AUX IO 2
4
YE 3 AUX IO 3
WH
7
1 2 3 4 5 6
2 YE
12 11 10 9 8
BK GN
1 Diagnostic 3 GN 6 SENS_GND
2 YE 4
LAC Socket 5 BK
BK
4 6
7 BN YE 8 Brake-Light GND
B
WH
9 5V-CAN-L
BN 10 5V-CAN-H
1
2
ISO 12098 3
4 BK
S-E
5 YE
BN
6 1 BK
7
8 2
WH
1
9
1
10 LLTH 3
S-C
11 4
12
13 Junction box
14 BK BN
15
TEBS-G2-057_a-trg
LL_ALL
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Typical Wiring Diagram - TEBS G2.2 Standard with stop lamp powering and diagnostic socket
RD
ISO 7638 1
BK
2
RD 1
3 YE 24V_VALVE
BK
Power
BN 2 24V_ECU
TEBS G2.2 Standard - ECU

4
1
YE 3 GND_H
WH
4
5
2
BN 4 GND_M
WH/GN
6
5
WH
7
5 WL
WH/BN
7
6
WH/GN 6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
4 SENS_GND
1
YE
7
1 2 3 4 5 6
2 5 SENS_In 1 / TriState 2
12 11 10 9 8
Diagnostic
Diagnostic 3
Socket 4 6 SENS_Sup / TriState 1
Socket BK
5 BK
7 BN
A
WH 9 5V-CAN-L
BN 10 5V-CAN-H
12 AUX IO 12 - RET
ISO 1185 1 BK
2 YE
S-D
3
D
4
C
S-C
TEBS-G2.2-054a
Typical Wiring Diagram - TEBS G2.2 Standard Plus with iLvl and iTAP
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH
5
WH/GN
6

WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
3 GND_H
4
BN 4
iTAP ECU GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
In-Out
1 2 3 4 5 6 7 8 9 101112 WH
2 AUX IO 2
1 1
YE 2 2 YE YE 3
YE BN WH BK AUX IO 3
3 3 WH
4 4 4 SENS_GND
BK 5 BK
5
WH 6 6 WH YE 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
BN 7 7 BN
12 11 10 9 8
BK
7 TRI_IN / TriState 3
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
iLvl 2 WH BN 10 5V-CAN-H
Valve 3 YE
4 BK 11 AUX IO 3 - RET
YE
12 AUX IO 12 - RET
1 BK
WH
S-D
iLvl 2
3 YE
Sensor
D
4
C
S-C
TEBS-G2.2+-iLvl_iTAP
PD-214-F006
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Typical Wiring Diagram - TEBS G2.2 Premium 4S/3M Drawbar with Two-Point iLvl
System, iTAP, diagnostic socket and stop lamp powering
Trailer Electro-pneumatic Module Premium
(TEPM-P)
iLvl
Valve
iLvl iLvl
Sensor Sensor
iLvl
Valve
Diagnostic Socket /
TPMS
Junction box
TEBS G2
Doc. No. Y136112 (EN - Rev. 006)
Typical Wiring Diagram - TEBS G2.2 Premium and TEPM-A 4S/3M Semi-trailer with
Two-Point iLvl, Lift Axle Control (LAC), Integrated Speed Switch (ISS), Pad Wear
sensing (PW) and stop lamp powering
A BK
RD
ISO 7638 1
BK
PW B
C BN
2
S-F
YE
S-F
3
BN
D
D
4
WH BK
C
C
S-E
S-E
WH/GN BN
6
WH/BN
7
BK BK
In-Out 2.3
In-Out 2.3
YE YE
1
2
BK 3
3
YE YE
4
3
LAC WH
5 5 5V-BRAKE CAN-L
5
5V-BRAKE CAN-L
5
4
6
BN 6
1 BK 1 SENS_Sup2
In-Out 2.4
In-Out 2.4
2 WH
2 SENS_GND2
1
2
3 BK 1 3 AUX IO 6
YE 2 BK

3
4
3 iLvl 2
YE YE
5 4 3 5
5
SENS_In2
6
6
Sensor 4
6 6 n/c
1 1
In-Out 2.5
In-Out 2.5
2 2
1
2
3 3
3
4
4 4
5 5
5
6
6 BK 1 6
WH 2 iLvl
YE
3 Sensor
4
1 RD 1 24V_VALVE
Power
BK
Power
2 2 24V_ECU
YE
1
1
3 GND_H
4
4
2
2
4 BN 4 GND_M
WH
5
5
3
5
5
3
7
BK WL
7
1
WH iLvl WH/GN
6
6
2 6 24V-CAN-H
7 3 Valve WH/BN 7
YE 4
24V-CAN-L
In-Out
In-Out
AUX IO 2 2 WH
2 AUX IO 2
1
WH iLvl 2 WH
Valve 3 YE
7
1 2 3 4 5 6
7
1 2 3 4 5 6
BK
12 11 10 9 8
12 11 10 9 8

BK WH

8 Brake-Light GND
WH
A
A
5V-CAN-H 10 BN
10 5V-CAN-H
1
2
ISO 12098 3
4
S-D
S-D
5 YE
6 1
D
WH
D
7
1
8 2
C
9
S-C
S-C
1
10 3
11 4
12
13
14 Junction box
15
Revision Details
Rev. 005 February 2016 TEPM-A added.
Rev. 005 April 2016 Correction to page number errors in the text.
PD-214-F007
Product TEBS G2
DATA Automatic Brake Function
Doc. No. Y136114 (EN - Rev. 000)
September 2012
Doc. No. Y136114 (EN - Rev. 000)
September 2012
Function
Para. 2.8 of Annex 8 to ECE Regulation 13 requires that,
when the Supply Line is disconnected from the trailer,
either as a result of uncoupling or trailer break-away, the
brakes on the trailer must apply automatically.
This function was traditionally performed by a relay
emergency valve and later by an emergency function
built into the park/shunt valve for use with the TEBS
G2.0 Brake Modules. The TEBS G2.1 and G2.2 Brake
Modules, however, incorporate a valve which performs
the automatic brake function.
Operation
In the event that the supply of compressed air to the trailer braking system is no longer present, i.e. if the supply (red)
line is broken or the coupling head is uncoupled, the braking system of the trailer must react as follows:
• The brakes of the trailer are automatically applied.
• The minimum developed braking force must be ≥13.5% of the static axle load for the laden trailer.
The prescribed requirements do not define which part of the trailer braking system must be used to produce the
above performance therefore several possibilities exist:
• With the TEBS G2.0 Brake Module, use a park/shunt valve which includes the automatic detection of a broken
or uncoupled supply line. See PD-113-220, Document No. Y050820.
• The TEBS G2.1 and G2.2 Brake Modules incorporate a valve which performs the automatic brake function.
In both cases, instead of automatically applying the trailer service brake, the spring brakes are exhausted to apply the
trailer’s parking brake. The required braking performance (13.5% of the laden static axle load) will always be available
as the legally required parking brake performance for the trailer is a minimum of18% of the total laden trailer weight.
Therefore in all cases the parking brake performance will always exceed that required for the automatic brake.
Utilising the spring brakes to fulfil the automatic brake requirements has a number of advantages, one being that the
developed braking force is not reliant on pneumatic pressure but the force is mechanically generated by the springs
in the spring brakes.
The use of the spring brakes however has one drawback in that the anti-lock braking function is not normally
available. This limitation is overcome by a patented control mode defined as Emergency Mode Regulation (EMR).
When the vehicle is being driven, in the event that there is a break in the supply line resulting in the spring brakes
being automatically applied, this condition is recognised by the TEBS Brake Module. Subsequently the service
brakes are automatically applied. The service brake pressure through Port 22 has the effect of releasing the spring
brakes via the integral anti-compounding valve and this pressure must be maintained above a certain level in order
to keep the spring brakes released. However, with EMR the full anti-lock braking function is available on Port 21 and
limited anti-lock function is available on Port 22.
TEBS G2
Doc. No. Y136114 (EN - Rev. 000)
Automatic Brake Function September 2012
Revision Details
PD-214-F008
Product TEBS G2
Brake Assist Function September 2012
Doc. No. Y136115 (EN - Rev. 000)
September 2012
Function
The Brake Assist function comes into effect when the
Control Line pressure (brake demand) exceeds 4.5 bar.
Braking at this level is considered to be an “emergency”
brake application and the service brake actuator
pressure is boosted under all load conditions to obtain
the maximum possible braking (subject to ABS control)
up to the laden characteristic.
Operation
An integral part of the pressure control is a function
8
known as ‘Brake Assist’. This is a safety feature which 7,5
7
becomes active under all load conditions. Normally the
Brake actuator pressure - bar
6,5
load sensing characteristics are based on the air spring 6

5,5
pressure recorded by the pressure sensor at port 42 5

4,5
or external load sensor. Unfortunately it is not possible 4
to cross check the calibration of the output from this 3,5
3
pressure sensor therefore specific action must be taken 2,5
2
to ensure that there is always the possibility to generate 1,5
1
maximum braking forces irrespective of load when this 0,5
is demanded by the driver. 0

0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8
In all cases the load sensing characteristics Coupling head pressure - bar TEBS-G2-129
will be generated for the recorded air spring

pressure (load). Yet, when the braking demand
signal is > 4.5 bar, the characteristic will change. The figure illustrates the pressure characteristics produced
for various load conditions. It can be seen that for a given load condition when the demand signal –
pneumatic or CAN – is above 4.5 bar, the pressure produced at the brake actuators deviates from the
expected load sensed value and will continue to increase with a linear relationship until a demand signal of
6.5 bar is reached. At this point, the brake actuator pressure will be coincident with the configured laden pressure
characteristic. For brake demands >6.5 bar, the brake actuator pressure will be that associated with the laden trailer.
Note:
To enable the normal load sensing characteristic above 4.5 bar to be checked, Brake Assist is disabled for the first
15 minutes when the ignition is switched ‘ON’ and the service brake is released or the pressure is less than 0.5 bar.
TEBS G2
Doc. No. Y136115 (EN - Rev. 000)
Brake Assist Function September 2012
Revision Details
PD-214-F009
Product TEBS G2
DATA System Check and End of Line (EOL) Test
Doc. No. Y136116 (EN - Rev. 003)
September 2016
Doc. No. Y136116 (EN - Rev. 003)
September 2016
System Check
The ‘System Check’ function is found in the diagnostic
software program ECUtalk® and can be accessed
directly by clicking on the icon or from the ‘Test’ drop
down list.
The ‘System Check’ function is made up of a series
of individual tests, covering air pressures, electrical
connections, installation parameters and vehicle status,
that can be selected from tabs and activated manually.
Pressure component check

In ECUtalk® under the ‘System Check’
section the first tab gives access to
the air pressures existing in various
parts of the brake system. These Pressure component check
pressures are read by the pressure

transducers integrated in the TEBS
Brake Module and displayed on a
single page. This enables the system
pressures to be interrogated with the
use of pressure gauges. In addition the
page displays the CAN brake demand
(where existing) converted into the
equivalent pressure. Also the bogie
load converted from the air spring
pressure and the vehicle parameters
are displayed.
The “Brake” button when selected will
apply the service brakes to the level
set (default 6.5 bar).
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
System Check and End of Line (EOL) Test September 2016
Wheel check
The second tab gives the ability to
establish the clearance between the
Wheel check
wheel speed sensor and the sensing ring.

This is displayed as an ‘Air gap speed’
which shows when the wheel speed
sensor provides sufficient output for
the TEBS Brake Module to interpret the
wheel speed accurately. To carry out this
test it is necessary that the wheels fitted
with wheel speed sensors are rotated
independently. There is no instruction
to start the process, the program will
simply wait until it sees the output from
the wheel speed sensors. This method
of test provides an accurate assessment
of the clearance between the sensor and
the sensing ring.
If the air gap is acceptable the traffic light Wheel check
symbol will change from red to green. If

it stays on red or changes to amber, the
sensor should be adjusted.
If, following the test further adjustment of
the wheel speed sensor is required, the
air gap speed needs to be reset to zero
using the “Reset air gap speeds” button.
This screen also allows the number of
teeth on the sensing rings to be counted
AuxI/O check
if required. To do this the “Start Process”
button needs to be selected and pop-up
windows will appear advising what action
needs to be taken.
Aux I/O check

The third tab shows the configuration
of the AUXIO connections plus the
programmable pneumatic output from
P28 (if available) and enables the user
to manually activate the configured
function so that the desired outcome of
the function is achieved. If the function is
a speed related function then the screen
allows the user to simulate the vehicle
speed.
PD-214-F009
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
September 2016 System Check and End of Line (EOL) Test
RSP - installation check

If the TEBS brake module has the
integrated lateral accelerometer for RSP - Installation check
controlling the Roll Stability Program

(RSP) and Tilt Angle (TA) functions
then the installation of the module is
critical and the fourth tab provides a
measurement of the inclination angle
of the TEBS brake module. For this
measurement to be accurate it is
essential that the trailer is standing on
level ground.
Power supply and WL check

The fifth tab allows the user to manually
switch the warning lamp on and off to
check its correct operation.
The screen also show the status of Power supply and WL check
the power supplies to the TEBS brake

module.
Clicking on the “Power consumption
test” button will energise the solenoids
in the modules for the duration of the
test (up to a maximum of 2 minutes)
and during this time the voltage drop
will be measured. This test is used
to check for possible corrosion/
bad connections and damage to the
wiring. If the voltage drop exceeds
6 V a message will be displayed saying
“Warning: The measured voltage drop
is above an acceptable limit therefore
the wiring should be checked for
damage or corrosion!”
Caution:
Clicking on the “Power consumption test” button will cause the TEBS brake module solenoids to cycle. Persons
working under the vehicle should be warned before this test is carried out.
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
Load information
Using the measured air spring pressure

and the vehicle parameters the sixth tab
Load information
shows the axle loading and the status of

any lift axles.
Leakage Test
The seventh and final tab allows the user Leakage Test
to conduct a leakage test on the vehicle’s

air system.
ECUtalk® provides some default settings
for the settlement time, measurement
time and the acceptable pressure drop.
However, these can be adjusted to suit
each trailer system.
Leakage Test
When the “Start” button is clicked the

screen displays the countdown of the
settlement and measuring times.
PD-214-F009
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
If the test is satisfactory, a “passed”

window will be displayed.
Leakage Test
If the leakage test is being conducted as

part of a German Road Traffic Licensing
Regulation (StVZO) test (or in preparation Leakage Test
for one) then the “StVZO” button should

be clicked. The preset settlement time,
measurement time and the acceptable
pressure drop data will then change and
this is not adjustable.
In the ECUtalk® program, test parameters can be changed under

the “Options” tab and selecting “System Check Parameters”:
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
iLvl calibration
(TEBS G2.2 Standard Plus and Premium

only)
For the TEBS G2.2 Standard Plus and
Premium, if iLvl is configured, ECUtalk® will
show an extra tab in the System check menu.
This enables the calibration of the level sensor
used in the iLvl system (see PD-214-F010,
Document No. Y172340).
Warning:
The configuration of the iLvl system must
be completed and the configuration
written to the TEBS ECU before the
iLvl calibration can be carried out (the
iLvl calibration tab will not appear in the
System check screen if the iLvl system
configuration is not done).
The ‘recommended’ calibration procedure

allows calibration of the level sensor in three
conditions:
• maximum chassis height
• normal ride height
• minimum chassis height
These heights are determined by the trailer
manufacturer depending on the design of the
trailer and its air suspension.
To enable this ‘recommended’ calibration
ensure that the “3-level calibration” box is
ticked.
If the “3-level calibration” box is unticked the
sensor will be calibrated only at one height.
The default is the maximum chassis height
but this can be changed by clicking on the
level required. The text will change to bold to
show that it has been selected.
Click on “Start” then “Next step”.
PD-214-F009
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
ECUtalk® will instruct you to raise the chassis

height to its maximum level. If the system is
fitted with pneumatic override valves these
can be used to change the height, otherwise
the “up” and “down” buttons on the ECUtalk®
screen can be used.
When the chassis is at the correct height click

on “Next step”.
Enter the height of the chassis in the box.
Click on “Next step”. A pop-up window will
appear if the calibration has been successful.
Note:
The heights used throughout the calibration
relate to the height of the top of the trailer
bed above ground level measured at
a point near to the location of the level
sensor (see diagram within ECUtalk®).
Follow the on-screen instructions and repeat

the procedure above for the normal ride height
and the minimum chassis height.
When the System test is complete save the
configuration then carry out a complete EOL
Test.
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
End of Line (EOL) Test
The ‘End of Line Test’ (EOL) function is found in the diagnostic software program ECUtalk® and can be accessed
directly by clicking on the icon or from the ‘Tests’
drop down list.
The EOL function is designed to be used when
the trailer is first built or after service work has
been carried out on the TEBS system or its
components. The test is made up of a series of
automatic and semi-automatic steps.
When the EOL function is first selected a series
of pop-up windows will appear giving the user
warnings about the consequences of continuing
the test.
Once these pop-up windows have been

closed, the start screen will appear
showing the list of tests to be carried
out. Once the “Start” button has been
clicked the test steps will be activated
automatically with user input required on
some further pop-up windows.
PD-214-F009
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
During the sensor tests it is necessary

that the wheels fitted with wheel speed
sensors are rotated. Within ECUtalk® the
default is to rotate the wheels by hand
in turn.
If the wheels are to be rotated using a
roller brake tester then this should be set
up using the “EOL parameters” function
under the “Options” tab (see section
“Adjusting EOL Parameters”). From the
drop down list select “Wheels on an axle
rotated simultaneously”.
Rotate the wheels as directed by ECUtalk®. The first time the wheel is rotated it will be braked automatically by
ECUtalk®. The wheel then needs to be rotated a second time to check that the brake has released. The applying and
releasing of the brake on this wheel will verify that:
• its wheel speed sensor has a good connection to the TEBS brake module
• the wheel speed sensor is connected correctly on the TEBS brake module, i.e. correlates with the piping
to the actuator.
• the TEBS brake module is piped to the actuator.
During this test the air gap speeds are checked (See also “Wheel check” section under “System check”).
Note:
Wheels which are not under test will
be braked by ECUtalk® to prevent
rotation.
Continue following and responding to the

on-screen prompts.
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
iLvl calibration
(TEBS G2.2 Standard Plus and

Premium only)
For the TEBS G2.2 Standard Plus and
Premium, if iLvl is configured, ECUtalk®
will show extra tests in the EOL menu.
This enables the checking of the
calibration of the level sensor carried out
under “System check”.
Note:
If the calibration of the level sensor has
recently been carried out in “System
check”, the iLvl components test will
not be included. It will be in the list
after the vehicle has been driven for
100 km.
Follow the on-screen prompts and

take special note of the warnings. The
iLvl components will be automatically
actuated and you will be asked to confirm
their correct operation by measuring the
normal ride height. Note: use the method
of measurement shown in the diagram in
the “System check” section.
If the normal ride height is correct a

pop-up window will appear showing
successful completion of the test.
PD-214-F009
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
The iLvl push buttons, if fitted, must be

checked to complete the system check.
These are checked through manual
operation .
Follow the on-screen prompts. When

the first push button valve is pressed
ECUtalk® will monitor the chassis
movement and, if it is the right direction,
will show a ‘Stop’ instruction after which
the button should be released and the
other button pressed until the ‘Stop’
instruction appears.
When it has been confirmed that the

chassis height responds correctly to the
push buttons and returns to the normal
ride height, a pop-up window will appear
showing successful completion of the
test.
If an electrical input (switch) is configured

in ECUtalk® to activate the chassis control
function, alternative driving levels (D1 to
D4), index levels (I0 to I4) or memory
levels (M1 or M2) then additional tests
are available to check these functions.
These tests are not included by default

and need to be enabled using the “EOL
parameters” option under the “Options”
tab (see “Adjusting EOL Parameters”
section).
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
Adjusting EOL Parameters

The tests described above are standard in
the ECUtalk® program but other tests can
be added (and test parameters changed)
under the “Options” tab and selecting “EOL
parameters”.
Drop down lists give the alternative options
available or increase/decrease buttons are
available to adjust settings.
Note:
Any changes made to these parameters will
be stored on the host computer when “OK”
is clicked and will remain the parameters
applied whenever ECUtalk® is used. To
restore the ECUtalk® defaults, click on the
“Default” button.
PD-214-F009
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
Once the test is complete a report can be printed by clicking on the “Create Report” button.
Note: the default setting in ECUtalk® is for the test results to be auto-saved with the chassis number as the file name.
Note:
TEBS G2
Doc. No. Y136116 (EN - Rev. 003)
Revision Details
Rev. 001 December 2013 Corrections made to text on page 3 concerning Power consumption test.
Corrections made to text on page 10 concerning sensor tests.
Sections on iLvl calibration added (pages 5 & 6 and pages 10 & 11).
Rev. 002 June 2015 TEBS G2.2 Premium added.
Rev. 003 September 2016 Note added on page 9.
PD-214-F010
Product TEBS G2
iLvl Suspension Control September 2016
Doc. No. Y172340 (EN - Rev. 007)
September 2016
Function
The iLvl Suspension Control system is designed to

provide electronic control of the trailer’s air suspension
system replacing the traditional levelling valve and
providing many advanced features which will enhance
other functions of the TEBS G2 system, such as lift axle
control (LAC) and the road laying function (RLF).
iLvl uses a level sensor to supply information about
chassis height to the TEBS brake module which then
controls valves to provide the required chassis status.
Note: iLvl is available only with the TEBS G2.2 Standard
Plus brake module and the TEBS G2.2 Premium brake
module. Earlier versions of the TEBS G2 brake module
do not have the required software and have insufficient
input and output options for this system.
Operation
iLvl is an active electronic system designed in normal operation to replace the function of the traditional levelling
valve whilst offering the benefits of extra advanced functions to suit the requirements of modern trailers.
In its simplest form iLvl is used in a 1-point system which uses a single level sensor (see PD-264-300, Document
No. Y160685) to supply chassis height data to the TEBS brake module which controls a single iLvl valve
(see PD-480-450, Document No. Y172342) to raise or lower the air suspension.
A one-point system is suitable for most centre-axle and semi-trailers.
Note - a single iLvl valve can be used on vehicles with more than 3 axles, however, the speed of raising and lowering
may be compromised.
A two-point system (typically on a drawbar trailer) uses level sensors and valves on both the front and rear axles. The
two-point system requires a TEBS G2.2 Premium brake module.
The iLvl valve incorporates ‘cross-throttling’ between the outputs for the left and right air bags which provides
effective separation between the two sides of the suspension when in operation. There is also throttling between the
air bag outputs and the signal to the TEBS brake module in order to minimise operational fluctuations in pressure.
The iLvl system permits manual override of the suspension height via pneumatic push button valves (‘pneumatic
backup’) (see PD-480-700, Document No. Y172343) or an electrical switch.
The advance features of iLvl are described as part of the configuration procedure in the ECUtalk® software.
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Configuration
iLvl is configured using the Knorr-Bremse diagnostic software ECUtalk®. Firstly, under the “Information” tab, click on
the “Change configuration” button and against “iLvl” select the “Pneumatic” option from the drop down list.
Note:
Some variants of TEBS G2.2 Premium have
the option “Hydraulic”. If this option is required,
contact Knorr-Bremse for assistance on its use.
iLvl is now activated.

Use the “Next” button to move to the screen where
any lift axle can be identified.
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
September 2016 iLvl Suspension Control
Use the “Next” button to move to the iLvl

configuration screen. The first thing to specify is the
type of iLvl valve used. There are two options (see
PD-480-450, Document No. Y172342) one having
provision for the use of pneumatic manual override
buttons and the other without this provision.
Heights
When a valve has been selected, please note the
text in red stating that the configuration of the
system in ECUtalk® must be completed and saved
to the ECU otherwise it is not possible to carry out
the calibration of the level sensor using the System
Check function (see PD-214-F009, Document No.
Y136116).
Note:
The data fields in this section cannot be entered
manually, they must be filled automatically using
System Check.
Note:
The heights used throughout the calibration and
configuration relate to the height of the top of
the trailer bed above ground level measured at a
point near to the location of the level sensor (see
diagram within ECUtalk®).
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
After calibration of the level sensor is complete the

heights will displayed automatically.
Note:
Configuration of the system in ECUtalk® must
be completed and saved to the ECU before the
calibration is carried out.
Drive levels
The normal driving level set during the EOL test is
always D1. It is possible to configure three other
driving levels D2, D3 and D4 (normally to suit
towing vehicles with different 5th wheel heights).
They are set by entering a figure in the appropriate
box. This figure must be the difference between the
required driving level and the normal driving level
D1 (for a required level below D1 specify a negative
distance).
Note:
A value of “0” means the normal driving level D1.
Once selected the alternative driving level will be

maintained at all driving speeds unless overridden
by an index level command or high speed
command.
The driving levels can be activated using iTAP,
TIM G2 (having Software version 10.72 or higher,
see PD-273-920, Document No. Y050665), an
external switch or from the towing vehicle cab via
CAN (depending on the configuration of the towing
vehicle).
Note:
As the alternative driving level will be memorised Note:
even when the ignition is off, if an external switch If D2, D3 or D4 is selected some towing vehicles may
is used to activate the alternative level a further display a warning message such as “Warning, check trailer
switch must be configured to reset the vehicle to height”. This is not an error with the trailer, but an indication
the normal driving level D1. that the trailer is not at the normal driving level D1.
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Index levels
These are alternative chassis heights which can be
programmed for use when the trailer is stationary
or moving at low speeds. “I0” is always the “bump
stop” setting. The I0 height is not configured, but
the TEBS module reduces the pressure in the air
bags until no change in the output of the level
sensor is detected. This level, if selected, will be
held up to the de-activation speed (see ‘General’
section).
If a level is desired with the suspension just clear of
the bump stops then one of the other index levels
must be used.
Four other levels (I1, I2, I3, I4) can be set together
with their respective de-activation speeds.
The index levels will typically be used when
the vehicle regularly encounters different dock
heights, or if a tipping trailer they could be used in
conjunction with the RLF function when working with different road laying vehicles.
They are set by entering a figure in the appropriate box. This figure must be the difference between the required index
level and the normal driving level D1 (for a required level below D1 specify a negative distance).
Note:
Index levels can be activated using an external

switch or using internal functions, such as BLS and
RLF.
Using Index Levels on tipping trailers
Tipping trailers are normally fitted with a Body
Lift Sensor (BLS) which detects when the tipping
body is raised. The BLS can be used to activate
an index level in ECUtalk® under “Auxiliary IOs”,
“Change configuration”, “Body Lift” then select
the appropriate input and set the assigned level.
Tippers working with road laying vehicles which
have the Road Laying Function (RLF) activated can
use this to activate an index level in the same way
as the BLS. If both BLS and RLF are configured to
produce different index levels then RLF will always
take priority if both are activated.
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
High speed
This function is used typically when:
• a reduction in chassis height and the resulting
reduction in centre of gravity would improve
the stability of the trailer.
• a change in chassis height would produce
an improvement in the aerodynamics of the
tractor/trailer combination.
The height is set by entering a figure in the box.
This figure must be the difference between the
required driving level and the normal driving level
D1 (for a required level below D1 specify a negative
distance).
Note:
The speed at which this height adjustment should

be activated is set together with the reset speed.
Sensor
The length of the lever on the level sensor is entered
here (see PD-264-300, Document No. Y160685
for details on selecting the correct lever length).
Control delay & tolerance

This can be used to set the frequency at which
the chassis height is monitored and the deviation
(tolerance) from the desired height at which an
adjustment is made (if necessary). This can be set
for:
• Standstill – stationary with trailer connected
to the towing vehicle with ignition switched
on (engine running).
• Drive – towing vehicle and trailer in motion.
• Stand-by – stationary with trailer connected to
the towing vehicle with ignition switched off.
This function is used to control air consumption of
the suspension system. It is recommended that
the default values are used unless any changes
are advised by Knorr-Bremse.
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Plausibility
This determines the parameters for triggering
an error message. It is recommended that the
default values are used unless any changes are
advised by Knorr-Bremse.
General
Stand-by time (default zero) sets the limit for
the TEBS system remaining on stand-by (and
consuming power).
Note:
Stand-by time will remain active after the ignition
is switched off if the towing vehicle maintains
power on Pin 1 of the ISO7638.
Note:
If faults are being corrected within the stand-by
time, the power supply to the trailer will need to
be disconnected then reconnected before the
fault code will disappear.
One touch auto – (default “No”) if switched to

“Yes” will allow a rocker switch to be pushed and
held momentarily resulting in the trailer moving to
its maximum or minimum height (depending on
which switch has been operated). This is a function
similar to that used to control the opening of electric
windows on vehicles).
I0 de-activation speed – (default 5 km/h) sets the

speed limit at which I0 is de-activated (see ‘Index
levels’ section).
Green iLvl WL – (default is “Disabled”) allows the

green warning light function to be activated by
selecting one of the options:
• “Blinks 4 times after fault detection” – makes the green WL flash 4 times after an iLvl fault is detected.
• “Blinks always after fault detection” – makes the green WL flash continuously after an iLvl fault is detected.
With either of these options the green WL will remain switched on if the suspension is either above the programmed
maximum height or below the programmed minimum height.
Note: after the system has been powered down, the green warning light will be illuminated for 2 seconds when
power is restored and be switched off if there is no fault present or flash in accordance with option selected (see
above) if there is a fault.
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Level after ignition on – has two options:

• “Current level” – (default) after the ignition has been switched off, when it is switched on again the trailer will
remain at the same height until the vehicle is driven above the “SP” speed (the speed to activate the ‘reset to
ride’ (RtR) function).
• “Last selected level” – after the ignition has been switched off, when it is switched on again the trailer will
be adjusted to the last selected height. Note – this may result in the trailer height being automatically
adjusted either up or down with a resulting safety risk.
Lift axle offset

If a lift axle is configured this function allows the
suspension height to be increased when the lift
axle is raised in order to provide additional ground
clearance.
Note:
The offset is measured from the minimum
suspension height not the normal running height.
Note:
Ensure that the vehicle height does not exceed
any national or local restrictions, or that the
height of the air bellows do not exceed their
specified limit.
Tyre deformation
This function allows chassis height compensation
of the tyre deformation at maximum load to be set.
Note:
For more information on ECUtalk® use the
‘on-line’ help function by pressing “F1” or see
the ‘Electronic Help’ Document No. Y051496
available at www.Knorr-BremseCVS.com.
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Memory levels
The iLvl system has two memory levels (M1 and M2) which can be activated using iTAP,
TIM G2, an external switch or from the towing vehicle
cab via CAN (depending on the configuration of the
towing vehicle).
Note: when an external switch is used it must be
enabled in ECUtalk® under “Auxiliary IOs”, “Change
configuration”, “iLvl Inputs” then select “Level
storage/selection”.
The chassis height for a memory level is set by
raising or lowering the chassis to the desired height
then pressing and holding the switch (or button for
TIM G2 and iTAP) for more than 7 seconds. iLvl will
store this height and when, in the future, the switch
is activated again momentarily (switch/button
pressed for less than 3 seconds) iLvl will move the
chassis to this memorised height.
This function will typically be used to bring the
chassis to the correct height for a frequently used
docking level.
Manual Override (Chassis Control)

The iLvl system has two options for manual override:
• Pneumatic push buttons
• Electrical rocker switch
Pneumatic Push Buttons

If the iLvl system is installed with the ‘iLvl valve with pneumatic backup’ (see PD-280-450, Document No. Y172342)
then pneumatic push buttons (see PD-280-700, Document No. Y172343) can be added to provide temporary
manual override of the chassis height. These push buttons are pushed and held pushed to either raise or lower the
chassis and then released when the correct height is achieved. See “Typical System Diagram”.
Electrical Rocker Switch
An electrical two-way rocker switch can be connected to the TEBS G2 brake module and configured in ECUtalk®
under “Auxiliary IOs”, “Change configuration”, “iLvl Inputs” then select “Chassis control”. The common terminal of
the switch is connected to the TRI_IN connection on the module and the other terminals to the vehicle’s 24 V battery
supply and ground (see “Typical Wiring Diagram”). The rocker switch must be wired so that the TRI_IN connection is
connected to battery to raise the chassis and ground to lower it.
After manual override (chassis control) has been used the vehicle’s chassis height will be returned to the normal
driving level or other preselected driving level when the vehicle speed reaches the set “SP” (Speed Pulse) speed.
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Input and Output Pin Assignments

When iLvl is activated within ECUtalk® certain AUXIO pins are automatically assigned to the level sensor and iLvl
valve and so are not available for other uses. Below is the pin assignment for the TEBS G2.2 Standard Plus with iLvl:
This leaves only AUXIO3 as an output, with inputs possible on AUXIO3 (digital input if not used as an output),
TRI_IN (Tri-state input) and DIG_IN (digital input).
To assign an input or output, click on the “Change

configuration” button.
This screen will show the full range of functions
with a symbol alongside indicating which may be
configured. On the right is a help screen and an
explanation of the symbols can be displayed by
clicking on ‘AUXIO Status Symbols’.
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
If an iLvl output has been configured as described

above this function will be highlighted in red until
it is selected and the configuration completed by
selecting an available output.
After this is done the function will be highlighted in
yellow to show that it is successfully configured.
Similarly if an iLvl input is required to activate a

function the available options should be selected to
complete the configuration.
After this is done the function will be highlighted in
yellow to show that it is successfully configured.
For the configuration of other functions, see the

relevant document in the TEBS G2 Family Product
Manual Y037243.
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Two-Point iLvl Systems

The TEBS G2.2 Premium Brake Module when used in conjunction with the Trailer Electro-Pneumatic Module
Premium (TEPM-P) has the capability to control two iLvl Valves. Such a system is called a “two-point” system and is
generally used on drawbar trailers with one iLvl Valve controlling the air suspension on the front axle/bogie and one
iLvl Valve controlling the air suspension on the rear axle/bogie.
Within ECUtalk® for TEBS G2.2 Premium the option is available to select one or two iLvl Valves:
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Using ECUtalk® configure the iLvl Valves as described earlier.

When the set up is complete the pin assignments for both the TEBS brake module and the TEPM-P will be
automatically configured.
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Independent Raise/Lower with two switches

With an iLvl two-point system, in addition to having
a rocker switch to control the general chassis
height, it is possible to configure separate switches
to raise and lower the front and rear suspensions
independently. Firstly configure the “Chassis
control” (if required) which will raise and lower
both suspensions then use the scroll button to find
further options.
Using these options it is possible to configure

switches to independently control the front and rear
suspensions.
Asymmetric Suspension
In addition to the two-point systems mentioned
above the TEBS G2.2 Premium Brake Module
together with a Trailer Electro-Pneumatic Module
Premium (TEPM-P) or a Trailer Electro-Pneumatic
Module Advanced (TEPM-A) on a 4S/3M or 6S/3M
semi-trailer or centre-axle trailer is capable of
controlling two iLvl Valves in order to provide control
of an asymmetric suspension system (a system
where the air bellows on the right and left right are
independently controlled).
After selecting iLvl under “Change configuration”,

select the “two” option for the iLvl Valve on the rear
bogie.
Note:
Each of the iLvl Valves will need to be configured
separately.
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Recommended products for use with iLvl
Part No. Type No. Description
K058032 1) - iLvl Valve with pneumatic backup
K066949 1) - iLvl Valve without pneumatic backup
K025259 1) - Level Sensor
Sensor Linkage Kit (Lever with Rubber Link)

K095917 1) -
lever lengths 120 - 240 mm
Sensor Linkage Kit (Lever with Rubber Link)
K132615 1) -
lever lengths 120 - 312 mm
K001406 - Axle Joint Kit (Rubber Link with axle attachment)
K064890 1) CP6PLF Push Button
Connecting Cable for connecting the iLvl valve and Level Sensor to
K097070 1)
the TEBS Brake Module (includes diagnostic socket)
For further details on iLvl Valves see PD-280-450, Document No. Y172342
For further details on the Level Sensor and linkage kits see PD-264-300, Document No. Y160685
For further details on the Push Button see PD-280-700, Document No. Y172343
For further details on cables for the TEBS G2 family see PD-272-025, Document No. Y142784
1)
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Typical Wiring Diagram - TEBS G2.2 Standard Plus with One-Point iLvl and TIM G2
RD
ISO 7638 1
BK
2
3 YE
BN

4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
2
4 GND_M
WH 5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
TIM G2
In-Out
WH
2 AUX IO 2
1 1
(YE) 2 2 YE YE 3 AUX IO 3
3 3 WH
4 4 4 SENS_GND
(BK) 5 BK
5
(WH) 6 6 WH YE 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
(BN) 7 7 BN
12 11 10 9 8
BK
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
2 WH BN
iLvl 10 5V-CAN-H
Valve 3 YE
YE
12 AUX IO 12 - RET
1 BK
iLvl WH
S-D
2
Level 3 YE
D
Sensor 4
C
S-C
TEBS-G2.2+-iLvl_TIM
Typical Wiring Diagram - TEBS G2.2 Standard Plus with Rocker Switch for Chassis Control
RD
ISO 7638 1
BK
2
3 YE
BN

4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
1
7 GND_H
4
BN
2
4 GND_M
WH 5
5
WL
3
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
Diagnostic
Socket
BK
1 AUX IO 1
In-Out
WH
2 AUX IO 2
YE
YE
BK
WH
3
BN
AUX IO 3
WH
4 SENS_GND
YE 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
Vehicle Battery 24 V
Rocker BK
12 11 10 9 8
Switch
Vehicle Ground 7 TRI_IN / TriState 3
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
Valve 3 YE BK
4 11 AUX IO 3 - RET
YE
12 AUX IO 12 - RET
1 BK
iLvl WH
S-D
Level 2
3 YE
D
Sensor 4
C
S-C
TEBS-G2.2+-iLvl_rocker
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Typical Wiring Diagram - TEBS G2.2 Premium and TEPM-P 4S/3M Drawbar with
Two-Point iLvl System, iTAP, diagnostic socket and stop lamp powering
Trailer Electro-Pneumatic Module Premium
S-B
S-F
D
WH
5V-CAN-L 1
X1
C
2
S-E
3
SENS_Sup 1
BK
4
5
24 V (+) 6
YE
BN YE 1 AUX IO 4
10 11 12
13 14 15 16 17 18
(TEPM-P)
In-Out 2.3
5V-CAN-H 7
WH BK
5
AUX IO 2 8 2 AUX IO 4 - RET
2
YE
4
SENS_In 1 9 AUX IO 5
WH
3
SENS_GND 1 10
4
AUX IO 5 - RET
2
SENS_Sup 2 11
WH 4
1
12 5V-BRAKE CAN-L
6
13 BN 3 5V-BRAKE CAN-H
BK
AUX IO 1 14
YE BK
AUX IO 12 RET 15 1
WH 2 iLvl BK
SENS_GND 2 16 1 SENS_Sup2
In-Out 2.4
SENS_In 2 17 3 Valve
BK YE 4 WH
2 SENS_GND2
2
GND (-) 18
BK 3 AUX IO 6
1 BK

WH 1
4
2 iLvl iLvl WH 4 AUX IO 6 - RET
S-A
YE 2
3 Sensor YE YE
Sensor 3 5 SENS_In2
6
4
4
6 n/c
In-Out 2.5
2
2
RD
ISO 7638 1
BK
3
4
2 4
3 YE
5
6
BN
4 6
WH
5
WH/GN
6
WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
iTAP ECU YE
1
3 GND_H
2
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 2 3 4 5 6 7 8 9 101112 BK
1 AUX IO 1
In-Out
WH
YE BN WH BK 2 AUX IO 2
1 1
YE 2 2 YE YE 3 AUX IO 3
3 3
4 4 4 SENS_GND
BK 5 BK
5
WH 6 6 WH 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
BN 7 7 BN
12 11 10 9 8
1 2 3 4 5 6 7 6 SENS_Sup / TriState 1
1 2 3 4 5 6 7 7 Brake-Light 24V
8 Brake-Light GND
YE BN BK
A
WH 9
WH BK 5V-CAN-L
1
Valve 3 YE
YE
12 AUX IO 12 - RET
S-D
1 2 3 4 5 6 7
D
Diagnostic Socket /
C
TPMS
S-C
1
2
ISO 12098 3
4
5 YE
6 1 WH TEBS-G2.2Prem_TEPM-P_iLvl_iTAP
7
1
8 2
9
1
10 3
11 4
12
13 Junction box
14
15
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Typical Wiring Diagram - TEBS G2.2 Premium and TEPM-A 4S/3M Semi-trailer with
Two-Point iLvl System for asymmetric suspension and stop lamp powering
RD
ISO 7638 1
BK
2
S-F
YE
S-F
3
BN
D
D
4
WH
C
C
S-E
S-E
WH/GN
6
WH/BN
7
BK
In-Out 2.3
In-Out 2.3
YE
1
2
3
4
WH
5 5 5V-BRAKE CAN-L
5
5V-BRAKE CAN-L
6
BN 6
1 BK 1 SENS_Sup2
In-Out 2.4
In-Out 2.4
2 WH
2 SENS_GND2
1
2
3 3 AUX IO 6
BK

3
4
4 iLvl WH 4 AUX IO 6 - RET
2
5 YE YE 5
Sensor 3
5
SENS_In2
6
6
6 4
6 n/c
1 1
In-Out 2.5
In-Out 2.5
2 2
1
2
3 3
3
4
4 4
5 5
5
6
6 BK 1 6
WH 2 iLvl
YE
3 Sensor
4
1 RD 1 24V_VALVE
Power
BK
Power
2 2 24V_ECU
YE
1
1
3 GND_H
4
4
2
2
4 BN 4 GND_M
WH
5
5
3
5
5
3
7
BK WL
7
1
WH iLvl WH/GN
6
6
2 6 24V-CAN-H
7 YE
3 Valve WH/BN 7 24V-CAN-L
4
In-Out
In-Out
AUX IO 2 2 WH
2 AUX IO 2
1
WH WH
SENS_GND 4 iLvl 2 4 SENS_GND
3
SENS_In 1 / TriState 2 5 YE Valve 4
YE
7
1 2 3 4 5 6
7
1 2 3 4 5 6
BK
12 11 10 9 8
12 11 10 9 8

BK WH

8 Brake-Light GND
WH
A
A
5V-CAN-H 10 BN
10 5V-CAN-H
1
2
ISO 12098 3
4
S-D
S-D
5 YE
6 1
D
WH
D
7
1
8 2
C
9
S-C
S-C
1
10 3
11 4
12
13
14
15 Junction box TEBS-G2.2Prem_TEPM-A_iLvl
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Typical System Diagram - TEBS G2.2 Standard Plus with One-Point iLvl System
iLvl VALVE
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
“Control”
iLvl SENSOR
ISO 7638 (7 Pin)
Park/Shunt Valve with

integrated Charging Valve
Typical System Diagram - TEBS G2.2 Standard Plus with One-Point iLvl and Lift Axle
iLvl VALVE
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
Lift Axle Valve

“Control” Lift
Bag
iLvl SENSOR
ISO 7638 (7 Pin)

TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Typical System Diagram - TEBS G2.2 Standard Plus with One-Point iLvl and Pneumatic Backup
iLvl VALVE
with pneumatic
backup
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
“Control”
iLvl SENSOR
ISO 7638 (7Pin)
Park/Shunt Valve with Pneumatic Push

integrated Charging Valve Button Valves
Important note:
If more than one set of push button valves are to be installed, the ‘Raise’ valves and the ‘Lower’ valves must be
linked via double check valves - see PD-280-700, Document No. Y172343.
PD-214-F010
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Typical System Diagram - TEBS G2.2 Premium and TEPM-P with Two-Point iLvl System
KNORR-BREMSE
iLvl VALVE TEPM-P
ECU iLvl VALVE
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
“Control”
iLvl SENSOR
iLvl SENSOR
ISO 7638 (7 Pin)

integrated Charging Valve and
Front Axle Release Valve
Typical System Diagram - TEBS G2.2 Premium and TEPM-A with Two-Point iLvl System
for asymmetric suspension
KNORR-BREMSE
TEPM-A
ECU
iLvl VALVE
iLvl SENSOR
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
“Control”
ISO 7638
(7 Pin)
iLvl SENSOR
iLvl VALVE
TEBS G2
Doc. No. Y172340 (EN - Rev. 007)
Revision Details
Rev. 005 October 2015 Note added on page 8 concerning lift axle offset.
Rev. 006 February 2016 Note added on page 4. Asymmetric suspension details added.
K132615 added.
Rev. 007 September 2016 Screenshot amended and note added on page 2 concerning “Hydraulic”
option. Two switch operation added on page 14.
Auxiliary Functions for

Doc. No. Y136319 (EN - Rev. 005)
August 2016 Suspension and Lift Axle control
PD-214-F100 Using Lift Axles with Trailer EBS Y233953
PD-214-F101 Lift Axle Control (LAC) Y136118
PD-214-F102 Traction Help (TH) Y136119
PD-214-F103 Manoeuvring Help (MH) Y136120

3
PD-214-F104 iCargo Y136121
PD-214-F105 iCorner Y136122
PD-214-F106 Speed Pulse (SP) Y136123
PD-214-F107 Integrated Speed Switch (ISS) Y136124
PD-214-F108 Trailer Suspension Release (TSR) Y137237
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F100
Product TEBS G2
DATA Using a Lift Axle with Trailer EBS
Doc. No. Y233953 (EN - Rev. 000)
November 2015
Doc. No. Y233953 (EN - Rev. 000)
November 2015
Introduction
The fitting of lift axles on trucks and trailers has become

popular to help minimise tyre wear by lifting specific
axles when the vehicle load is sufficiently reduced to
allow the axles remaining in contact with the road to
carry that load.
The TEBS G2 brake system has been designed to
provide control of up to two lift axles on a trailer.
Lift axles are simple devices but can cause problems if
the air suspension system is not connected to the TEBS
brake module in the ideal manner.
Practical Issues
The TEBS brake module measures the air suspension pressure in order to calculate the load on the trailer for use in
the load sensing function. When the TEBS brake module is used to control lift axles it uses this load calculation to
determine when to lower or lift the axle.
The pressure in the air suspension system is subject to fluctuations due mainly to road condition which cause the
levelling valve to open and close. These pressure fluctuations are greatest close to the valve but further away from
the valve they tend to be “damped out” by the volume of the bellows. The larger the volume of the suspension
system the more effective is this “damping”.
For the TEBS brake module to function efficiently it is essential that it is subjected to the minimum possible pressure
fluctuations and so the connection to the air suspension system is important. One of the main causes of problems
is the connection to the TEBS brake module being taken too close to the levelling valve. This situation is heightened
by the presence of the lift axle as its suspension bellows cannot be relied upon to help with the “damping”. This
situation also occurs on conventional trailers but usually goes unnoticed as the system is less responsive than the
TEBS system.
The ideal connection of the TEBS brake module to the suspension system is as shown below with the connection taken
as far away from the levelling valve as possible.
Air Suspension Air Suspension Bellows

Reservoir
Levelling
Valve
TEBS
to Lift Module
Axle Valve
TEBS G2
Doc. No. Y233953 (EN - Rev. 000)
Using a Lift Axle with Trailer EBS November 2015
As mentioned above the volume of the suspension system is an important factor so if the trailer has a tandem bogie
with a lift axle or tri-axle bogie with two lift axles the available “damping” volume is reduced and it may be necessary to
increase the volume by adding length to the pipework as shown below.

Reservoir
Levelling
Valve
TEBS
to Lift Module
Axle Valve
The systems shown above are single circuit systems where a single outlet from the levelling valve is used to feed the
whole suspension system. In two circuit systems the right and left side air bellows are fed from separate outlets on the
levelling valve and often these outlets are separated within the levelling valve by a chocked connection. This provides
the potential for reduced “damping” volume emphasising the need for effective connection to the TEBS brake module.
A good example of effective connection is shown below where the connection has two air bellows between it and the
levelling valve.

Reservoir
Levelling
Valve
TEBS
Module
to Lift
Axle Valve
Note: In two circuit systems always take the connection to the TEBS brake module from the circuit which does not
include any lift axle.
As with the single circuit system if the trailer has a tandem bogie with a lift axle or tri-axle bogie with two lift axles the
available “damping” volume is reduced and it will probably be necessary to increase the volume by adding length to
the pipework.
Remember - use the piping to minimise the suspension pressure fluctuations

seen by the TEBS brake module!
PD-214-F100
TEBS G2
Doc. No. Y233953 (EN - Rev. 000)
November 2015 Using a Lift Axle with Trailer EBS
Points to consider when specifying lift axles
• How many axles are required to lift.

• Position of any lift axle - consider the impact on turning circles when lifted.
• Should the lift axle be “active” at standstill, i.e. when the vehicle ignition is switched on, the lift axle will respond to
the bogie load the same as when driving? If the lift axle is not active at standstill, at what speed should it become
active?
• At what load should the axle lift and lower? The default for a lift axle on a tri-axle bogie is to lower at 2/3 of the
maximum bogie load but it can be set lower. Remember when an axle is lifted its weight (650 Kg or more) adds
to the trailer load.
• If two lift axles are specified, which one should lower first?
• Is the lift axle required to provide “Traction Help” (see PD-214-F102, Document No. Y136119) and/or “Manoeuvring
Help” (see PD-214-F103, Document No. Y136120)?
• Is the air suspension system single or two circuit?
For more detailed information on this subject see Document No. Y168693 available from the
Download Documentation section of our website: www.Knorr-BremseCVS.com.
For information on setting up Lift Axle Control on TEBS Brake Modules see PD-214-F101,
Document No. Y136118 or the TEBS G2 Product Manual Document No. Y037243 available from
the Download Documentation section of our website: www.Knorr-BremseCVS.com.
TEBS G2
Doc. No. Y233953 (EN - Rev. 000)
Using a Lift Axle with Trailer EBS November 2015
Revision Details
Rev. 000 November 2015 New document.
PD-214-F101
Product TEBS G2
Lift Axle Control
September 2016
Doc. No. Y136118 (EN - Rev. 005)
September 2016
Function
Many trailers have one or more axles having the
capability of being lifted so that they carry none of the
trailer load. The Lift Axle Control function is present in
the TEBS Brake Module to provide control of the lifting
of these axles.
Operation
Lift Axle Control (LAC)
The TEBS Brake Module can control the lift axles
automatically dependent on the current axle/bogie load
and the predefined lift axle control parameters.
Note:
If RSP is configured and the trailer is equipped with lift axles, these axles must be controlled by the TEBS G2
Brake Module or their status must be transmitted to the module via the “ext LAS” input.
To achieve lift axle control, one or more lift axle valves should be connected to one of the AUXIO outputs 1, 2 or 3
for electrically switched lift axle valves and auxiliary output port P28 for pneumatically switched lift axle valves. See
PD-503-400, Document No. Y050267 for details of lift axle valves. The following parameters associated with lift axle
control may be defined by using the Knorr-Bremse brake calculation program BSD or the Knorr-Bremse diagnostic
program ECUtalk® using the “Components” tab then the “Change configuration”option:
• Number of lift axles
• Location of lift axles
• Number of lift axles that are controlled via one Aux output (there are two controllable outputs, LAC1 and LAC2)
Note - LAC1 must be configured first
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
Lift Axle Control September 2016
TEBS G2.0, G2.1 and G2.2 Standard up to CN1023

Using the “Auxiliary I/O” tab and “Change Configuration”, select the required AUXIO then enter:
• the maximum axle/bogie load at which the lift axle should be lowered (see page 4)
• the axle/bogie load at which the lift axle should be lifted
TEBS G2.2 Standard (CN1030 and above), Standard Plus and Premium
Using the “Auxiliary I/O” tab and “Change Configuration”, select the ‘Lift Axle 1’ option, then select the required
AUXIO output. When this has been done, enter:
• the maximum axle/bogie load at which the lift axle should be lowered (see page 4)
• the axle/bogie load at which the lift axle should be lifted
PD-214-F101
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
September 2016 Lift Axle Control
The function of lift axle control is dependent on the air spring pressure. This is continuously monitored by the TEBS
Brake Module and used to determine the respective axle/bogie loads based on the configured laden and unladen
axle loads and the number of axles.
Normally only an axle which is not equipped with wheel speed sensors may be configured as a lift axle, except in
the case of:
• 4S/2M configurations (G2.0, G2.1 and G2.2 Premium only) when the axle on which wheel speed sensors
connected to S-E and S-F are installed may be used as a lift axle.
• 4S/3M configurations on semi-trailers and centre-axle trailers (G2.0, G2.1 and G2.2 Premium with TEPM-S or
TEPM-P) when the axle on which wheel speed sensors connected to S-A and S-B are installed may be used as
a lift axle.
• 6S/3M configurations on semi-trailers and centre-axle trailers (G2.0, G2.1 and G2.2 Premium with TEPM-S
or TEPM-P) when the axle on which wheel speed sensors connected to S-A and S-B and/or S-E and S-F are
installed may be used as a lift axle.
Failure to follow this requirement will result in a fault being generated when a lift axle is raised.
The status of the lift axle is transmitted to the towing vehicle via the ISO 11992 (CAN) interface when the trailer
is coupled to a towing vehicle which is equipped with EBS. In such cases it is also possible that the lift axles are
controlled from the towing vehicle via the same interface.
Note:
As the trailer load decreases the first axle to lift must be controlled by LAC1.
Important:
When the trailer suspension control system is “two circuit” it is important that the connection from the air springs
to port 42 of the TEBS Brake Module is taken from the circuit NOT containing the lift axles. Failure to observe this
requirement may lead to lift axle instability.
The connection from the air suspension system to port 42 should always be chosen carefully so that the lifting or
lowering of axles does not significantly affect the pressure in port 42.
Number of lift axles that can be controlled via one AUXIO output
It is possible, by using the correct cable harness, to connect two electrically controlled lift axle valves to one AUXIO
output; the lift axles will then operate simultaneously. In the same way, more than one pneumatically controlled lift
axle valve may be connected to Aux P28.
Determination of the axle load at which the lift axle should be lowered
When defining the lift axle control parameters using the diagnostic program ECUtalk® (see above), the axle/bogie
load at which the lift axles will lower is, by default, the laden axle/bogie load permitted for the trailer - otherwise the
axles remaining on the ground would be overloaded. It is possible to configure a lower value than the laden axle/
bogie load, for example to comply with specific national axle loading requirements.
Tip:
When the trailer is loaded with a large individual load, in order to prevent temporary overloading of an individual
axle, the axle/bogie load at which the lifted axles are lowered should be set to a value below the maximum value.
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
Hysteresis
When setting the lift axle parameters for the TEBS Brake Module, it is required to define the position of the lift axle
and the number of lift axles controlled by LAC1 or LAC2 (see above). This effectively defines the lifting sequence
since LAC1 is always the first axle to lift. In addition it is required that the geometric data of the wheelbase and axle
spread is defined, therefore, it is not necessary to define a hysteresis value as this will be calculated automatically
using the information above.
The diagnostic program ECUtalk®, and brake calculation program BSD, will automatically calculate the maximum
axle/bogie load at which the axle(s) should lift. It is possible to define a lower axle/bogie load than the default maximum
but not higher (hovering the mouse over the weight boxes will display the maximum and minimum programmable
values). This calculation takes into consideration a factor which ensures that, irrespective of the position or lifting
sequence of the lift axles, or the wheelbase of the trailer, the defined axle lifting loads will ensure that overloading
does not occur and the lift axles remains stable.
Initiation of lift axle control

By means of the diagnostic program ECUtalk®, it is possible to define whether the lift axle control should be
active when the trailer is stationary and the ignition
is switched “ON”, i.e. the lift axle would be raised -
provided the load state allows this, or whether the lift
axle control should begin only when a speed threshold
is exceeded. The thresholds are:
• “Yes” - lift axle control is enabled at standstill and
all speeds.
TEBS G2.0/G2.1/G2.2 Standard up to CN 1023
• “No (Enable at any speed)” - this is the speed
at which the wheel speed sensor outputs are
detected.
• “No (Enable at configured SP speed) - this is
linked to the Speed Pulse (SP) which has a default
switching speed of 16 km/h. This default will apply
in the event that either no SP function is configured, TEBS G2.2 Standard (CN1030 and above)/
or the SP speed is not changed from the default Standard Plus/Premium
value.
With a “No” option selected, once the lift axle is lifted, irrespective of whether at standstill or after the SP speed, it
will remain so until either a higher loading state is detected or a ‘lower lift axle’ control is activated – which can take
place electrically or pneumatically – or the ignition is switched “OFF”. This means that the option “Lift axle active at
standstill” relates only to the period that the trailer is stationary with the ignition switched “ON”.
TEBS G2.2 Premium (CN2111 and CN2211)
Certain variants of TEBS G2.2 Premium have the

additional option of “Silent mode” for Lift Axle Control.
These variants have the text “LC Silent” in the

description when selecting the variant in the ECUtalk®
Starter program.
PD-214-F101
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
When “Silent mode” is available two further options are

listed:
• “No (Silent mode. Enable at any speed)”.

• “No (Silent mode. Enable at configured SP speed).
If lift axle control at standstill is disabled using one of Certain variants of TEBS G2.2 Premium
the “Silent mode” options, lift axles will remain in their
last position at standstill even if the load changes. The
lift axle will be then raised or lowered once the vehicle
moves (at any speed) or when the vehicle exceeds the
SP speed (enable at configured SP speed) depending
on the option selected.
If the SP speed is changed, for example to 20 km/h, then lift axle control will not commence until after this speed has
been reached. By linking the lift axle control to the SP speed it is ensured that the suspension is reset to the driving
condition before any lift axle control commences. This is desirable as the air spring pressure measured by the TEBS
Brake Module may not be representative of the load condition during operation of the raise/lower valve.
Note:
Even if lift axle control is disabled (one of the “No” options selected) and the vehicle is at standstill or its speed is
below the speed at which control is re-enabled, any Traction Help (TH) or Manoeuvring Help (MH) command will
be responded to by the suspension control.
The Lift Axle Control is reset to normal as described above.
Note:
When the TEBS Brake Module has an electrical AUXIO configured to “Speed Pulse” (SP) and raise / lower valve
SV3801 is connected, the maximum duration of the “Speed Pulse” signal must not exceed the default setting of
5 seconds otherwise overheating of the module ECU may occur.
Lift axle control on tipping trailers

Certain variants of TEBS G2.2 have the additional option of lowering all lift axles during tipping. This can be found on
the “Lift axle general” settings.
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
The priority of lift axle control relative to other functions is shown below:
Priority Function Description

Highest Auxiliary Design Language (ADL) An ADL program may override any calculated lift axle
state.
Activation
ISO 11992 or J1939 CAN A command such as Raise or Lower a lift axle will
of a
commands disable all lower priority functions.
function
will Driver request Driver request via a connected manual switch input
override such as Traction Help or via use of the service brakes.
any action ISO 11992 CAN ATC status ‘ATC Active’ will cause an automatic Traction Help
requested request.
by a iCorner An iCorner command will override any iCargo or
function Automatic Lift Axle Control command.
with a
iCargo An iCargo command will override any Automatic Lift
lower
Axle Control command.
priority
Automatic Lift Axle Control (LAC) If no other request is active then the Automatic Lift Axle
Lowest Control will take control of the lift axles.
Note:
Lift axle control is automatically disabled if the pressure in the air bags falls below 25% of the configured unladen
pressure or if the reservoir pressure falls below 2.5 bar.
Lower Lift Axle (LL)

Forcing a lifted axle to lower when the automatic control dictates that it should be in the lifted position is often a
desirable function, e.g. to assist manoeuvring, and has been integrated in the TEBS Brake Module. It can be realised
by any of the following methods:
1. Tri-state inputs via single wire connection to either pin 4 or 5 where the following conditions will be recognised as
requiring ‘Lower Lift axles’:
• Change of state – open circuit to 12 / 24 V
• Change of state – open circuit to ground
2. AUXIOs 1, 2 and 3 require a 2-wire connection (with their respective return lines) to recognise a change in state
from open to short circuit or short circuit to open circuit.
3. Inputs S-E and S-F (TEBS G2.0, G2.1 and G2.2 Premium 2S/2M and 4S/3M configurations only) may be used with a
2-wire connection, as above, or as tri-state inputs, as above (with the two connections linked).
4. Activation via actuation of the brakes.
5. Manual operation via the Trailer Information Module (TIM G2)
6. Signal transmitted from the tractor via a specific message request included in ISO 11992 (CAN) data
communications.
Note:
A signal received via the ISO 11992 communications data link will take priority over normal lift axle control signals
(see table above).
PD-214-F101
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
When a switched voltage signal or a ground Select ECUtalk® option

Switch type Functions
signal is used, the associated switch may be of G2.2 Standard Plus
used available G2.0/2.1/2.2 Standard
the momentary type (non-latching) or permanent and Premium
type (latching) and the TEBS G2 Brake Module LL_ALL_M
Momentary
LL_LAC1_M Input momentary switch Momentary
will automatically recognise the single change (non-latching)
LL_LAC2_M
in state. If a ‘momentary’ switch is used then LL_ALL_P
Permanent
the ‘_M’ function must be configured and if a (latching)
LL_LAC1_P Input permanent switch Permanent
LL_LAC2_P
‘permanent switch is used the ‘_P’ function must
be configured.
Lower All Lift Axles (LL_ALL_M and LL_ALL_P)
This function lowers all lift axles when the switch is activated and overrides any normal lift axle control present (see
table above).
Lower All Lift Axles controlled by LAC1 (LL_LAC1_M and LL_LAC1_P)

This function lowers all lift axles controlled by LAC1 when the switch is activated.
Lower All Lift Axles controlled by LAC2 (LL_LAC2_M and LL_LAC2_P)
This function lowers all lift axles controlled by LAC2 when the switch is activated.
Notes:
After selection of ‘Lower Lift axle’ as described above by means of a momentary switch, the lift axle control will
remain disabled unless the switch is pressed again or ’Traction Help’ is selected or the ignition is turned off.
When a permanent switch is used its selection will result in the lift axle being lowered. To re-activate ’Lower Lift
axle’ the switch must first be deactivated before a second actuation is possible.
TEBS G2.2 Standard (CN1030 and above)/Standard Plus/Premium
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
Advanced Lift Axle Control (LLTH)

This is a combined function which offers the Traction Help (see PD-214-F102, Document No. Y136119) and lift axle
lowering via the same input. The following logic is implemented (for momentary switch only supplied through spare
pin in the ISO 3731 or ISO 12098 connector):
- signal active for more than 5 seconds and less than 10 seconds = Lift Axle Lower
- signal active for more than 10 seconds = will be ignored, TEBS stays in normal lift axle control mode.
Note:
With TEBS G2.0/G2.1/G2.2 Standard the switch must be selected as ‘momentary’.
With TEBS G2.2 Standard Plus and Premium the switch defaults to ‘momentary’ and does not allow any change.
TEBS G2.2 Standard (CN1030 and above)/Standard Plus/Premium
PD-214-F101
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
Lift Axle Control via operation of the service brakes

Activation of lift axle control (‘Lower Lift axle’ and
p4 [bar]
‘Traction Help’ - see PD-214-F102, Document No.
Y136119) via actuation of the brakes is a standard
3.0
feature within the TEBS G2 Brake Module therefore no
additional wiring or system configuration is necessary
− only configuration of a lift axle is required. To realise
the ‘Lower Lift axle’ function via brake actuation the
following criteria must be fulfilled: 0.4
• The vehicle must be stationary with the ignition t

2s 8s
“ON”. TEBS-G2-072
• If the towing vehicle is connected via a 5 pin ISO

7638 connector − no brake application is made
from any source (hand brake or foot brake) for a
period of 2 seconds.
• If the towing vehicle is connected via a 7 pin ISO
7638 connector − no ISO 11992 (CAN) brake
application is made, irrespective of whether a
pneumatic braking demand is present or not, for a
period of 2 seconds.
• Then within a period of 8 seconds, 3 brake
applications must be made where the braking
demand must exceed 3 bar and then fall to below
0.4 bar on each application. The figure graphically illustrates the characteristic.
• This lift axle control function via brake actuation is enabled by default but can be turned off under the “Miscellaneous”
tab and “Change configuration”.
Note:
ADL files (see PD-214-F950, Document No. Y136136) are available that are able to provide different lift axle
control functionality to that described above.
Recommended Valves for Lift Axle Control
Ports
1)
Part No. will carry the suffix N00 denoting
Part No. Type No. Operation 1, 11, 21, 23 Port 3 that it is supplied without packaging
2)
Replaces valves K008546, K014117, K035570
3)
PTC = push-to-connect
K125537 1)2)
24 V Solenoid M16 x 1.5 M16 x 1.5 4)
this valve needs to be connected to
AUXIO1 or 2. The output voltage for these
K015384 1)
24 V Solenoid connections has to be set to
AE 1141 PTC 3) for exhaust valve 6 V. This is necessary to protect the
K017224 1)
Air operated fitted 5) 12 V solenoid against overheating.
R8x1 (not removable) 5)
Valves manufactured before the middle of
K019882 1)
12 V Solenoid 4) 2015 had a M16x1.5 port fitted with an
exhaust valve.
For further details on these valves see PD-503-400, Document No. Y050267
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
External Lift Axle Control

If the control of the lift axle(s) is not being managed by the TEBS Brake Module it is essential, if the Roll Stability
Program (RSP) is being used, that the status of the lift axle(s) is know by the module. In this situation the status of
the lift axle(s) must be signalled to the TEBS Brake Module though the “ext LAS” input(s). Firstly, configure the lift
axles as described previously then on the Auxiliary Inputs/Outputs tab do not configure LAC output but for each lift
axle configure the “ext LAS” input:
TEBS G2.2 Standard (CN1030 and above)/

Standard Plus/Premium
Note:
Note:
For further guidance on using a lift axle with TEBS see PD-214-F100, Document No. Y233953 or Installation
Instructions, Document No. Y168693 available at www.Knorr-BremseCVS.com.
PD-214-F101
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
Typical Wiring Diagram - TEBS G2.1 with electrical LAC1 and LAC2 outputs
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
LAC1 3 2 AUX IO 2
4
BK 3 AUX IO 3
7
1 2 3 4 5 6
5 SENS_In / TriState 2
12 11 10 9 8
1 BK
YE 6 SENS_GND
2
LAC2 3 BK 7 Brake-Light 24V
4
B
9 5V-CAN-L
10 5V-CAN-H
1
2
ISO 12098 3
4
YE
S-E
5
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13
14
Junction box
Junction box
15
TEBS-G2-053aw
Typical Wiring Diagram - TEBS G2.2 with electrical LAC1 and LAC2 outputs
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H TEBS G2.2 Standard - ECU

2
BN 4 GND_M
WH
3
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
LAC1 3 2 AUX IO 2
4
BK
3 AUX IO 3
4 SENS_GND
5
7
1 2 3 4 5 6
BK
12 11 10 9 8
1 6
2 YE SENS_Sup / TriState 1
4
A
9 5V-CAN-L
10 5V-CAN-H
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 BK
8 2
D
9
10 3
C
11 4
S-C
12
13 Junctionbox
Junction box
14
15
TEBS-G2.2-053aw
TEBS G2
Doc. No. Y136118 (EN - Rev. 005)
Typical System Diagram - pneumatic LAC output
"Supply"
28
KNORR-BREMSE
ECU
TEBS G2
"Control" 21 21 23 Lift
4
Axle
11 1 Valve
ISO 1185 (24N)
ISO 7638 (7Pin)
Revision Details
Rev. 004 February 2016 Silent mode added for TEBS G2.2 Premium. External Lift Axle Control section
added.
Rev. 004 May 2016 Correction - Silent mode clarified on pages 4 and 5.
PD-214-F102
Product TEBS G2
Traction Help (TH)
September 2016
Doc. No. Y136119 (EN - Rev. 003)
September 2016
Function
The Traction Help function temporarily controls the lifting
axles of the trailer such that a higher load is imposed on
the drive axles of the towing vehicle in order to improve
traction.
Operation
kg
It is often the case that, due to poor road conditions,

the driver of a semi-trailer combination may experience Wheelbase
difficulty in pulling away from rest or loses traction at low
speed. When the trailer is equipped with one or more lift
axles it is possible to use the weight distribution changes
between an axle being lifted or lowered to increase the
imposed load on the coupling with the tractor thereby
increasing the load on the tractor drive axles and their tractive power capabilities.
However, European legislation defines specific requirements for axle overload and maximum operating speed when
using ‘Traction Help’. These requirements are defined within Directive 97/27/EC as amended by Directive 2003/19/
EC as follows:
“The use of a traction help function may only overload any axle by up to 30% of its permitted maximum load until the
vehicle speed has reached 30 km/h after which any lifted axle must automatically lower”.
For practical reasons a manual lift axle control system cannot fulfil this requirement as lifting an axle within a bogie
without any form of load control is likely to result in the axles remaining on the ground exceeding the 30% overload
value. Additionally, once moving, the driver would have to stop to manually lower the lifted axles which again may
result in subsequent traction problems.
The lift axle and ‘Traction Help’ control integrated into the TEBS Brake Module automatically includes criteria to
ensure that the legislative requirements are fulfilled.
For ‘Traction Help’ to operate the trailer must have either a lift axle or the capability of exhausting the air from the
air springs of certain axles on the trailer to increase the imposed load on the coupling. Selecting ‘Traction Help’
mode may be done automatically by the tractor via signals transmitted over the ISO 11992 CAN bus (requires
TEBS G2.1 software version 700.137 or greater), or the driver must be able to select the function by means of a
signal transmitted to the TEBS Brake Module. Any of the input connections may be used for the Traction Help input.
The signal can be presented in various ways. The Knorr-Bremse TEBS Brake Module offers the following options for
doing this (one or more of these may be used):
1. Tri-state inputs via single wire connection to either pin 4 or 5 (TEBS G2.0/G2.1) or pin 5 or 6 (TEBS G2.2) of the
In-Out Connector where the following conditions will be recognised as requiring ‘Lower Lift axles’:
2. AUXIOs 1, 2 and 3 require a 2-wire connection (with their respective return lines) to recognise a change in state
from open to short circuit or short circuit to open circuit.
3. On TEBS G2.0/G2.1/G2.2 Premium only, inputs S-E and S-F (2S/2M and 4S/3M configurations only) may be used with
a 2-wire connection, as above, or as tri-state inputs, as above (with the two connections linked).
TEBS G2
Doc. No. Y136119 (EN - Rev. 003)
Traction Help (TH) September 2016
4. Activation via actuation of the brakes.

5. Manual operation via the Trailer Information Module (TIM G2), when configured.
6. Signal transmitted from the tractor via a specific message request included in ISO 11992 (CAN) data
communications, including as a result of ATC (traction control) intervention on the towing vehicle (if present).
Note:
A signal received via the ISO 11992 communications data link will take priority over normal lift axle control signals.
When a switched voltage signal or a ground signal is used, the associated switch may be of the permanent type
or momentary type and the TEBS Brake Module will automatically recognise the single change in state. When a
permanent switch is used and the vehicle speed exceeds 30 km/h, the lifted axles will automatically be lowered.
Should the vehicle speed then fall below 30 km/h the lowered axles will remain on the ground. To re-activate ‘Traction
Help’, the switch must first be deactivated before a second actuation is possible.
Generally, ‘Traction Help’ is used in conjunction with a front lift axle within the semi-trailer bogie. In this case the
effective wheelbase of the trailer will increase when the axle is raised, which results in some of the load previously
supported by the lifted axle being transferred to the tractor and the remainder onto the axles of the trailer remaining
on the ground. The ratio of the load distribution is effectively controlled by the ratio of the effective wheelbases
between lowered and lifted states. It is also possible to have a ‘Traction Help’ function with a rear lift axle. However
increasing the imposed load on the tractor coupling can only be realised by lowering of the rear lift axles as this action
results in an increase in wheelbase. Both of these control elements are integrated into the TEBS Brake Module and,
during configuration, it is necessary to define the location of the lift axles, whether they are controlled by LAC1 or
LAC1 and LAC2, and the respective wheelbase and axle spread. See PD-214-F101, Document No. Y136118. From
this information the lifting or lowering of lift axles will be automatic to achieve the ‘Traction Help’ function.
To achieve this in ECUtalk® use the “Change configuration” option under the “Auxiliary I/O” tab.
PD-214-F102
TEBS G2
Doc. No. Y136119 (EN - Rev. 003)
September 2016 Traction Help (TH)
Select the input connection and the method of switching:
To achieve this in ECUtalk® use the “Change configuration” option under the “Auxiliary I/O” tab. Select the ‘TH/MH’
option and choose the input connection and method of switching:
TEBS G2
Doc. No. Y136119 (EN - Rev. 003)
Axle overload control:

As defined above, legislation controls the amount
of axle overload permitted and, as it is possible to
exceed the prescribed value when axles are at or
close to their maximum permitted load, it is necessary
to recognise this condition and react accordingly. To
TEBS G2.0/G2.1/G2.2 Standard up to CN1023
prevent axle overload, first the condition is recognised
by the TEBS Brake Module based on the measured
air spring pressure at port 42 and then, by repeatedly
cycling the lift axle control between lifted and lowered,
the average axle load is controlled to fulfil legislative
requirements.
The degree of permitted overload and the speed
limit can be adjusted in ECUtalk® using the “Change
configuration” option under the “Auxiliary I/O”,
“TH & MH” tab:
TEBS G2.2 Standard (CN1030 and above), Standard
Plus and Premium: Standard Plus/Premium
These versions of TEBS G2.2 offer a further option of
“Classic Mode” or “Air Saving mode”:
• Using the Classic mode the TH load will be increased to the set percentage, then be reduced by 10% and
afterwards continue to cycle between these loads.
• Using the Air Saving mode the TH load will be increased to the set percentage and will then be returned to the
normal setting.
Tip:
Should it be required to switch off ‘Traction Help’ at a speed below the automatic lowering speed (30 km/h), this
can be realised by using the ‘Lower Lift axle’ option. See PD-214-F101, Document No. Y136118.
Automatic Traction Help

This is an option available to link the Traction Help
function on the trailer to the automatic traction control
on the towing vehicle.
TEBS G2.0/G2.1/G2.2
When “Yes” is selected, Traction Help on the trailer will Standard up to CN1023
be activated automatically by the traction control on
the towing vehicle.
When “No” is selected, Traction Help on the trailer
will not be activated by any traction control signal or
TEBS G2.2 Standard
ISO 11992 message from the towing vehicle.
(CN1030 and above)/
PD-214-F102
TEBS G2
Doc. No. Y136119 (EN - Rev. 003)
September 2016 Traction Help (TH)
Note:
ADL files are available that are able to provide different ‘Traction Help’ functionality to that described. See
Advanced Lift Axle Control (LLTH)

This is a combined function which offers the Traction Help and lift axle lowering via the same input. The following logic
is implemented (for momentary switch only):
- signal active for more than 5 seconds and less than 10 seconds = lift axle lowering
- signal active for more than 10 seconds = will be ignored, TEBS reverts to normal lift axle control mode.
This input is normally supplied from a cab-mounted switch through a spare connection in the ISO 3731 or ISO 12098
connection.
Traction Help (TH) via operation of the service brakes

Activation of lift axle control (‘Lower Lift axle’ and ‘Traction Help’) via actuation of the brakes is a standard feature within
the TEBS G2 Brake Module therefore no additional wiring or system configuration is necessary − only configuration
of a lift axle is required. To realise the ‘Traction Help’ function via brake actuation the following criteria must be fulfilled:
• The vehicle must be stationary with the ignition “ON”.
• If the towing vehicle is connected via a 5 pin ISO 7638 connector − no brake application is made from any source
(hand brake or foot brake) for a period of 2 seconds.
• If the towing vehicle is connected via a 7 pin ISO 7638 connector − no ISO 11992 (CAN) brake application is
made, irrespective of whether a pneumatic braking demand is present or not, for a period of 2 seconds.
• Then within a period of 8 seconds, 3 brake applications must be made where the braking demand must exceed
3 bar and then fall to below 0.4 bar on each application. This activates the ‘Lower Lift axles’ function.
• Before ‘Traction Help’ can be selected, it is necessary to first select ‘Lower Lift axles’ by following the procedure
defined above. There must then be a period of at least 2 seconds when no braking demand (pneumatic or CAN)
is present, after which a further 3 brake applications must be made within a period of 8 seconds. Note, during
each brake application the brake demand must exceed 3 bar and then fall to below 0.4 bar. The figure graphically
illustrates the characteristic.
p4 [bar] Lower Lift Axles Traction Help
3.0
0.4
t
2s 8s 2s 8s
TEBS-G2-072a
TEBS G2
Doc. No. Y136119 (EN - Rev. 003)
This ability to activate lift axle control via the service

brakes is enabled by default but can be turned
off under the “Miscellaneous” tab and “Change
configuration”.
Note: For more information on ECUtalk® use the ‘on-line’ help function by pressing “F1” or see the Product
Information Document No. Y051496 available at www.Knorr-BremseCVS.com.
Typical Wiring Diagram - TEBS G2.2 with traction help input, electrical LAC output
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
3

7 GND_H
2
BN 4 GND_M
WH
3
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
LAC1 2
3 2 AUX IO 2 In-Out
4
BK
3 AUX IO 3
4 SENS_GND
5
7
1 2 3 4 5 6
BK 12 11 10 9 8
WH 7 Brake-Light 24V
A
9 5V-CAN-L
10 5V-CAN-H
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 WH
8 2
D
BK
1
9
10 3
TH
C
11
S-C
12 4
13 Junction box
14
15
TEBS-G2.2-053b
Revision Details
Rev. 002 November 2015 Correction - G2.2 Premium added to point 3 on page 1.
same as G2.2 Standard Plus and Premium. Classic and Air Saving modes
added on page 4. Diagram on page 6 changed to TEBS G2.2.
PD-214-F103
Product TEBS G2
Manoeuvring Help (MH) September 2016
Doc. No. Y136120 (EN - Rev. 003)
September 2016
Function
The Manoeuvring Help function temporarily controls the
lifting axles of trailers to reduce the effective wheelbase
of the combination in order to improve manoeuvrability.
Wheelbase
Operation Example 1
This function is designed to always reduce the effective Without Manoeuvring Help
wheelbase of the trailer, irrespective of where the lift

axles are located, thereby enabling the trailer to be
manoeuvred more easily in confined spaces. When
’Manoeuvring Help’ is configured and activated the Effective Wheelbase
TEBS Brake Module controls the appropriate trailer lift

axles such that the effective wheelbase is temporarily With Manoeuvring Help
reduced. The function is only available up to a speed of Rear lift

axle raised
30 km/h above which the controlled axles will return to
their normal automatic control mode.
Effective Wheelbase reduced
Example 2
Without Manoeuvring Help
Effective Wheelbase
With Manoeuvring Help
Front lift
axle lowered
Effective Wheelbase reduced
TEBS G2
Doc. No. Y136120 (EN - Rev. 003)
To realise this capability the TEBS Brake Module can be configured for ’Manoeuvring Help’ on the following connections
(one or more of these may be used):
1. Tri-state inputs via single wire connection to either pin 4 or 5 (TEBS G2.0/G2.1) or pin 5 or 6 (TEBS G2.2) of the
In-Out Connector where the following conditions will be recognised as requiring ‘Lower Lift axle(s)’:
2. AUXIOs 1, 2 and 3 require a 2-wire connection to recognise a change in state from open to short circuit or short
circuit to open circuit.
3. On TEBS G2.0/G2.1/G2.2 Premium only, inputs S-E and S-F (2S/2M and 4S/3M configurations only) may be
used with a 2-wire connection, as above, or as tri-state inputs, as above (with the two connections linked).
This input is normally supplied from a cab-mounted switch through a spare connection in the ISO 3731 or ISO 12098
connection.
4. Manual operation via the Trailer Information Module (TIM G2), when configured.
The configuration of the Manoeuvring Help function can be achieved using the ECUtalk® software once the lift axle
control (or iCargo function) has been configured (see PD-214-F101, Document No. Y136118):
Under the “AUXIO I/O” tab select “Change Configuration”. Then under “AUXIO settings select the input connection
(Pin) and the method of switching:
Note:
PD-214-F103
TEBS G2
Doc. No. Y136120 (EN - Rev. 003)
September 2016 Manoeuvring Help (MH)
To achieve this in ECUtalk® use the “Change configuration” option under the “Auxiliary I/O” tab. Select the ‘TH/MH’
option and choose the input connection and method of switching:
Axle overload control:

Legislation controls the amount of axle overload
permitted and, as it is possible to exceed the
prescribed value when axles are at or close to their
maximum permitted load, it is necessary to recognise
this condition and react accordingly. To prevent axle
overload, first the condition is recognised by the TEBS TEBS G2.0/G2.1/G2.2 Standard up to CN1023
Brake Module based on the measured air spring
pressure at port 42 and then, by repeatedly cycling the
lift axle control between lifted and lowered, the average
axle load is controlled to fulfil legislative requirements.
The degree of permitted overload and the speed
limit can be adjusted in ECUtalk® using the “Change
configuration” option under the “Auxiliary I/O” tab:

TEBS G2
Doc. No. Y136120 (EN - Rev. 003)

Plus and Premium:
These versions of TEBS G2.2 offer a further option of
“Classic Mode” or “Air Saving mode”:
• Using the Classic mode the MH load will be
increased to the set percentage, then be reduced
by 10% and afterwards continue to cycle between
these loads.
• Using the Air Saving mode the MH load will be
increased to the set percentage and will then be
returned to the normal setting.
Typical Wiring Diagram - TEBS G2.2 with manoeuvring help input, electrical LAC output
RD
ISO 7638 1
BK
2
3 YE
BN RD 1 24V_VALVE
4
BK
Power
WH 2 24V_ECU
5
YE 3
1
WH/GN GND_H

6
4
BN
2
WH/BN 4 GND_M
7 WH 5
5
WL
7
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
LAC 3 2 AUX IO 2
4
WH 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
A
9 5V-CAN-L
10 5V-CAN-H
YE
11 AUX IO 3 - RET
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 BK
8 2
D
WH
1
9
1
10 MH 3
C
11
S-C
12 4
13
14 Junction box
15
TEBS-G22-053c
Revision Details
Rev. 002 November 2015 Correction to point 3 on page 2.
same as G2.2 Standard Plus and Premium. Classic and Air Saving modes
added on page 4.
PD-214-F104
Product TEBS G2
February 2016
Doc. No. Y136121 (EN - Rev. 002)
February 2016
iCargo
Function
On semi-trailers and centre-axle trailers, the
axle/bogie will act as a pivot point that, depending on
the positioning of the cargo carried by the trailer, will
influence the loading of the towing vehicle. In many
multi-drop operations, if the cargo is badly positioned
or if some cargo is off-loaded without consideration for
the distribution of the remaining cargo, this can result in
kg
overloading of the towing vehicle’s drive axle(s).
iCargo is a function within Knorr-Bremse’s TEBS G2
braking systems (with the Trailer Brake Module (TBM)
having the relevant software version) which interfaces
with the trailer’s air suspension system and adjusts the
pressure in the air bags of an axle to move the effective
bogie centre line and attempt to bring the load on the
driving axle of the towing vehicle down to the legal
maximum.
A further benefit of iCargo is reduction in tyre wear.
Operation
iCargo is a function of the TEBS G2 braking systems which interfaces with the trailer’s air suspension system and
adjusts the pressure in the air bags of an axle to adjust the load carried by that axle. The TEBS G2 TBM with iCargo
also controls the brakes on that axle separately. The iCargo system requires the braking system to be a 4S/3M
system and so it is only suitable for TEBS G2 systems with “Premium” Brake Modules.
Example: 3-axle semi-trailer with iCargo controlling axle 3

The suspension pressure in the air bags of axles 1 and 2 is
measured by the pressure transducer in port 42 of the TBM
while the pressure in the air bags on axle 3 is measured by the
transducer in port 42 of the Trailer Electro-Pneumatic Module - Axle loading OK OK
Premium (TEPM-P). The signal for the transducer in the TEPM-P

is then fed to the TBM. iCargo constantly monitors the bogie
load carried by axles 1 and 2 as a percentage of the total bogie
load.
Axle loading Over OK
If the cargo distribution has resulted in load being removed behind (without
iCargo)
loaded
the trailer bogie, when iCargo recognises that there is a risk of

overloading the tractor’s drive axle because of the cargo forward
of the trailer’s bogie, iCargo will reduce the pressure in the air bag
on axle 3 using the Pressure Control Valve (PCV). This will result in
more load being carried by axles 1 and 2, and less being imposed Axle loading
(with
OK OK Air bag
pressure
on the king pin and consequently the tractor’s drive axle. iCargo iCargo) reduced
will ensure that the non-controlled axles of the trailer will be laden
up to its programmed maximum (see page 4). The default setting
is 100%. If this load figure has been reduced during ‘Set Up’ then iCargo will adjust the load accordingly.
TEBS G2
Doc. No. Y136121 (EN - Rev. 002)
iCargo February 2016
Example: 2-axle centre-axle trailer with iCargo controlling axle 2

The suspension pressure in the air bags of axle 1 is measured by
the pressure transducer in port 42 of the TBM, while the pressure
Coupling loading OK OK
in the air bags on axle 2 is measured by the transducer in port 42
of the TEPM-P. iCargo constantly monitors the load carried by
axle 1 as a percentage of total bogie load. If the cargo distribution
has resulted in load being removed behind the trailer bogie, when
iCargo calculates that there is a risk of overloading the towing Coupling loading Over OK
vehicle’s drive axle because of the cargo forward of the trailer’s (without iCargo) loaded
bogie, iCargo will operate as in the semi-trailer example above.
Example: 2-axle centre-axle trailer with iCargo controlling axle 1 Coupling loading
(with iCargo)
OK OK Air bag
pressure
reduced
On a centre-axle trailer which carries a fork lift truck on the rear
of the trailer to assist in unloading, when the trailer is unladen
the presence of the fork lift truck will reduce the load on the
trailer coupling which could lead to instability of the trailer. In this
situation iCargo would be installed on axle 1 to move the fulcrum
point towards the rear and counter the effect of the fork lift truck. Coupling loading Stable
The activation of iCargo results in the reduction of load imposed

on the axle it controls and this will increase the risk of wheel
locking during braking. For this reason the service braking Coupling loading
(without iCargo)
Unstable
of this controlled axle is always supplied through the TEPM-P

thus enabling independent ABS control of the axle controlled by
iCargo.
In general iCargo is deactivated when the bogie load falls below Coupling loading Stable Air bag
(with iCargo) pressure
‘Disable iCargo’ setting (see Set Up). Below this load the trailer reduced
is lightly loaded and there is no need for its function. iCargo is

not re-activated until the bogie load exceeds the ‘Enable iCargo’ setting (see Set Up).
Note:
• within iCargo the air bags of the controlled axle have a configurable minimum pressure below which
the pressure is not reduced. This prevents bouncing of the axle which may cause damage to the trailer
or the road.
• during iCargo operation, any lift axle forward of the fixed axle, or forward of the axle controlled by
iCargo will be lowered automatically, as keeping it raised would have a negative effect on iCargo’s
performance.
• when iCargo is not active (‘Disabled), the axle(s) controlled by iCargo is treated as a normal lift axle
under the control of the automatic lift axle control logic.
iCargo can be disabled in several ways:

• iCargo disable switch connected to any AUXIO pin.
• “Traction Help” (TH) request from the towing vehicle
• activation of the “Automatic Traction Control” (ATC) function on the towing vehicle.
• bogie load falls below the setting of ‘Disable iCargo’ (see Set Up).
The priority of iCargo relative to other functions is shown below:
PD-214-F104
TEBS G2
Doc. No. Y136121 (EN - Rev. 002)
February 2016 iCargo

Highest Auxiliary Design Language An ADL program may override any calculated lift axle
(ADL) state.
Activation
ISO 11992 or J1939 CAN A command such as Raise or Lower a lift axle will
of a
commands disable all lower priority functions.
function
will Driver request Driver request via a connected manual switch input
override such as Traction Help.
any action ISO 11992 CAN ATC status ‘ATC Active’ will cause an automatic Traction Help
requested request.
by a iCorner An iCorner command will override any iCargo or
function Automatic Lift Axle Control command.
with a
iCargo An iCargo command will override any Automatic Lift
lower
Axle Control command.
priority
Automatic Lift Axle Control (LAC) If no other request is active then the Automatic Lift
Lowest Axle Control will take control of the lift axle(s).
TEBS G2.0/G2.1 Premium TEBS G2.2 Premium

Set Up
Setting up of iCargo is carried out using

the Knorr‑Bremse diagnostic software.
ECUtalk® (version 2.3.16.0 or higher is
required). This can be downloaded from
www.Knorr‑BremseCVS.com in the
“Download Software” section.
Note: example shown here is a

3-axle semi-trailer.
Use ECUtalk®, select “Information” then

“Change Configuration” to configure the
system.
Click “Next”.
Select the axle to be controlled by iCargo.
Note: on semi-trailers the axle is the rearmost by default,

on centre-axle trailers the axle controlled by iCargo can
be either behind or in front of the non-lifting axle.
Click on “Next”.
TEBS G2
Doc. No. Y136121 (EN - Rev. 002)
Set the required control parameters. iCargo can be

TEBS G2.0/G2.1 Premium
automatically disabled below a given axle/bogie load
(“Disable iCargo”) and re-enabled above a higher
axle/bogie load (“Enable iCargo”).
Once iCargo is ‘disabled’ below the set axle/bogie
load, the controlled axle will have only a minimum
pressure maintained in its air bags - the default
pressure is 0.5 bar but this can be adjusted. This
pressure is the minimum that will be retained in
the air bags during any iCargo and lift axle control
operation. Retaining a minimum pressure prevents
the axle being damaged due to oscillation or
bouncing on poor road services and mimics use
of a pressure retention valve fitted in conventional
suspension control circuits.
The “Load [%]” setting controls the degree of
load that can be experienced on the other (non-
controlled) axle(s). The default is set to 100% but it
is also be possible to program different values (from
90% upwards). TEBS G2.2 Premium
Click on “OK” when all of the required parameters

are set. iCargo is now ready for operation.
Note: Ensure that the recommendations of

the axle manufacturer are observed
with regard to overload.
Note: It is the vehicle manufacturer’s

responsibility to ensure that the air
suspension system is capable of
supplying sufficient air pressure and
volume to the air bags of the axles not
raised or off-loaded during iCargo
operation to ensure that the required
axle load is carried by those axles.
PD-214-F104
TEBS G2
Doc. No. Y136121 (EN - Rev. 002)
System Requirements
iCargo requires the following components:

In the range
K019300 to K019309* TEBS G2.0 Premium Brake Module (TBM)
or ES2060 or
K019310 to K019319* TEBS G2.1 Premium Brake Module (TBM)
[Software version 700.137 or higher]

OR
K110612* ES2095 TEBS G2.2 Premium Brake Module (TBM)

K027900 ES2071 (TEPM-P)
K038468 - Pressure Control Valve (PCV)
K002277, K002278, PCV Connecting Cables

-
K002279* (3, 9, 15 m) from PCV to TBM only
K095321* PCV Connecting Cable with diodes (1.5 m)

-
from PCV to TBM or TEPM-P
See PD-272-025, Document No. Y142784

* alternatives depending on vehicle design specification
iCargo may be fitted on trailers with lift axle control (LAC) (see PD-214-F101, Document No. Y136118) and iCorner
TEBS G2
Doc. No. Y136121 (EN - Rev. 002)
Installation
iCargo - typical installation (TEBS G2.0/G2.1)
4 2
71
1 TEBS G2 Premium Brake

Module (TBM)
2 Trailer Electro-Pneumatic
Module Premium (TEPM-P)
3 Pressure Control Valve (PCV)
4 Levelling Valve
iCargo003bw
iCargo is a function of the TEBS G2 braking systems and requires the fitment of a suitable TEBS G2 Premium Brake
Module (TBM) plus a Trailer Electro-Pneumatic Module Premium (TEPM-P) and a Pressure Control Valve (PCV) - see
‘System Requirements’ on page 5. The TEPM-P is used to control the service braking on the axle to be controlled
by iCargo and the PCV controls the air pressure in the air suspension on that axle. All other equipment is as would
be installed on a standard TEBS G2 system.
Note: Knorr-Bremse recommends a minimum air suspension reservoir capacity of 120 litres for iCargo.
During iCargo operation the pressure in the air bags of the controlled axle will be reduced and so the system must
provide separate anti-lock (ABS) control of the service brakes on that axle. This is achieved by having a 4S/3M
system with the TEPM-P acting as the third modulator.
The TBM should be installed as specified in the PD-214-200, Document No. Y050635. The PCV should be installed
centrally above the controlled axle, ideally with the supply to the air bags coming from a T-piece at the PCV. The air
suspension connection to port 42 of the TEPM-P must come from the air bag on that axle which is further from the
PCV.
The TEPM-P and PCV are connected to the In-Out Connector of the TEBS G2 Brake Module.
A iCargo disable switch should be fitted to allow the driver to disable the function.
PD-214-F104
TEBS G2
Doc. No. Y136121 (EN - Rev. 002)
Typical Wiring Diagram - TEBS G2.1 Premium with iCargo output
RD
ISO 7638 1
BK
2
3 YE
4 BN
S-D
WH
5
6 WH/GN
7 WH/BN
S-F
Pressure Control
RD
Valve (PCV)
(BK) 1 24V_VALVE
6.1 1
(WH) BK
Power
6.2 2 2 24V_ECU
6.3 3 (YE)
YE
1
4 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
YE
S-B
1 AUX IO 1
In-Out
BK
2 AUX IO 2
6 YE 3 AUX IO 3
18
1
1 1
7
1 2 3 4 5 6
(YE) (YE) 5 SENS_In / TriState 2
7 2 2
12 11 10 9 8
3 3
4 4 6 SENS_GND
2 (BK) 5 5 (BK)
(WH) (WH) 7
(TEPM-P)
6 6 Brake-Light 24V
10 11 12
13 14 15 16 17 18
3
6
(BN) 7 7 (BN)
4
5
8 Brake-Light GND
B
5
X1
4
8 WH
3
9 5V-CAN-L
9
2
10 BN 10
1
5V-CAN-H
11
WH 11 AUX IO 12 - RET
12
13 BK
14
12 AUX IO 3 - RET
15
16
17
S-E
S-A
S-C
iCargo_002
TEBS G2
Doc. No. Y136121 (EN - Rev. 002)
Typical Wiring Diagram - TEBS G2.2 Premium with iCargo output

S-B
S-F
D
WH
5V-CAN-L 1
X1
C
2
S-E
3
4
5
24 V (+) 6
YE
(TEPM-P)
BN YE 1 AUX IO 4
10 11 12
13 14 15 16 17 18
6
In-Out 2.3
5V-CAN-H 7
BK
5
8 2 AUX IO 4 - RET
2
4
9 AUX IO 5
3
10
4
AUX IO 5 - RET
2
11
WH 4
1
12 5V-BRAKE CAN-L
6
14
15
16 1 SENS_Sup2
In-Out 2.4
17
BK 2 SENS_GND2
2
GND (-) 18
3 AUX IO 6

3
4
4 AUX IO 6 - RET
S-A
5 SENS_In2
6
6 n/c
In-Out 2.5
2
2
RD
ISO 7638 1
BK
3
4
2 4
3 YE
5
6
BN
4 6
WH
5
WH/GN
6
WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
3 GND_H
2
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
YE
1 AUX IO 1
In-Out
BK
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
WH
7
Pressure Control
Brake-Light 24V
Valve (PCV)
BK YE 8 Brake-Light GND
6.1 1
WH
A
6.2 2
6.3 3 YE 9 5V-CAN-L
4
10 5V-CAN-H
11 AUX IO 3 - RET
1 WH 12 AUX IO 12 - RET
2
ISO 12098 3
4
5 YE
6 1 WH
7
8 2
S-D
9
10 3
D
11 4
12
C
13
S-C
14
15 Junction box
TEBS-G2.2Prem_TEPM-P_iCargo
Revision Details
Rev. 001 May 2015 TEBS G2.2 Premium added.
Pressure Control Valve K008422 replaced by K038468.
Rev. 001 August 2015 Correction to wiring diagram on page 8.
Rev. 002 February 2016 Change to cable details in table on page 5.
PD-214-F105
Product TEBS G2
September 2016
Doc. No. Y136122 (EN - Rev. 002)
September 2016
iCorner
Function
On vehicle combinations using semi-trailers it is often
difficult to meet the ‘turning corridor’ required by
European Community (EC) legislation. When certain lift
axle configurations are fitted and activated, meeting the without iCorner
corridor requirement becomes impossible. In addition
the wear on the tyres of semi-trailers can be a major
contributor to running costs.
iCorner is a function within Knorr-Bremse’s TEBS G2
braking systems which interfaces with the trailer’s air
suspension system to enable the negotiation of tighter
curves without hitting the kerbs and to minimise tyre
wear.
with iCorner
Operation
iCorner is a function of Knorr-Bremse’s TEBS G2 braking systems which interfaces with the trailer’s air suspension
system and intelligently manages the pressure in the air bags of an axle to temporarily reduce the load carried by
that axle.
iCorner continuously monitors the input iCorner configured for minimum turning circle
from the wheel speed sensors and can tell
when the vehicle is entering a tight curve
or corner by the difference between the
sensor signals. iCorner is activated by
a 5% difference in wheel speed signals.
iCorner also monitors the air suspension
pressure to establish the axle/bogie Lift axle control on axle 1 axle 1 lowered
loading. Taking an example of a 3-axle by iCorner
semi-trailer with iCorner and lift axle control
on axle 1, it responds by lowering the lift
axle at the front of the bogie. This reduces
the effective wheelbase of the trailer axle 3 raised
thereby reducing the turning circle of the by iCorner
combination.
Note: it is possible that the brakes on the Lift axle control on axle 3
trailer could be applied during iCorner
operation and to avoid any tyre damage under these conditions Knorr-Bremse recommends that the service brakes
on the lift axle are controlled via a TEPM-S or TEPM-P. This requires 4S/3M operation and is suitable only for use
with ‘Premium’ brake modules.
Irrespective of the loading on the trailer, the lowering and raising of lift axles is controlled by iCorner such that the
loading on axles does not exceed the programmed maximum load. The default setting for automatically disabling
iCorner is 100%. If this load figure has been reduced during ‘Set Up’ then iCorner will adjust the load accordingly.
It is possible to define values from 90% upwards.
TEBS G2
Doc. No. Y136122 (EN - Rev. 002)
iCorner September 2016
When iCorner is configured for minimum

iCorner configured for minimum tyre wear
tyre wear, using the example of a 3-axle
semi-trailer, it will raise and lower the lift axles
(as loading permits) in order to minimise tyre
wear through: axle 1 raised
• firstly minimising the number of by iCorner
axles carrying load (reducing ‘tyre
scrub’)
• controlling the geometry of the Lift axle control on axle 1
axles carrying load to minimise tyre
wear
Note: The iCorner function is best applied
to front lift axles for minimising tyre wear.
axle 3 raised
When iCorner detects from the wheel by iCorner
speed sensor signals that the vehicle has
straightened up sufficiently, its operation
ceases and the axle controlled by iCorner Lift axle control on axle 3
is treated as a normal lift axle under the
control of the automatic lift axle control logic.
The iCorner function is deactivated during ABS and RSP operation and by certain other braking, traction and
suspension commands. The priority of iCorner relative to other functions is shown below:

Highest Auxiliary Design Language (ADL) An ADL program may override any calculated lift
axle state.
Activation ISO 11992 or J1939 CAN commands A command such as Raise or Lower a lift axle
of a will disable all lower priority functions.
function Driver request Driver request via a connected manual switch
will input such as Traction Help.
override
ISO 11992 CAN ATC status ‘ATC Active’ will cause an automatic Traction
any action
Help request.
requested
by a iCorner An iCorner command will override any iCargo
function or Automatic Lift Axle Control command.
with a iCargo An iCargo command will override any
lower Automatic Lift Axle Control command.
priority Automatic Lift Axle Control (LAC) If no other request is active then the Automatic
Lift Axle Control will take control of the lift
Lowest axle(s).
PD-214-F105
TEBS G2
Doc. No. Y136122 (EN - Rev. 002)
September 2016 iCorner
Set Up
Setting up of iCorner is carried out using the Knorr‑Bremse ECUtalk® diagnostic software. ECUtalk® version 2.3.16.0
or higher is required. This can be downloaded from www.Knorr‑BremseCVS.com in the “Download Software” section.
Use the Knorr-Bremse diagnostic program ECUtalk® to configure the lift axles as required (see PD-214-F101,

The iCorner parameters are set under the AUXIO tab.
Set the required control parameters.
The “Load [%]” setting controls the degree of load that can be
experienced on the other (non-controlled) axle(s). The default is set
to 100% but it may also be possible to program different values
(from 90% upwards).
There is a drop-down list which controls the configuration of iCorner:
• for minimum turning circle
or
• for minimum tyre wear
Select which is the preferred option.
iCorner can be automatically disabled above a set speed (this is the
speed as used for Traction Help (TH) and Manouevring Help (MH)).
Click on “Next” and complete the normal set up of the TEBS
software.
TEBS G2
Doc. No. Y136122 (EN - Rev. 002)
The configuration of the iCorner function is carried out using the ECUtalk® software. Use the “Change configuration”
option under the “Auxiliary I/O” tab. Set up the lift axle under the relevant tab then select the ‘TH / MH’ option and
enable iCorner. There is a drop-down list which controls the configuration of iCorner:
• for minimum turning circle
or
• for minimum tyre wear
Select which is the preferred option.
Click on “Next” and complete the normal set up of

the TEBS software.
Note: Ensure that the recommendations of the axle manufacturer are observed with regard to overload.
Note: It is the vehicle manufacturer’s responsibility to ensure that the air suspension system is capable of supplying
sufficient air pressure and volume to the air bags of the axles not raised or off-loaded during iCorner
operation to ensure that the required axle load is carried by those axles.
PD-214-F105
TEBS G2
Doc. No. Y136122 (EN - Rev. 002)
System Requirements
Components required with iCorner:

Type
Part No. Description
No.
In the range Brake Module (TBM)
K019300 to K019309* or TEBS G2.0 Premium or
K019310 to K019319* TEBS G2.1 Premium
ES2060
OR Brake Module (TBM)
K019340 to K019349* or TEBS G2.0 Standard or
K019350 to K019359* TEBS G2.1 Standard
[‘Flashed’ to CN504]
OR
K055332 to K055372* TEBS G2.2 Standard or Standard
ES2090
Plus Brake Module (TBM)
OR
K110612* TEBS G2.2 Premium
ES2095
Brake Module (TBM)
K015384* - 24 V
Solenoid or
K017224* - pneumatic or AE1141 Lift Axle Control Valve
K019882* - 12 V
Solenoid
Recommended option: Trailer Electro-Pneumatic Module (TEPM)

K021940* OR ES2070 TEPM-S
K027900* ES2071 TEPM-P
for 4S/3M operation with [Software version 700.137 or higher]
Premium Brake Modules
See PD-272-025, Document No.
Y142784 for suitable cables
* alternatives depending on vehicle design specification
iCorner may be fitted on trailers with lift axle control (LAC) (see PD-214-F101, Document No. Y136118) and iCargo
TEBS G2
Doc. No. Y136122 (EN - Rev. 002)
Installation
iCorner is a function of the TEBS G2 braking systems and requires the fitment of a suitable TEBS  Brake Module
(TBM) plus suitable Lift Axle Controls (LAC) as normally fitted to trailers - see ‘System Requirements’.
The TBM should be installed as specified in the PD-214-200, Document No. Y050635.
iCorner - typical recommended installation (with TEPM) - electrically controlled LAC
4 3
2
71
1 TEBS G2 Premium Brake

Module (TBM)
2 Trailer Electro-Pneumatic
Module Standard (TEPM-S)
3 Lift Axle Control (LAC) Valve
4 Levelling Valve
iCorner003bw
PD-214-F105
TEBS G2
Doc. No. Y136122 (EN - Rev. 002)
Typical Wiring Diagram - TEBS G2.1 Premium with electrically signalled LAC and TEPM-S
RD
ISO 7638 1
BK
2
3 YE
S-D
4 BN
WH
5
6 WH/GN
S-F
7 WH/BN
1 BK
YE RD 1 24V_VALVE
2
SP/RtR 3 BK
Power
2 24V_ECU
4
YE
1
3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
1 BK WH/BN
YE 7 24V-CAN-L
2
LAC 3
4 BK 1 AUX IO 1
In-Out
BK
2 AUX IO 2
YE 3 AUX IO 3
1 1
7
1 2 3 4 5 6
Trailer Electro-Pneumatic Module Standard
(YE)
S-B
2 2 (YE) 5 SENS_In / TriState 2
12 11 10 9 8
B
3 3
4 4 6 SENS_GND
(BK) 5 5 (BK)
2
(WH) 6 6 (WH) 7 Brake-Light 24V
1
(BN) (BN)
Power
1 7 7
8 Brake-Light GND
B
4
WH 9 5V-CAN-L
3
4
3
(TEPM-S)
BN 10 5V-CAN-H
1 YE 11 AUX IO 12 - RET
2
1
Aux
4
3
5
5
S-E
S-A
A
S-C
TEBS-G2-057_ems_c
TEBS G2
Doc. No. Y136122 (EN - Rev. 002)
Typical Wiring Diagram - TEBS G2.2 Premium with electrically signalled LAC and TEPM-S
Trailer Electro-Pneumatic Module Standard
S-F
S-B
D
B
C
S-E
2
1 1
1
(YE) (YE)
Power
1
2 2
4 3 3
4 4 YE 1 AUX IO 4
In-Out 2.3
3 (BK) 5 5 (BK)
4
3
(TEPM-S)
(WH) (WH) BK 2 AUX IO 4 - RET

6 6
2
(BN) 7 7 (BN) 3 AUX IO 5
4
1 4 AUX IO 5 - RET
2 WH 5
1
5V-BRAKE CAN-L
6
3
Aux
4
BN 6 5V-BRAKE CAN-H
3
5
5
6
1 SENS_Sup2
In-Out 2.4
2 SENS_GND2
2
S-A
3
A
AUX IO 6

3
4
4 AUX IO 6 - RET
5 SENS_In2
6
6 n/c
In-Out 2.5
2
2
RD
ISO 7638 1
BK
3
4
2 4
3 YE
5
6
BN
4 6
WH
5
WH/GN
6
WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
3 GND_H
2
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
1 BK 8 Brake-Light GND
YE
A
2
LAC 3 9 5V-CAN-L
4
10 5V-CAN-H
11 AUX IO 3 - RET
1 YE
12 AUX IO 12 - RET
2
ISO 12098 3
4
5 YE
6 1 WH
7
8 2
S-D
9
10 3
D
11 4
12
C
13
S-C
14 Junction Box
15
TEBS-G2.2Prem_TEPM-S_iCorner
Revision Details
Rev. 001 June 2015 Addition of TEBS G2.2 Modules and screenshot. Addition of “recommended”
to text.
Rev. 001 September 2015 ECUtalk® screenshot on page 3 brought up to date.
PD-214-F106
Product TEBS G2
Speed Pulse (SP)
September 2016
Doc. No. Y136123 (EN - Rev. 003)
September 2016
Function
The Speed Pulse function is used primarily for resetting
the suspension when a raise/lower valve is installed
(suspension reset to ride height) but can be used for any
function that requires a speed-related voltage pulse for
a set time period.
Operation
The auxiliary function ‘Speed Pulse’ (SP) is available
primarily for use with trailers having air suspension
and equipped with a raise/lower valve that includes a
function to automatically return the valve to the “drive”
position using either an electrical or a pneumatic signal
generated when the trailer reaches a set speed. There
are several advantages of using this function as follows:
• Prevents damage to the suspension if the raise/lower valve is left in any operating position other than “drive”.
• Unless the raise/lower valve is in the “drive” position it is not possible to guarantee that the air spring pressure
measured by the pressure sensor at port 42 of the module is proportionate to the load carried by the axle/bogie.
Note: if the pressure sensed at port 42 is more than ±50% of the programmed value and the vehicle speed is
>30 km/h the ABS warning lamp will illuminate due to ‘suspension pressure out of range’.
In the latter case any function that is reliant on using the correct load information based on the air spring pressure
may not function as intended, e.g. load sensing, Roll Stability Program (RSP). Therefore, when suspension reset
using the Speed Pulse is not available, the responsibility of ensuring that the raise/lower valve is returned to the
“drive” position is the sole responsibility of the driver. Knorr-Bremse therefore recommends in all cases, particularly
when RSP is configured, that automatic suspension reset is installed.
On certain tipping trailers there is a requirement for independent raising and lowering on left and right sides. To
achieve the suspension reset function, two outputs may be configured or a special “Y” splitter cable is available
so that both raise/lower valves can be simultaneously returned to the drive position. This auxiliary function, like the
others, can be connected to one of the three AUXIO electrical outputs or the pneumatic P28 output (certain variants
of TEBS G2.0/G2.1/G2.2 Brake Modules).
The Speed Pulse auxiliary output has a speed threshold that generates a switching signal with the following
characteristics:
• Switching speed range: 4 to 40 km/h
• Signal duration: 5 to 30 seconds
• Hysteresis is preset and non-adjustable
• Signal will only switch from 0 V to Vavg or 0 bar to Pres (inverted signals are not available)
Note:
TEBS G2
Doc. No. Y136123 (EN - Rev. 003)
Speed Pulse (SP) September 2016

The configuration of the Speed Pulse function can be achieved using the ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary I/O” tab. Set the required AUXIO to ‘Output’ and ‘SP’:
Select the “Error detection” and voltage (“Vavg”) options to suit what is connected to the output:
The speed and pulse duration parameters can also

be adjusted:
Note:
The SP speed setting is used in other control
functions such as Lift Axle Control (LAC).
PD-214-F106
TEBS G2
Doc. No. Y136123 (EN - Rev. 003)
September 2016 Speed Pulse (SP)
The configuration of the Speed Pulse function is carried out using the ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary I/O” tab. Select the ‘SP’ option and choose the required AUXIO:
Select the “Test method” and voltage (“Vavg”) options to suit what is connected to the output:
Then the speed and pulse duration parameters can

be adjusted:
Note:
The SP speed setting is used in other control
functions such as Lift Axle Control (LAC).
TEBS G2
Doc. No. Y136123 (EN - Rev. 003)
Note:
One AUXIO output may be used to control two raise / lower valves SV32.. but only one raise / lower valve
SV3801. The pneumatic output P28 may be used to control two raise / lower valves SV32..
Note:
Recommended Raise/Lower Valves for use with Speed Pulse (SP)
Speed Pulse Electrical Test Adapter Push-to-Connect

Part No. Type No. Label
Operation Connector Connector Plate Fittings supplied
II36151 SV3230 Pneumatic - No No No No
Bayonet Right hand

K054888 * SV3241 Electrical Yes No No
DIN 72585 side
Bayonet
K054887 * SV3242 Electrical No Yes No No
DIN 72585
Bayonet
K054886 * SV3260 Electrical No No No No
DIN 72585
Bayonet
K054884 * SV3273 Electrical Back side No No No
DIN 72585
Bayonet
K054885 * SV3273 Electrical Back side No Yes No
DIN 72585
Bayonet Left hand
K054882 * SV3293 Electrical No No No
DIN 72585 side
Bayonet Left hand
K054883 * SV3293 Electrical No Yes No
DIN 72585 side
Bayonet
K022847 * SV3801 Electrical No No No No
DIN 72585
For further details on SV32.. valves see PD-501-150, Document No. Y180298
For further details on the SV3801 valve see PD-501-100, Document No. Y095621
* The part number will carry a suffix “N00” which defines that it is supplied without packaging.
Note:
PD-214-F106
TEBS G2
Doc. No. Y136123 (EN - Rev. 003)
September 2016 Speed Pulse (SP)
Typical Wiring Diagram - TEBS G2.1 with electrical speed pulse and LAC outputs
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
1
7 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH 5
5
WL
7
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SP/RtR 3 BK 2 AUX IO 2
4
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
1 BK
YE 6 SENS_GND
2
LAC 3 BK 7 Brake-Light 24V
4
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
ISO 1185 1 BK
S-E
2 YE
3
4
S-C
TEBS-G2-053d
Typical Wiring Diagram - TEBS G2.2 with electrical speed pulse and LAC outputs
RD
ISO 7638 1
BK
2
3 YE
RD 1
BN 24V_VALVE
4
BK
Power
WH 2 24V_ECU
5 YE 3
1
WH/GN GND_H
6
4
BN
2
WH/BN 4 GND_M
7 WH 5 WL
3
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SP/RtR 3 2 AUX IO 2
4
BK 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
1 BK
12 11 10 9 8
YE 6 SENS_Sup / TriState 1
2
LAC 3 7 Brake-Light 24V
4
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
YE
11 AUX IO 3 - RET
YE
12 AUX IO 12 - RET
S-D
D
C
S-C
TEBS-G2.2-053d
TEBS G2
Doc. No. Y136123 (EN - Rev. 003)
Revision Details
Document amended to include different ECUtalk® screenshots when using
Rev. 001 December 2013
TEBS G2.2 Standard Plus.
PD-214-F107
Product TEBS G2
DATA Integrated Speed Switch (ISS)
Doc. No. Y136124 (EN - Rev. 003)
September 2016
Doc. No. Y136124 (EN - Rev. 003)
September 2016
Function
The Integrated Speed Switch (ISS) function provides a
speed dependent output signal (electrical or pneumatic).
Operation
The ISS signal is a speed dependent signal - the threshold values for switching “ON” and “OFF” are defined within
the diagnostics program ECUtalk®. Should the vehicle speed exceed or fall below these thresholds, the status of the
configured AUXIO output will change. This applies to both the electrical and pneumatic outputs.
Examples of typical application could be:
• The speed-dependent locking of a removable towing drawbar by switching the state of a solenoid or pneumatically
controlled valve.
• Interlock function on tankers to prevent the spring brake safety feature operating while driving.
The following parameters can be defined:

• Switching “ON” threshold speed (VON)
• Switching “OFF” threshold speed (VOFF)
• ISS - upright or inverted
• P28 - upright or inverted
The switching “ON” threshold can be set to any speed within the range 4 to 120 km/h. The switching “OFF”
threshold can be set to any value within 2 km/h of the switching “ON” threshold, i.e. minimum hysteresis = 2 km/h.
The third parameter, “ISS inverted“ set to “YES” or “NO” determines the operating mode of the AUXIO output. By
default, the selection for this parameter is “NO” which means that when the switching speed threshold is reached,
the electrically controlled AUXIO output will switch from 0 V to Vavg e.g. 0 V to 24 V. However if the parameter is set
to “YES”, when the switching speed threshold is reached the electrically controlled AUXIO output will switch from
Vavg to 0 V e.g. 24 V to 0 V. Similarly if the ISS output is configured on port P28 then the output will switch from zero
to supply pressure in the ‘normal’ mode and from supply pressure to zero in the ‘inverted’ mode.
Once the speed threshold has been reached, the output will be either permanently “ON” until the speed falls below
the “OFF” threshold or the opposite in the case of inverted mode.
TEBS G2
Doc. No. Y136124 (EN - Rev. 003)
Integrated Speed Switch (ISS) September 2016
The diagrams below illustrate the difference between the two modes of operation:
24 Volt 24 Volt
0 Volt 0 Volt
∆V ∆V
Speed Speed
TEBS-G2-009 ISS TEBS-G2-008 ISS
VOFF VON VOFF VON
ISS default setting (Inverted mode = “NO”) ISS inverted (Inverted mode = “YES”)
The configuration of the Integrated Speed Switch function can be achieved using the ECUtalk® software.
Use the “Change configuration” option under the “Auxiliary I/O” tab. Set the required AUXIO to ‘Output’ and ‘ISS’:
Note:
PD-214-F107
TEBS G2
Doc. No. Y136124 (EN - Rev. 003)
September 2016 Integrated Speed Switch (ISS)
The inverted mode and the speeds can also be adjusted:
TEBS G2
Doc. No. Y136124 (EN - Rev. 003)
The configuration of the Integrated Speed Switch function is carried out using the ECUtalk® software. Use the
“Change configuration” option under the “Auxiliary I/O” tab. Select the ‘ISS’ option and choose the required AUXIO:
Then the activation and de-activation speed

parameters can be adjusted and the inverted mode
selected (if required):
PD-214-F107
TEBS G2
Doc. No. Y136124 (EN - Rev. 003)
ISS from Trailer Electro-Pneumatic Module Premium (TEPM-P) and Trailer Roadtrain Module (TRM)
An ISS electrical output is also available from the Trailer Electro-Pneumatic Module Premium (TEPM-P) and the Trailer
Roadtrain Module (TRM).
ISS from Trailer Electro-Pneumatic Module Premium (TEPM-P)
Once the System in ECUtalk® has been configured for a Trailer Electro-Pneumatic Module Premium (TEPM-P) use
the “Change configuration” option and under the “AUXIO settings” select the TEPM tab, then select the appropriate
AUXIO output and from the drop-down list select “ISS”. Configure the output as described above.
ISS from Trailer Roadtrain Module (TRM)

Load the software ECUtalk® for TRM and use the “Change configuration” option. From the drop-down list against
“AUXIO function” select “ISS”. Configure the output as described above.
TEBS G2
Doc. No. Y136124 (EN - Rev. 003)
Typical Wiring Diagram - TEBS G2.2 with integrated speed switch output
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
7 3 GND_H

BN
2
4 GND_M
WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK
YE 1 AUX IO 1
In-Out
2
ISS 3 2 AUX IO 2
4
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
S-D
D
C
S-C
TEBS-G2.2-053e
Typical Wiring Diagram - TEBS G2.1 and TEPM-P with integrated speed switch output
1 RD
ISO 7638 BK
2
3 YE
S-D
4 BN
WH
5
6 WH/GN
S-F
7 WH/BN
RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
BK 3 GND_H
4
1
2
TEBS G2.1 - ECU
YE BN 4 GND_M
2
ISS 3 WH
5
5 WL
7
4 WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
S-B
6 SENS_GND
YE 7 Brake-Light 24V
Trailer Electro-pneumatic Module Premium
B
1 WH WH 9 5V-CAN-L
7 BN
1 1 BN 10 5V-CAN-H
(YE) 2 (YE)
2
2 3 3 11 AUX IO 12 - RET
3 4 4
10 11 12
13 14 15 16 17 18
(TEPM-P)
(BK) (BK)
6
5 5 BK 12 AUX IO 3 - RET
4 (WH) (WH)
5
6 6
5 (BN) (BN)
X1
4
7 7
8
3
9
S-E
2
10
1
11
12
13
S-C
14 BK
15
YE
16
17
TEBS-G2-057_emp_iss
S-A
PD-214-F107
TEBS G2
Doc. No. Y136124 (EN - Rev. 003)
Typical Wiring Diagram - TRM for Roadtrain with integrated speed switch output
RD RD
ISO7638 1
BK BK
1 24V_VALVE
2
Front
2 24V_ECU
1
3 YE YE 3 GND_H
2
BN BN 4
4 GND_M
WH
3
WH
7
5 5 WL
6
WH/GN WH/GN
6 6 24V-CAN-H
WH/BN WH/BN 7
7 24V-CAN-L
24V_VALVE 1 RD RD 1 24V_VALVE
BK BK
Power
Local
24V_ECU 2 24V_ECU
TBM
1
1
YE YE
4
GND_H 3 3 GND_H
2
4
GND_M 4 BN BN 4 GND_M
7
WH WH 5
3
5 WL
7
WL
6
WH/GN WH/GN
6
24V-CAN-H 6 6 24V-CAN-H
24V-CAN-L 7 WH/BN WH/BN 7 24V-CAN-L
TRM
ISO7638 ISO7638
24V_VALVE 1 RD 1 1 RD 1 24V_VALVE
BK BK
Power
2 2 2 2
TBM
24V_ECU
Rear
24V_ECU
1
1
3 YE YE 3
3 3
4
GND_H
4
GND_H
2
2
GND_M 4 BN 4 4 BN 4 GND_M
3
WH WH
3
7
7
WL 5 5 5 WL
6
6
24V-CAN-H 6 WH/GN WH/GN 6 24V-CAN-H
6 6
24V-CAN-L 7 WH/BN 7 7 WH/BN 7 24V-CAN-L
1
TRANSDUCER
SUPPLY VOLTAGE 1 SENSOR SUPPLY

PRESSURE
In Out
OUTPUT 2 2 SENSOR INPUT 1
1
3 3 SENSOR INPUT 2
2
GND 4 4 GND
5
3
TRI STATE INPUT 1
7
6
6 AUXIO 1
7 AUX RETURN
TRANSDUCER
SUPPLY VOLTAGE 1
PRESSURE
OUTPUT 2
3
GND 4 TEBS-G2-TRM_iss
1
ISS
2
3
4
TEBS G2
Doc. No. Y136124 (EN - Rev. 003)
Revision Details
PD-214-F108
Product TEBS G2
DATA Trailer Suspension Release (TSR)
Doc. No. Y137237 (EN - Rev. 003)
September 2016
Doc. No. Y137237 (EN - Rev. 003)
September 2016
Function
The Trailer Suspension Release (TSR) function is normally
used on trailers which have a “raise/lower” valve in the
suspension system and when activated it enables the
suspension to overcome any mechanical resistance
and readily achieve the desired ride height.
Operation
When the suspension system is inflated or deflated on a stationary trailer using a raise/lower valve it is sometimes
the case that the suspension is unable to respond fully because the brake torque applied to the wheels mechanically
‘locks’ the suspension. The result is that, if the loaded condition of the trailer has changed significantly, when the
brakes are released the suspension will attempt a large movement to the new load condition which may cause
damage to it.
When activated the Trailer Suspension Release (TSR) function will, during the raising or lowering cycles, intermittently
release then reapply the brakes to allow the suspension to move gradually to the desired state and, thereby, eliminate
the risk of damage. The releasing and re-applying of the brakes is done:
• on semi-trailers with a 2M system on alternate sides of the vehicle
• on semi-trailers with a 3M system (G2.0, G2.1 and G2.2 Premium only) in a ‘circular’ mode - left side, then
right side, then rear axle
• on full trailers (G2.0, G2.1 and G2.2 Premium only) alternating between the front and rear brakes.
TEBS G2
Doc. No. Y137237 (EN - Rev. 003)
Trailer Suspension Release (TSR) September 2016

The TSR function requires activation by a ‘momentary’ switch and is set up in the diagnostics program ECUtalk® using
the ‘Auxiliary I/O’ tab and ‘Change configuration’. Select the required AUXIO, then configure it to ‘Input momentary
switch’ and select ‘TSR” :
In the diagnostics program ECUtalk® use the ‘Auxiliary I/O’ tab and ‘Change configuration’. Select the ‘TSR’ tab and
choose the required AUXIO. The switch type is set to ‘momentary’ be default;
Note:
More than one switch to activate TSR may be configured in ECUtalk®.
Note:
Manual operation of TSR is possible via the Trailer Information Module (TIM G2), when configured.
PD-214-F108
TEBS G2
Doc. No. Y137237 (EN - Rev. 003)
September 2016 Trailer Suspension Release (TSR)
Typical Wiring Diagram - TEBS G2.2 with TSR switch input
RD
ISO 7638 1
BK
2
3 YE
BN RD
4 1 24V_VALVE
WH BK
Power
5 2 24V_ECU
WH/GN YE 3
1
6 GND_H

BN
2
WH/BN 4 GND_M
7
WH 5 WL
7
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
BK
BK 1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
BN
12 AUX IO 12 - RET
BK BN
TSR
S-D
D
C
S-C
TEBS-G22-064
TEBS G2
Doc. No. Y137237 (EN - Rev. 003)
Trailer Suspension Release (TSR) September 2016
Revision Details
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Auxiliary Functions for Tipping Trailers
PD-214-F200 Using TEBS G2 with Tipping Trailers Y138834
PD-214-F201 Tilt Angle (TA) Y136126
PD-214-F202 Body Lift Emergency Function (BLEF) Y136127
PD-214-F203 Road Laying Function (RLF) Y136128
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F200
Product TEBS G2
DATA Using TEBS G2 with Tipping Trailers
Doc. No. Y138834 (EN - Rev. 003)
November 2016
Doc. No. Y138834 (EN - Rev. 003)
November 2016
Function
The TEBS G2 brake system has been designed to
provide significant operational advantages when used in
a variety of trailer configurations.
When used with trailers having a tipping body TEBS G2
can offer several safety and practical benefits.
Operation
When TEBS G2 is used on tipping trailers it is normal for the chassis to be equipped with a “Body Lift Sensor” (BLS)
(see page 2) and then there are three functions available from the TEBS G2 brake module:
The TEBS brake module provides an output signal when the RSP lateral acceleration sensor exceeds the
configured tilt angle. See PD-214-F201, Document No. Y136126.
• Body Lift Emergency Function (BLEF):
When the tipping body is raised (sensed by the BLS) the TEBS brake module monitors the speed of the trailer.
If this exceeds the configured threshold a full brake application will be made. See PD-214-F202, Document
No. Y136127
• Road Laying Function (RLF):
When the trailer is used in conjunction with an asphalt laying machine, while the asphalt is being transferred the
TEBS brake module provides a predefined brake pressure output to all axles. This brake pressure is set so that
the asphalt laying machine is able to push the tractor/trailer and maintain close contact with it. See PD-214-F203,
Document No. Y136128
TEBS G2
Doc. No. Y138834 (EN - Rev. 003)
Using TEBS G2 with Tipping Trailers November 2016
Body Lift Sensor

On tipping trailers it is common for the chassis to be equipped with a “Body Lift Sensor” (BLS) which is often an
electrical proximity switch sensing when the body is in its ‘lowered’ condition. To provide some degree of ‘fail safety’
this switch should be ‘normally open’ (i.e. circuit made when the body is lowered).
Having an electrical BLS makes communication with the TEBS brake module easier but if other devices are used this
does not prevent the TEBS brake module from being used in the system. Many tipping trailers have been fitted with
pneumatically controlled systems to dump the pressure in the air suspension bags when the tipping body is raised
in order to improve trailer stability during the tipping operation - this type of system may be known as a “automatic
bellows dump system” - described below.
Automatic Bellows Dump System
A typical example of an ‘automatic bellows dump system’ is shown below together with diagrams showing how the
system can modified to use the enhanced capabilities of the TEBS brake module and the iLvl suspension control
system (see PD-214-F010, Document No. Y172340.
Pneumatically-actuated Automatic Bellows Dump System on a ‘conventional’ brake system
Valve to manually
disable bellows
Levelling Valve connected to
dump feature
tipper body to detect body lift
Valve to dump
pressure in air
suspension bellows
KNORR-BREMSE
BR 5616
II 14589
....... .....
With this system the suspension will automatically lower (bellows pressure exhausted) during tipping. The suspension
will be automatically reset to the normal ride height when the tipper body is lowered. The additional 3/2 valve provides
the option of overriding6 the dump feature. The 11raise/lower
Air Reservoir (Service and Parking) Spring Brake
valve is isolated during tipping and may be fitted with RtR
(reset to ride height) if the vehicle is
7 TEBS G2 Brake Module
8 Brake Chamber
fitted with an ABS system.
12 Levelling Valve with Height Limitation
9 Air Disc Brake 14 Lift Bellows

10 Air Suspension Bellows 15 Lift Axle Control Valve
Note:
There is a risk that exhausting all of the air from the bellows may result in severe overload of the rearmost axle.
Knorr-Bremse recommends using iLvl for such installations. Within the iLvl installation it is possible to program
a minimum height of the air suspension when the trailer is lowered. This will ensure that a minimum suspension
travel will be available realising effective load transfer between the axles and therefore avoiding severe overload
of an axle.
PD-214-F200
TEBS G2
Doc. No. Y138834 (EN - Rev. 003)
November 2016 Using TEBS G2 with Tipping Trailers
Pneumatically-actuated Automatic Bellows Dump System adapted for a TEBS brake system
Valve to manually
disable bellows
Levelling Valve connected to dump feature
Valve to dump
pressure in air
suspension bellows
Dumping of bellows
pressure signals to
TEBS brake module
that tipper body is raised
This system provides the same functionality as with the conventional system.
Pneumatically-actuated Automatic Bellows Dump System adapted for a TEBS brake system
Coupling Head “Supply” with Filter 6 Air Reservoir (Service and Parking) 11 Spring Brake
ISO 1185 Connector (24N)

with iLvl suspension control
Coupling Head “Control” with Filter and Test Connector
7 TEBS G2 Brake Module
8 Brake Chamber
12 Levelling Valve with Height Limitation
ISO 7638 Connector (EBS) 9 Air Disc Brake 14 Lift Bellows

Park/Shunt Valve with integrated Charging Valve 10 Air Suspension Bellows 15 Lift Axle Control Valve
Levelling Valve connected to

AE1141 Valve
Dumping of bellows
pressure signals to
TEBS brake module
that tipper body is raised
< AE1141
This system fitted with iLvl uses the levelling valve11toSpring

1 Coupling Head “Supply” with Filter
signal
Brake
the TEBS brake module that the tipper body is raised
3 (using the
ISO 1185 Connector (24N) AE1141 valve to invert the signal). Full control of the suspension system by iLvl is retained and the system
4 ISO 7638 Connector (EBS) 14 Lift Bellows
5 Park/Shuntcan beintegrated
Valve with programmed
Charging Valve to retain pressure in the air suspension bellows
15 Lift Axle Control Valve during tipping.
TEBS G2
Doc. No. Y138834 (EN - Rev. 003)
Using TEBS G2 with Tipping Trailers November 2016
Enabling the Automatic Bellows Dump

function
TEBS G2.2 Standard Plus and
Premium only
The enabling of the Automatic Bellows
Dump feature is carried out using the
ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary
I/O” tab. Select the ‘Body Lift’ option, then
‘Body Lift Detection’. Set this to ‘yes’.
Lift axle control on tipping trailers

Plus and Premium
Certain variants of TEBS G2.2 have the additional
option of lowering all lift axles during tipping. This can
be found on the “Lift axle general” settings.
Using the iLvl suspension control system on tipping trailers

The iLvl suspension control system integrates many features into the TEBS G2 brake module which provide
opportunities for improved operation of tipping trailers.
Tipping trailers are normally fitted with a Body Lift Sensor (BLS) which detects when the tipping body is raised. The
BLS can be used to activate a pre-set ‘index’ level of the suspension system. Tippers working with road laying
vehicles which have the Road laying Function (RLF) activated can use this to activate an ‘index’ level in the same way
as the BLS. If both BLS and RLF are configured to produce different index levels then RLF will always take priority if
both are activated.
See PD-214-F010, Document No Y172340 for more information about iLvl.
Revision Details
Rev. 003 September 2016 Section on lift axle control added on page 4.
Rev. 003 November 2016 Correction to diagram on page 3.
PD-214-F201
Product TEBS G2
DATA Doc. No. Y136126 (EN - Rev.003)
Tilt Angle (TA)
September 2016
Doc. No. Y136126 (EN - Rev.003)
September 2016
Function
The Tilt Angle (TA) function uses the lateral accelerometer
integrated in the TEBS Brake Module to monitor any
lateral tilting of the trailer during the tipping operation.
If the tilt angle exceeds a programmable threshold then
the TEBS G2 Brake Module will generate an electrical
or pneumatic output which can be used as a driver
warning or intervene in the tipping operation.
Operation
The lateral acceleration sensor, used primarily for the Roll Stability Program (RSP), may also be used to define the
lateral angle of the trailer platform. Therefore, when a predefined lateral angle is exceeded, an electrical output will be
generated from the configured AUXIO or a pneumatic signal from the P28 output. This function is of value to tipping
trailers where, due to irregularities in the surface on which the trailer is standing, the trailer may tip over as the body
is lifted to off-load the contents of the body. The output from the TEBS G2 Brake Module may be connected to
produce the following possibilities:
• Connect to an audible warning system to alert the operator of a potential problem.
• Connect to the tipping control system to prevent the body from being lifted further.
• Connect to the tipping control system to automatically lower the body.
The tilt angle may be set at any angle between 2° and 15° (hysteresis 0.1°). The output is generated up to a
predefined maximum speed within the range 0 to 15 km/h (default setting is 12 km/h). Once the defined speed has
been exceeded the output will be suppressed. When the speed falls below the defined maximum speed less 5%,
the output will be reinstated.
The electrical signal can be set to switch between 0 V and Vavg or, in inverted mode, between Vavg and 0 V.
Tilt Angle (TA) is active (when configured) without the need for any switch or sensor (BLS) to detect that the body is
lifted. However, if a sensor (BLS) is configured and is not active (i.e. body lowered) then the TA output will always be
suppressed.
Note:
The number of occasions when the tilt angle output is activated is stored in the operational data recorder (ODR).
TEBS G2
Doc. No. Y136126 (EN - Rev.003)
Tilt Angle (TA) September 2016
Installation restrictions when using TA

When TA is configured it is important for the TEBS G2 Brake Module
that during installation the lateral angular displacement is controlled Lateral
installation
to ensure the output from the internal lateral acceleration sensor is angle ‘A’
accurate and therefore able to allow effective TA control. The lateral
installation angle ‘A’ which must be kept within +/-5° of horizontal. +5°
Note that this value is checked during the EOL test.

In the longitudinal and vertical planes the installation tolerance -5°
is +/- 10°
DU-00233b-TEBS-G2
Setting up of Tilt Angle (TA) related parameters

In ECUtalk® under the tab “Auxiliary I/O” use the “Change configuration” option. From the drop down list for the
required AUXIO select ‘Output’, then ‘TA’.
PD-214-F201
TEBS G2
Doc. No. Y136126 (EN - Rev.003)
September 2016 Tilt Angle (TA)
Alternatively select the auxiliary pneumatic output P28.
The Tilt Angle parameters (Maximum speed, Tilt angle and Inverted mode) can then be set:
Note:
The tilt angle maximum speed is also
used by the Body Lift Emergency
Function (BLEF) to determine the
speed at which the function makes an
automatic application of the brakes.
See PD-214-F202, Document No.
Y136127.
Note:
TEBS G2
Doc. No. Y136126 (EN - Rev.003)
The configuration of the Tilt Angle function is carried out using the ECUtalk® software. Use the “Change configuration”
option under the “Auxiliary I/O” tab. Select ‘Function Group 2’ then the ‘Tilt Angle’ option and choose the required
AUXIO:
PD-214-F201
TEBS G2
Doc. No. Y136126 (EN - Rev.003)
Then the maximum de-activation speed and

maximum tilt angle parameters can be adjusted and
the inverted mode selected (if required):
Click on “OK” when the set up is complete.
TEBS G2
Doc. No. Y136126 (EN - Rev.003)
Setting up the Body Lift Sensor (BLS)

required AUXIO select ‘Input permanent switch’, then ‘BLS’. The BLS is normally a proximity switch which has the
contacts open when the body is in the lowered condition.
Select the “Error detection” and voltage (“Vavg”) options to suit what is connected to the output. More than one BLS
may be configured:
The configuration of the BLS function is carried out using the ECUtalk® software. Use the “Change configuration”
option under the “Auxiliary I/O” tab. Select ‘Function Group 2’, the ‘Body Lift’ option then ‘BLS’ and choose the
required AUXIO. The switch type defaults to ‘permanent’ and cannot be changed. More than one BLS may be
configured:
PD-214-F201
TEBS G2
Doc. No. Y136126 (EN - Rev.003)
Typical Wiring Diagram - TEBS G2.2 with Body Lift Sensor (BLS) and electrical TA output
RD
ISO 7638 1
BK
2
3 YE
BN RD 1
4 24V_VALVE
WH BK
Power
5 2 24V_ECU
WH/GN YE 3 GND_H
1
6

WH/BN BN
2
7 4 GND_M
WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
TA YE
In-Out
2
3 2 AUX IO 2
4
BK 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
BN
11 AUX IO 3 - RET
BK BN
S-D
BLS
D
C
S-C
TEBS-G22-063
TEBS G2
Doc. No. Y136126 (EN - Rev.003)
Revision Details
Rev. 001 September 2014 Screenshots updated on pages 4 and 6 for latest ECUtalk®.
PD-214-F202
Product TEBS G2
DATA Body Lift Emergency Function (BLEF)
Doc. No. Y136127 (EN - Rev.003)
September 2016
Doc. No. Y136127 (EN - Rev.003)
September 2016
Function
The Body Lift Emergency Function (BLEF) is designed
to prevent a tipping trailer being driven above a defined
speed with the tipping body raised.
Operation
The tipping trailer needs to be equipped with a ‘Body Lift Sensor’ (BLS) which signals the TEBS brake module when
the tipping body is raised. When BLEF is enabled and the BLS signals that the body is raised, the TEBS brake module
monitors the speed of the vehicle from the wheel speed sensor inputs and, if the speed of the vehicle exceeds the
predefined level (75% of the speed adjusted during the setting of the tilt angle (TA) function or if TA is not enabled
75% of the default 12 km/h) an automatic full brake
application will be made on the trailer. This brake
application will be held for 30 seconds then released.
However, if the driver ignores the brake application
and drives above the de-activation speed (see below)
during the 30 seconds the brakes will be released.
Setting up of Body Lift Emergency Function

(BLEF) related parameters
In ECUtalk® under the tab “RSP & Safety” use the
“Change configuration” option to enable BLEF from the
drop down list. Once enabled the BLEF de-activation
speed (this is the speed above which the signal from
the BLS will be ignored) can be adjusted. The default
setting is 25 Km/h.
The screen displays a warning that the BLS must be
assigned to an AUXIO input.
TEBS G2
Doc. No. Y136127 (EN - Rev.003)
Body Lift Emergency Function (BLEF) September 2016
The configuration of the BLEF function is carried out using the ECUtalk® software. Use the “Change configuration”
option under the “Auxiliary I/O” tab. Select ‘Function Group 2’ then the ‘Body Lift’ option. Firstly, it is necessary to
configure either the ‘Body Lift Detection’ or a ‘BLS’ (see below) and then enable BLEF by selecting ‘Yes’. Next set
the deactivation speed.
If neither the ‘Body Lift Detection’ or a ‘BLS’ has been configured they will be highlighted in red when the BLEF is
enabled.
PD-214-F202
TEBS G2
Doc. No. Y136127 (EN - Rev.003)
September 2016 Body Lift Emergency Function (BLEF)

may be configured:
option under the “Auxiliary I/O” tab. Select ‘Function Group 2’, ‘Body Lift’ option then ‘BLS’ and choose the required
AUXIO. The switch type defaults to ‘permanent’ and cannot be changed. More than one BLS may be configured:
TEBS G2
Doc. No. Y136127 (EN - Rev.003)
Body Lift Emergency Function (BLEF) September 2016
Enabling the Automatic Bellows Dump

function
Premium only
The enabling of the Automatic Bellows
Dump feature is carried out using the
ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary
I/O” tab. Select ‘Function Group 2’, ‘Body
Lift’ option, then ‘Body Lift Detection’. Set
this to ‘Yes’.
Typical Wiring Diagram - TEBS G2.2 with Body Lift Sensor (BLS)
RD
ISO 7638 1
BK
2
3 YE
BN RD 1
4 24V_VALVE
WH BK
Power
5 2 24V_ECU

WH/GN YE 3 GND_H
6
2
WH/BN BN 4 GND_M
7
3
WH
7
5 WL
6
WH/GN 6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
BK 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
BN 11 AUX IO 3 - RET
12 AUX IO 12 - RET
S-D
BK BN
D
BLS
C
S-C
TEBS-G2.2-063bls
Revision Details
Rev. 001 September 2014 Screenshots updated on pages 4 and 6 for latest ECUtalk®.
PD-214-F203
Product TEBS G2
DATA Road Laying Function (RLF)
Doc. No. Y136128 (EN - Rev. 003)
September 2016
Doc. No. Y136128 (EN - Rev. 003)
September 2016
Function
The Road Laying Function (RLF) is designed for use on
tipping trailers when they are operated in conjunction
with a road laying machine.
Operation
The TEBS G2 Brake Module is capable of applying the brakes on the trailer, independent of the driver’s demand;
this is of value to tipping trailers used in combination with asphalt laying machines where it is often required to apply
a fixed brake pressure to the trailer, to ensure the two vehicles remain closely coupled during tipping. The brake
intervention pressure for the laden condition may be set between 0.5 bar and 8.5 bar, this will be reduced using a
dynamic load sensing function (value allowed to change during braking) to a value suitable for the current load on the
trailer. The brake intervention pressure will be applied only when the RLF switch is active and, if configured, the body
lift sensor (BLS) or Body Lift Detection is active (i.e. the tipping body is raised - see below). The RLF switch is normally
mounted in the towing vehicle cab. When using RLF the TEBS brake module applies the trailer brakes but the driver
always retains full control of the combination as he
can override the RLF function by applying the service
brakes as normal. This is particularly important as, if
the vehicle speed exceeds 10 km/h (or the adjusted
maximum speed), the function is disabled and the
brakes would be released.
Setting up the Road Laying Function (RLF)

parameters
In ECUtalk® under the tab “Auxiliary I/O” use the
“Change configuration” option. From the drop down
list for the required AUXIO select ‘Input permanent
switch’, then ‘RLF.
When the AUXIO is set to ‘RLF’ the maximum speed
and brake pressure can be adjusted.
Manual operation is possible using the Trailer Information Module (TIM G2), when configured, in place of the RLF switch.
TEBS G2
Doc. No. Y136128 (EN - Rev. 003)
Road Laying Function (RLF) September 2016
The configuration of the RLF function is carried out using the ECUtalk® software. Use the “Change configuration”
option under the “Auxiliary I/O” tab. Select the ‘RLF’ option and choose the required AUXIO. The switch type defaults
to ‘Permanent’ and cannot be changed. Next set the Maximum speed and Demand pressure parameters.

may be configured:
PD-214-F203
TEBS G2
Doc. No. Y136128 (EN - Rev. 003)
September 2016 Road Laying Function (RLF)
option under the “Auxiliary I/O” tab. Select the ‘Body Lift’ option, then ‘BLS’ and choose the required AUXIO. The
switch type defaults to ‘permanent’ and cannot be changed. More than one BLS may be configured:
Enabling the Automatic Bellows

Dump function
Premium only
If the trailer is not fitted with an electrical
BLS but has an Automatic Bellows Dump
feature (see PD-214-F200, Document No.
Y138834) it can be used in place of a BLS
by enabling it in the ECUtalk® software. Use
the “Change configuration” option under
the “Auxiliary I/O” tab. Select the ‘Body Lift’
option, then ‘Body Lift Detection’. Set this
to ‘yes’.
TEBS G2
Doc. No. Y136128 (EN - Rev. 003)
Using the iLvl suspension control system with RLF

The iLvl suspension control system integrates many features into the TEBS G2 brake module which provide
opportunities for improved operation of tipping trailers.
In iLvl alternative chassis heights can be programmed for use when the trailer is stationary or moving at low speeds.
“I0” is always the “bump stop” setting. The I0 height is not configured, but the TEBS module reduces the volume of
air in the air bags until no change in the output of the level sensor is detected. This level, if selected, will be held up
to the de-activation speed. This I0 height can be useful with tipping trailers but when the trailer is used with a road
laying machine a different chassis height may be desirable.
Tipping trailers are normally fitted with a Body

Lift Sensor (BLS) which detects when the tipping
body is raised. The BLS can be used to activate a
pre-set ‘index’ level (such as I0) of the suspension
system. The BLS can be used to activate an
index level in ECUtalk® under “Auxiliary IOs”,
“Change configuration”, “Body Lift” then select the
appropriate input and set the assigned level.
Tippers working with road laying vehicles which

have the Road Laying Function (RLF) activated can
use this to activate an ‘index’ level in the same way
as the BLS. If both BLS and RLF are configured to
produce different index levels then RLF will always
take priority if both are activated.
See PD-214-F010, Document No Y172340 for

more information about iLvl.
PD-214-F203
TEBS G2
Doc. No. Y136128 (EN - Rev. 003)
September 2016 Road Laying Function (RLF)
Typical Wiring Diagram - TEBS G2.1 with Body Lift Sensor (BLS) and RLF input
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK 1 AUX IO 1
1
In-Out
2 2 AUX IO 2
ISO 12098 3
4 RLF YE
5 YE 3 AUX IO 3
6 1 BK
7 4
1
9
7
1 2 3 4 5 6
12 11 10 9 8
1
11 4
12 6 SENS_GND
13 Junction box
14
15 7 Brake-Light 24V
8 Brake-Light GND
B
9 5V-CAN-L
10 5V-CAN-H
S-E
BK BN
BLS
S-C
TEBS-G2-063rlf
Typical Wiring Diagram - TEBS G2.2 with Body Lift Sensor (BLS) and RLF input
RD
ISO 7638 1
BK
2
YE RD 1 24V_VALVE
3
BK
Power
BN 2 24V_ECU
4
YE
1
3
WH GND_H
5
4
BN 4 GND_M
WH/GN
6 WH
5
5 WL
7
WH/BN
7 WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK 1 AUX IO 1
1
In-Out
2 2 AUX IO 2
ISO 12098 3
4
5 RLF YE YE 3 AUX IO 3
6 1 BK
7 4
1
8 2 SENS_GND
9
10 3 5
7
1 2 3 4 5 6
11 4
12 11 10 9 8
13 Junction box
14
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
BK
11 AUX IO 3 - RET
BK BN
S-D
BLS
D
C
S-C
TEBS-G2.2-063rlf
TEBS G2
Doc. No. Y136128 (EN - Rev. 003)
Typical Wiring Diagram - TEBS G2.2 with iLvl, Body Lift Sensor (BLS) and RLF inputs
RD
ISO 7638 1
BK
2

3 YE
RD 1
BN 24V_VALVE
4
BK
Power
WH 2 24V_ECU
5 YE 3
1
WH/GN GND_H
6
4
BN
2
WH/BN 4 GND_M
7 WH 5
5
WL
7
WH/GN 6
6
24V-CAN-H
YE
WH/BN 7 24V-CAN-L
Diagnostic
Socket BK
WH BK
1 AUX IO 1
BN
In-Out
WH
2 AUX IO 2
1
YE
BK
YE
WH
2
BN
ISO 12098 3 3 AUX IO 3

4 WH
5 4 SENS_GND
6 RLF BK
7 1 YE 5 SENS_In 1 / TriState 2
YE
7
1 2 3 4 5 6
1
8
9 2 BK
12 11 10 9 8
1
11 3 BK
12 7 TRI_IN / TriState 3
13 4
14 YE
15 Junction box 8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
iLvl 2 WH BN
Valve 10 5V-CAN-H
3 YE
4 BK
11 AUX IO 3 - RET
1 BK
S-D
iLvl 2 WH
Sensor 3 YE
D
4
S-C
C
BK
Vehicle Ground
BLS
TEBS-G2.2+-iLvl_RLF
Revision Details
Correction to separate screenshots from text on page 2 to avoid confusion.
Rev. 001 December 2014 Correction on page 4 - “... reduces the pressure in the air bags ...” changed to
“... reduces the volume of air in the air bags...”.

Doc. No. Y136319 (EN - Rev. 005)
August 2016 Trailers with Steering Axle
PD-214-F250 Using TEBS G2 with Steering Axles Y138835
PD-214-F251 Steering Axle Lock (SAL) Y136130
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F250
Product TEBS G2
DATA Using TEBS with Steering Axles
Doc. No. Y138835 (EN - Rev. 000)
September 2012
Doc. No. Y138835 (EN - Rev. 000)
September 2012
Function
Steering axles are popular on trailers to improve
manoeuvrability and reduce tyre wear.
When the TEBS G2 braking system is used on trailers
with steering axles, the Steering Axle Lock function
provides an automatic means of locking these axles in
the ‘straight ahead’ condition.
Operation
It has become popular to allow the rear axles of semi-trailers to be steered in order to improve low speed
manoeuvrability and reduce tyre scrub. There are three main types of steering systems:
• Self-steering systems (steered in relation to lateral tyre forces)
• Command steering systems (steered in relation to the angle of articulation between the tractor and trailer)
• Pivotal bogie systems (steered in relation to the angle of articulation of the rear bogie)
The most common of these is the self-steering rear axle which may enable long semi-trailers and especially those
fitted with lifting front axles to stay within the 25 metre diameter turning circle (legal requirement for O3 and O4
trailers).
Such self-steering axles can benefit from the features offered by the TEBS G2 brake system, particularly from being
locked in the ‘straight ahead’ condition to prevent instability:
• At high speed
• During anti-lock braking (ABS)
• When reversing
All of these conditions can be dealt with in the TEBS G2 Brake Module using the “Steering Axle Lock”, “ABS Active”
and “Reversing lamp” functions. See the following for more detail:
PD-214-F004 Document No. Y136110 Anti-lock Braking (ABS)
PD-214-F006 Document No. Y136112 Inputs and Outputs
PD-214-F251 Document No. Y136130 Steering Axle Lock (SAL)
TEBS G2
Doc. No. Y138835 (EN - Rev. 000)
Using TEBS with Steering Axles September 2012
Revision Details
PD-214-F251
Product TEBS G2
Steering Axle Lock (SAL) September 2016
Doc. No. Y136130 (EN - Rev. 004)
September 2016
Function
The Steering Axle Lock function provides a speed related
output signal (electrical or pneumatic) that may be used
for connection to a steering axle locking mechanism.
Operation
The Steering Axle Lock output is triggered by a combination of the Integrated Speed Switch (ISS) (see PD-214-F107,
Document No. Y136124) and ABS active functions and, if configured, the Back-up Light (RL) input. It is used for the
locking of steering axles via a solenoid valve using an electrical output or pneumatically controlled valve using the
P28 output.
SAL under ABS control
Any axle intended for use as a forced-steering axle or a self-steering axle can be directly or indirectly controlled by
the ABS system. This means that in terms of the ABS configuration, there is no special requirement for the use of
steering axles.
However should it be necessary to increase the stabilising force applied to the steering axle(s) during an ABS
control it is possible to utilise an auxiliary output from the TEBS Brake Module. This can be obtained by configuring
an auxiliary output (AUXIO1, 2 or 3) or P28to “Steering Axle Lock” (SAL). In both cases the configured output will
generate an electrical output signal which is speed dependent although different conditions will generate the signal
as follows:
ABS active (ABS):
An electrical signal is generated whenever the anti-lock braking system becomes active and will be switched
off after anti-lock cycling has finished.
Steering Axle Lock (SAL):
An electrical signal is generated at a predefined speed and will continue until the vehicle speed falls below a defined
speed threshold when ABS is active as defined above or, if configured, the “Reversing Lamp (RL)” input is switched
to battery (see page 5).
Alternatively it would be possible to configure the pneumatic auxiliary output (P28) to Steering Axle Lock (SAL) and connect the
output directly to the steering axle stabilisation system. This option would remove the need for an external solenoid valve.
TEBS G2
Doc. No. Y136130 (EN - Rev. 004)
The above control systems are generally not necessary unless required to fulfil a specific operator function. This is
dependent on the type of steering axle installed on the trailer and there are many variants.
Note:
Independent ABS control can introduce a differential torque into a steering system. However, this can be eliminated
by the installation of a mechanical “select low valve” which effectively connects the left and right delivery pressures
and only the lowest pressure of the two deliveries is supplied to both brake actuators of the steering axle.

The configuration of the Steering Axle Lock function can be achieved using the ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary I/O” tab. Set the required AUXIO or P28 to ‘Output’ and ‘SAL’:
Select the “Error detection” and voltage (“Vavg”) options to suit what is connected to the output.
PD-214-F251
TEBS G2
Doc. No. Y136130 (EN - Rev. 004)
September 2016 Steering Axle Lock (SAL)
The inverted mode (see PD214-F006, Document No. Y136112) and the speeds can also be adjusted:
If the pneumatic auxiliary output P28 is used, the inverted mode (see PD214-F006, Document No. Y136112) is
available:
The configuration of the Steering Axle Lock function is carried out using the ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary I/O” tab. Select the ‘SAL’ option and choose the required AUXIO:
TEBS G2
Doc. No. Y136130 (EN - Rev. 004)
Then the maximum de-activation speed parameter

can be adjusted and the inverted mode selected (if
required):
Click on “OK” when the set up is complete.
If the pneumatic auxiliary output P28 is used, the inverted mode (see PD214-F006, Document No. Y136112) is
available:
PD-214-F251
TEBS G2
Doc. No. Y136130 (EN - Rev. 004)
September 2016 Steering Axle Lock (SAL)
SAL under Back-up Light (Reversing Lamp) control

When the Back-up Light function is activated every time the reversing lamps are activated then the SAL function will
be invoked.
TEBS G2.0/G2.1/G2.2 Standard up to CN 1023 TEBS G2.2 Standard (CN1030 and

above)/Standard Plus/Premium
Manoeuvring Speed
Certain variants of TEBS G2.2 Premium have the
additional option of an adjustable “Manoeuvring
speed” for Steering Axle Control.
These variants have the code “2111” or higher in the

description when selecting the variant in the ECUtalk®
Starter program.
After the SAL output and Back-up Light input have

been configured the “Manoeuvring speed” can be set.
Following a Back-up Light input (engagement of
reverse gear) the vehicle is permitted to move forward
(dis-engagement of reverse gear) up to the manoeuvring
speed with the SAL remaining active (steering axle
lock applied) in order to allow manoeuvring into tight
spaces, without the steering axle unlocking every time
the vehicle is shunted forward.
TEBS G2
Doc. No. Y136130 (EN - Rev. 004)
Typical Wiring Diagram - TEBS G2.2 with RL input and electrical SAL output
RD
ISO 7638 1
BK
2
3 YE
BN RD 1 24V_VALVE
4
BK
Power
WH 2 24V_ECU
5
YE 3
WH/GN GND_H

6
BN 4
2
WH/BN GND_M
7 WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SAL 3 2 AUX IO 2
4
3 AUX IO 3
4 SENS_GND
7
WH
12 11 10 9 8
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
ISO 1185 1 BK
2 YE
S-D
RL 3 WH
4
D
C
S-C
TEBS-G22-053sal
Typical System Diagram - SL Valve and pneumatic SAL output
“Supply”
KNORR-BREMSE
ECU
SL SAL
TEBS G2
Valve
“Control”
ISO 1185 (24N)
ISO 7638 (7 Pin)
Air
Susp.
Revision Details
Rev. 002 November 2015 Correction - reference on page 1 to “Section 4.17” changed to “page 5”.
Rev. 003 February 2016 Note added on “Manoeuvring Speed” on page 5.

Doc. No. Y136319 (EN - Rev. 005)
August 2016 Extendable or Multiple Trailers
PD-214-F300 Using TEBS G2 with Extendable or Multiple Trailers Y138838
PD-214-F301 Trailer Brake Release (TBR) Y137238
PD-214-F302 Using TEBS and TRM on Multiple Trailers Y144314
PD-214-F303 Using TEBS and TRM on Extendable Trailers Y144317
PD-214-F304 Using TEBS on Trailers with more than 5 axles Y144343
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F300
Product TEBS G2
DATA Using TEBS with Extendable and Multiple Trailers
Doc. No. Y138838 (EN - Rev. 000)
August 2013
Doc. No. Y138838 (EN - Rev. 000)
August 2013
Function
In Europe, the legal maximum length of a tractor/
semi-trailer is currently 16.50 metres, for a truck/full trailer
it is 18.75 metres. Both of these vehicle combinations
have a maximum weight limit of 40 tonnes.
If these were absolute restrictions then they would limit
the transportation of ‘exceptional’ loads, i.e. where
these limits of length and/or weights are exceeded.
The maximum legal weight limits are imposed to ensure
that the safe load-carrying capacity of bridges and
other similar structures is not exceeded. So, when
an ‘exceptional’ load is moved, special regulations
apply which require that the route has to be approved
to ensure any structures to be crossed are capable of
carrying the extra load.
The limit on the total weight of a vehicle is also combined
with a maximum load per axle; the aim being to minimise the wear and tear of the road surface. Trailers designed to
carry ‘exceptional’ loads are also subject to such restrictions and generally have multiple axles, often grouped in sets
mounted under special chassis, that allow the trailer length to be extended to suit the load.
How does this affect the brake system? Of course, the trailer still has to meet the braking performance requirements
as laid down in European directives and this poses special problems for brake system designers:
• In a traditional air brake system the time taken to apply the brake is limited by the speed at which the pressure
wave can travel down the pipework. Naturally therefore, when the length of the trailer increases, the time to apply
the brakes increases in proportion and this can make it difficult to meet the legal performance requirements.
• It is a legal requirement that all axles on a vehicle are braked and so a trailer with multiple axles will be fitted
with many brake actuators. Each actuator requires a certain volume of compressed air to apply the brake and,
when the number of actuators increases, it becomes more difficult to provide the compressed air in the time
required by the legal requirements.
So, what solutions are available to the brake system designer? The simple answer would appear to be an electronic
braking system and Knorr-Bremse’s latest TEBS G2 system provides the ultimate in performance. Unfortunately,
however, as explained below, on its own it does not provide all of the answers and, the addition of the new
Knorr-Bremse Trailer Roadtrain Module (TRM - see PD-214-800, Document No. Y095620) is required to give the
brake system designer a package that meets all of the legal requirements in the most economical way
TEBS G2
Doc. No. Y138838 (EN - Rev. 000)
Using TEBS with Extendable or Multiple Trailers August 2013
Operation
How does the TEBS G2 brake system overcome these problems?
• The TEBS G2 brake system is normally controlled by electronic signals from the Electronic Braking System
(EBS) on the towing vehicle. The signals are carried on a “Controller Area Network” (CAN) and this is subject
to the specification ISO 11992 which dictates that the maximum length of the CAN is 40 metres. This is divided
up: 15 metres on the towing vehicle; 7 metres for the connection between towing vehicle and trailer; and 18
metres on the trailer. This obviously imposes a limit on the length of a trailer fitted only with TEBS. The TRM is
a state-of-the-art electronic interface which, when added to TEBS G2, enables it to cope with longer trailers.
The TRM acts as a CAN transmitter. It takes the CAN signals from the towing vehicle then reproduces these
on a second, separate CAN which can utilise the full 40 metres specified in ISO 11992. The CAN on the trailer
can therefore have a maximum length of 18 metres (from the first CAN) + 40 metres (from the second CAN)
= 58 metres total and still provide optimum braking performance. As an example of what can be achieved with
TEBS G2 + TRM, a trailer of 60 metres length was tested and, using the traditional air brake, the time taken to
apply the brake to 75% of its full value was 1.6 seconds. The same trailer fitted with TEBS G2 + TRM saw the
time come down to 0.23 seconds; nearly 7 times faster!
• There are still many non-EBS towing vehicles in service and when these are used with a TEBS-equipped trailer
the brake signal that is used to control the TEBS is the traditional pneumatic signal. On long vehicles this
means that the improved speed available from the TEBS is lost! Use of the TRM overcomes this by utilising
additional pressure sensors installed in the brake lines at the front of the trailer and their electrical outputs are
sent via the TRM to the TEBS G2 Brake Module (TBM) speeding up the response of the brake system. The
brake system designer therefore should have no concerns when his trailer is towed by an older vehicle.
• On extendable trailers there is a need to release the brakes on the trailer while it is being extended and this
can be done using a function within the TEBS G2 Brake Module (TBM) called Trailer Brake Release (TBR). For
information see PD-214-F301, Document No. Y137238.
• On multiple axle trailers we are still left with the problem of supplying the compressed air to all of the actuators.
It is normal practice to control a maximum of five axles with a single brake module so a trailer having more than
five axles poses an additional problem. ISO 11992 specifies that only two ‘electric’ components can be used
on the CAN meaning , in this case, only two Electronic Control Units (ECUs) - one on the towing vehicle and
one on the trailer. This effectively limits the EBS/TEBS combination to one trailer. However by using TRM and
creating a second CAN this permits the use of a second TEBS G2 Brake Module on the trailer.
Trailer CAN length 18 m max.

TBM
CAN
15 m 7m
18 m 40 m
Trailer CAN length 58 m max.
TRM TBM
PD-214-F300
TEBS G2
Doc. No. Y138838 (EN - Rev. 000)
August 2013 Using TEBS with Extendable or Multiple Trailers
Outside of Europe the use of ‘long’ vehicle combinations is not new, with ‘roadtrains’ (multiple-trailer combinations)
being common in North and South America as well as Australia. These can obviously benefit from the use of
TEBS G2 + TRM.
TRM TBM TBM
CAN
See PD-214-800, Document No. Y095620 for more information on the Trailer Roadtrain Module (TRM).
TEBS G2
Doc. No. Y138838 (EN - Rev. 000)
Using TEBS with Extendable or Multiple Trailers August 2013
Revision Details
Rev. 000 August 2013 Typographical error in Document No. on page 2
PD-214-F301
Product TEBS G2
DATA Trailer Brake Release (TBR)
Doc. No. Y137238 (EN - Rev. 003)
September 2016
Doc. No. Y137238 (EN - Rev. 003)
September 2016
Function
The Trailer Brake Release (TBR) function is used
on power-extendable trailers (normally hydraulically
extendable) and it enables the temporary release of the
trailer brakes to permit a change in the extension of the
trailer.
Operation
When the trailer is stationary with the towing vehicle

brakes in the “parked” condition it is likely (depending on
the configuration of the hand control valve in the towing
vehicle) that the trailer service brakes will be applied. In
this situation it would be difficult to adjust the extended length of the trailer.
The Trailer Brake Release (TBR) function is designed to overcome this by permitting the temporary release of the
trailer brakes during the extending operation.
The TBR function is configured in the diagnostics program ECUtalk® using the ‘Auxiliary I/O’ tab and ‘Change
configuration’. As there is an increased element of risk involved because of the releasing of the trailer brakes the TBR
function can be controlled in one of two ways:
1. By the use of two switches and both of these must be ‘enabled’ to achieve the TBR function. One of these
switches needs to be a ‘permanent’ switch (see PD-214-F006, Document No. Y136112) for “TBR On” (normally an
interlock pressure switch linked to the hydraulic extension system) and a ‘momentary’ switch for “TBR Enable”. It is
normal for the ‘momentary’ switch to be manually operated and to be mounted in the towing vehicle cab.

TEBS G2
Doc. No. Y137238 (EN - Rev. 003)
Trailer Brake Release (TBR) September 2016
2. By the use of a single momentary “TBR Enable” switch (normally manually operated and mounted in the towing
vehicle cab).

Note: it is possible to configure more than one of each switch.

It is a requirement that the trailer be stationary (less than 5 km/h) and the service brakes applied on the trailer
(normally by application of the towing vehicle parking brake) before the function is activated by the ‘permanent’
switch. Thereafter control is from the ‘momentary’ switch.
Manual operation is possible via the Trailer Information Module (TIM G2), when configured, as the ‘momentary’
switch.
The TBR function is deactivated and the trailer brakes reapplied if any of the conditions apply:
• The ‘momentary’ switch is released.
• The measured vehicle speed exceeds 5 km/h.
• The brake pressure measured at port 4 drops below 5.0 bar.
• The ISO11992 service brake demand value is greater than equivalent of 0.5 bar.
• The interlock switch (TBR On) is deactivated (two switch system)
Note:
PD-214-F301
TEBS G2
Doc. No. Y137238 (EN - Rev. 003)
September 2016 Trailer Brake Release (TBR)
Typical Wiring Diagram - TEBS G2.1 with TBR two-switch input
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
BK 1 AUX IO 1
In-Out
2 AUX IO 2
BK 3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
6 SENS_GND
7 Brake-Light 24V
8 Brake-Light GND
B
9 5V-CAN-L
1
2
ISO 12098 3 10 5V-CAN-H
4
5 YE YE 11 AUX IO 12 - RET
6 1
7 TBR Enable 2 BN 12 AUX IO 3 - RET
1
8 BK
9
1
10 3
11 4 BK BN
12
S-E
13 Junction box
14
15
TBR
On
S-C
TEBS-G2-066
TEBS G2
Doc. No. Y137238 (EN - Rev. 003)
Trailer Brake Release (TBR) September 2016
Revision Details
Rev. 002 September 2015 Section on switches amended.
PD-214-F302
Product TEBS G2
DATA Using TEBS and TRM on Multiple Trailers
Doc. No. Y144314 (EN - Rev. 000)
October 2012
Doc. No. Y144314 (EN - Rev. 000)
October 2012
Function
In Europe, the legal maximum length of a tractor/
semi-trailer is currently 16.50 metres, for a truck/full
trailer it is 18.75 metres.
Outside of Europe the use of ‘long’ vehicle combinations
is not new, with ‘roadtrains’ (multiple-trailer combinations)
being common in North and South America as well as
Australia.
The TEBS G2 brake system is normally controlled
by electronic signals from the Electronic Braking
System (EBS) on the towing vehicle. The signals
are carried on a “Controller Area Network”
(CAN) and this is subject to the specification ISO
11992 which dictates that the maximum length
of the CAN is 40 metres. The Trailer Roadtrain Module (TRM) (see PD-214-800, Document No. Y095620)
acts as a CAN splitter and amplifier and separates the input CAN from the output CANs so that each output
CAN is subject to the full 40 metres limit. Thus multiple trailer combinations can benefit from the use of
TEBS G2 and TRM.
Operation
On multiple trailer combinations the TRM is normally installed at the front of the trailer in order to divide the current
demand as early as possible to limit voltage losses. Each intermediate trailer/dolly will have a TRM and TEBS G2
Trailer Brake Module (TBM) installed on it.
TRM TRM TBM
TBM TBM
CAN
TRM TBM TRM TBM TBM
TRM TBM TRM TBM
By use of TEBS G2 with TRM it is possible to safely brake multiple trailer combinations (roadtrains) up to 5 trailers in
length (for more than five trailers please contact Knorr-Bremse for guidance).
Note:
When using TEBS G2 with multiple TRMs and TBMs care must be taken to ensure that the ISO 7638 power
supply on the towing vehicle has adequate current capacity.
TEBS G2
Doc. No. Y144314 (EN - Rev. 000)
Using TEBS and TRM on Multiple Trailers October 2012
The TRM has two other advantages:

• The TRM has the ability to receive the inputs from two pressure transducers (sensors) mounted in the “Control”
line at the front of the trailer. When used on a long trailer this significantly speeds up the response of the TEBS
Brake Module(s) should the trailer be towed by a non-EBS tractor as the Control line signal will be converted to
a corresponding CAN signal.
• The TRM has the ability to supply an Integrated Speed Switch (ISS) signal (see PD-214-F107, Document No.
Y136124). This can be used to operate a solenoid valve as an interlock.
Typical Wiring Diagram - Trailer with TRM supplying a local TBM and one on a towed
trailer, plus Pressure Transducer inputs and ISS output
RD RD
ISO7638 1
BK BK
1 24V_VALVE
2
Front
2 24V_ECU
3 YE YE 3 GND_H
BN BN 4
4 GND_M
WH WH 5
5 WL
WH/GN WH/GN
6 6 24V-CAN-H
WH/BN WH/BN 7
7 24V-CAN-L
BK BK
Power
Local
24V_ECU 2 24V_ECU
TBM
GND_H 3 YE YE 3 GND_H
WL 5 WH WH 5 WL
TRM
ISO7638 ISO7638
24V_VALVE 1 RD 1 1 RD 1 24V_VALVE
BK BK
Power
2 2 2 2
TBM
24V_ECU
Rear
24V_ECU
3 YE YE 3
GND_H 3 3 GND_H
GND_M 4 BN 4 4 BN 4 GND_M
5 WH WH 5 WL
WL 5 5
6 6
24V-CAN-L 7 WH/BN 7 7 WH/BN 7 24V-CAN-L
TRANSDUCER
SUPPLY VOLTAGE 1
PRESSURE
OUTPUT 2
3
1 SENSOR SUPPLY
4
In Out
GND
2 SENSOR INPUT 1
3 SENSOR INPUT 2
TRANSDUCER
SUPPLY VOLTAGE 1 4
PRESSURE
GND
OUTPUT 2 5 TRI STATE INPUT 1
3 6 AUXIO 1
GND 4 7 AUX RETURN
SOLENOID
VALVE
SUPPLY VOLTAGE 1
GND 2
TEBS-G2-TRM-V8
Revision Details
Rev. 000 October 2012 New document
PD-214-F303
Product TEBS G2
DATA Using TEBS and TRM on Extendable Trailers
Doc. No. Y144317 (EN - Rev. 000)
October 2012
Doc. No. Y144317 (EN - Rev. 000)
October 2012
Function
Semi-trailer combinations in Europe are restricted to a
legal maximum length of 16.50 metres and in addition
the ISO 11992 specification covering the “Controller
Area Network” (CAN) dictates that the maximum length
of the CAN is 40 metres. This is divided up: 15 metres on
the towing vehicle; 7 metres for the connection between
towing vehicle and trailer; and 18 metres on the trailer.
This obviously imposes a limit on the length of a trailer
fitted only with TEBS.
If these were absolute restrictions then they would limit
the transportation of ‘exceptional’ loads, i.e. where
these limits of length are exceeded.
In order to carry exceptionally long loads, extendable
trailers, that is trailers which allow their load space to be
increased in length (manually or with power assistance),
are used. They provide the haulage operator a degree of flexibility in the carrying capacity of the trailer.
The brake systems on such trailers need to be designed to cover the extremes of extension of the trailer. In order to
provide a braking system for the maximum extension the CAN will normally be in excess of 18 metres. In this case
the Trailer Roadtrain Module (TRM) (see PD-214-800, Document No. Y095620) can be used to extend the CAN
length.
The TRM is a state-of-the-art electronic interface which, when added to TEBS G2, enables it to cope with longer
trailers. The TRM acts as a CAN transmitter. It takes the CAN signals from the towing vehicle then reproduces these
on a second, separate CAN which can utilise the full 40 metres specified in ISO 11992. An added advantage of using
the TRM is the ability to add a second TEBS G2 Trailer Brake Module (TBM) should the trailer have two separate
bogies or require more than five axles. See PD-214-F304, Document No. Y134343.
Operation
A TRM is normally installed at the front of the trailer, particularly when there are two TBMs, in order to divide the
current demand as early as possible to limit voltage losses.
TRM
TBM
TRM
TBM TBM
CAN
TEBS G2
Doc. No. Y144317 (EN - Rev. 000)
Using TEBS and TRM on Extendable Trailers October 2012

Y136124). This can be used to operate a solenoid valve as an interlock, e.g. on a trailer with detachable gooseneck
connection to the fifth wheel.
Typical Wiring Diagram - Trailer with TRM and two TBMs, plus Pressure Transducer
inputs and ISS output
RD RD
ISO7638 1
BK BK
1 24V_VALVE
2
Front
2 24V_ECU
3 YE YE 3 GND_H
BN BN 4
4 GND_M
WH WH 5
5 WL
WH/GN WH/GN
6 6 24V-CAN-H
WH/BN WH/BN 7
7 24V-CAN-L
BK BK
Power
Local
24V_ECU 2 24V_ECU
TBM
WL 5 WH WH 5 WL
TRM
BK BK
Power
2 2
TBM
24V_ECU
Rear
24V_ECU
WL 5 WH WH 5 WL

TRANSDUCER
SUPPLY VOLTAGE 1
PRESSURE
OUTPUT 2
3
1 SENSOR SUPPLY
4
In Out
GND
2 SENSOR INPUT 1
3 SENSOR INPUT 2
TRANSDUCER
SUPPLY VOLTAGE 1 4
PRESSURE
GND
3 6 AUXIO 1
GND 4 7 AUX RETURN
SOLENOID
VALVE
SUPPLY VOLTAGE 1
GND 2
TEBS-G2-TRM-V9
Revision Details
PD-214-F304
Product TEBS G2
DATA Using TEBS on Trailers with more than 5 axles
Doc. No. Y144343 (EN - Rev. 000)
October 2012
Doc. No. Y144343 (EN - Rev. 000)
October 2012
Function
The TEBS G2 Brake Module is normally capable of
supplying the service brake requirements for up to five
axles on a trailer. If a TEBS G2 braking system is required
on a trailer having more than five axles it requires the
installation of a second brake module.
The ISO 11992 specification governing the “Controller
Area Network” (CAN) specifies that only one “node”
(module) may be installed in each CAN therefore a CAN
splitter is required to create two CANs on the trailer
(each one serving a brake module). This can be achieved
by the use of a Trailer Roadtrain Module (TRM) (see
PD-214-800, Document No. Y095620).
Operation
A TRM is normally installed at the front of the trailer in order to divide the current demand as early as possible to limit
voltage losses.
TRM TBM TBM
TRM TBM TBM
CAN
By use of TEBS G2 with multiple TRMs it is possible to safely brake trailers with up to 25 axles (for more than 25 axles
please contact Knorr-Bremse for guidance).
Note:
When using TEBS G2 with multiple TRMs and TBMs care must be taken to ensure that the ISO 7638 power
supply on the towing vehicle has adequate current capacity.
TEBS G2
Doc. No. Y144343 (EN - Rev. 000)
Using TEBS on Trailers with more than 5 axles October 2012

Y136124). This can be used to operate a solenoid valve as an interlock, e.g. to prevent accidental unlocking of
sectional elements of trailers.
Typical Wiring Diagram - Trailer with TRM and two TBMs, plus Pressure Transducer
input and ISS output
RD RD
ISO7638 1
BK BK
1 24V_VALVE
2
Front
2 24V_ECU
3 YE YE 3 GND_H
BN BN 4
4 GND_M
WH WH 5
5 WL
WH/GN WH/GN
6 6 24V-CAN-H
WH/BN WH/BN 7
7 24V-CAN-L
BK BK
Power
Local
24V_ECU 2 24V_ECU
TBM
WL 5 WH WH 5 WL
TRM
BK BK
Power
2 2
TBM
24V_ECU
Rear
24V_ECU
WL 5 WH WH 5 WL

TRANSDUCER
SUPPLY VOLTAGE 1
PRESSURE
OUTPUT 2
3
1 SENSOR SUPPLY
4
In Out
GND
2 SENSOR INPUT 1
3 SENSOR INPUT 2
TRANSDUCER
SUPPLY VOLTAGE 1 4
PRESSURE
GND
3 6 AUXIO 1
GND 4 7 AUX RETURN
SOLENOID
VALVE
SUPPLY VOLTAGE 1
GND 2
TEBS-G2-TRM-V9
Revision Details
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Auxiliary Functions for Servicing
PD-214-F351 Pad Lining Wear (PW) Y136131
PD-214-F352 ‘Next Service’ Function Y136132
PD-214-F353 Magic Eye Y136133
PD-214-F354 Operational Data Recorder (ODR) Y136134
PD-214-F355 Diagnostics Y136135
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F351
Product TEBS G2
Pad Wear (PW)
September 2016
Doc. No. Y136131 (EN - Rev. 004)
September 2016
Function
!
The friction material of any brake will wear until the linings
(drum brakes) or pads (disc brakes) need replacement.
Failure to replace the worn component at the appropriate
time will lead to a reduced level of safety and significant
on-cost if there is damage to other components. When
brakes are installed with wear indicators (typically disc
brakes), it is possible to provide information to the driver
or the workshop when the friction material reaches a
predetermined worn condition. Typically each brake is
installed with wear sensors which connect to a junction
box, from which a connection is made to the TEBS
Brake Module, to signal when the first brake reaches
the predetermined worn condition.
Operation
Typically connection from the pad wear indicator is made to the TEBS Brake Module by one of the following options:
1. Tri-state inputs to
TEBS G2.0 and G2.1 - either pin 4 or 5 and ground pin 6 of the In-Out Connector
TEBS G2.2 Standard, Standard Plus and Premium - either pin 5 or 6 and ground pin 4 of the In-Out Connector
2. Inputs S-E and S-F (2S/2M and 4S/3M configurations only and not TEBS G2.2 Standard or Standard Plus).
3. AUXIOs 1, 2 or 3 and ground pins 11 or 12.

The selected connection from the above should be
configured in ECUtalk® under the “Auxiliary I/O” tab and
“Input settings”:
• Select “Input permanent switch”
• Set “Function Name” to PW (Pad Wear)
Note:
For more information on ECUtalk® use the ‘on-line’
help function by pressing “F1” or see the Product
Information Document No. Y051496 available at
www.Knorr-BremseCVS.com
TEBS G2
Doc. No. Y136131 (EN - Rev. 004)
Pad Wear (PW) September 2016

Plus and Premium
The configuration of the Pad Lining Wear function is
carried out using the ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary I/O” tab. Select
the ‘Pad Wear’ option and choose the required AUXIO.
The switch type will default to ‘Permanent’ and cannot
be changed.
Note: it is possible to configure more than one AUXIO for
this function.
Note:
For TEBS G2.2 Premium AUXIO 1 and AUXIO 2 cannot
be configured as an input and an output in parallel.
The monitoring system, provided by the wear sensors, records when any one of the brakes equipped with wear
sensors reaches a predefined wear limit (approximately 2 mm remaining for air disc brakes). This status is recognised
by the TEBS Brake Module by an open circuit in the monitoring system and a warning will then be generated
automatically by the following means:
• Transmission of a warning signal via Pin 5 of the ISO 7638 connector to inform the driver. The yellow warning lamp
will flash to define a non-prescribed fault is present (see PD-214-F001, Document No. Y136108).
• Transmission of an electric signal meaning “brake lining insufficient” via the ISO 11992 data communications (CAN).
Transmission of this message does not guarantee that the towing vehicle will provide the relevant information to
the driver or record an error has been received as this is dependent on the specification of the towing vehicle.
• Transmission of a signal to the Magic Eye which would need to be configured to “Display pad wear errors” (when
programmed - not available with TEBS G2.2).
• Transmission of a signal to TIM/TIM G2.
In the case of Magic Eye and Trailer Information Module (TIM/TIM G2), the fault information will be available even
when the trailer is uncoupled or the ignition is “OFF”. Should neither Magic Eye nor Trailer Information Module
(TIM/TIM G2) be installed on the trailer it will be necessary to connect the diagnostics system ECUtalk® to establish
the reason for the flashing warning lamp.
PD-214-F351
TEBS G2
Doc. No. Y136131 (EN - Rev. 004)
September 2016 Pad Wear (PW)
Pad Wear Sensing - Cable selection examples
to TEBS
module
G2.2
G2.0/2.1 K027832
K019786 +
K019786
or K007205
to TEBS K007202 K003848

module
G2.0/2.1
K019786
G2.2
K027832
+
or K007205 K019786
K007202 K007202 K003848
to TEBS
module
G2.2
K027832
+
K019786
G2.0/2.1
K019786
or K007205 K007217
or
K007218
or
K007202 K007219 K007202 K003848
Note: further Axle Modules K007202 may be added as necessary
Note:
For more information on these cables see PD-272-025, Document No. Y142784.
TEBS G2
Doc. No. Y136131 (EN - Rev. 004)
Pad Wear (PW) September 2016
Typical Wiring Diagram - TEBS G2.1 with Lift Axle Control (LAC) and Pad Wear (PW) monitoring
A BK
PW B
C BN
S-D
1 RD
ISO 7638 BK BK
2
S-F
YE BN
3
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SP 3 BK
2 AUX IO 2
4
YE 3 AUX IO 3
WH
7
1 2 3 4 5 6
2 YE
12 11 10 9 8
BK GN
1 Diagnostic 3 GN 6 SENS_GND
2 YE 4
LAC Socket 5 BK
BK
4 6
7 BN YE 8 Brake-Light GND
B
WH
9 5V-CAN-L
BN 10 5V-CAN-H
1
2
ISO 12098 3
4 BK
S-E
5 YE
BN
6 1 BK
7
8 2
WH
1
9
1
10 LLTH 3
S-C
11 4
12
13 Junction box
14 BK BN
15
TEBS-G2-057_a-trg
LL_ALL
Revision Details
Rev. 002 August 2015 Correction - drawing on page 3 updated to include TEBS G2.2.
Rev. 003 October 2015 Note added about parallel connection on page 2.
PD-214-F352
Product TEBS G2
Next Service Function September 2012
Doc. No. Y136132 (EN - Rev. 000)
September 2012
Function
The ‘Next Service’ function enables a workshop to define
when the trailer is next due for service and how that will
be signalled when that mileage has been exceeded or
the date has been passed.
Operation
The ‘Next Service’ function within the TEBS Brake Module allows the operator or workshop to define when the trailer
should have its next service. Setting of the ‘Next Service’ can be achieved by the use of the diagnostic program
ECUtalk® or via the Trailer Information Module (TIM). The value can either be distance or time based or both. If no
other action is taken, the only way it can be established how much distance/time is left before the next service is
due, is to use ECUtalk® or the TIM.
However, two options exist to provide some form of warning so that it is not necessary to use ECUtalk®:
Warning lamp
In ECUtalk® there is an option to trigger a warning to be transmitted to illuminate the yellow warning lamp. If this is
selected and either the distance or time is reached, the yellow warning lamp in the cab will flash (see PD-214-F001,
Document Y136108).
Magic Eye (not TEBS G2.2)

When a Magic Eye is installed on the trailer it can be set to indicate when the next service interval is exceeded. When
the appropriate signal is received the Magic Eye will change status from black to red and will remain so until action is
taken to reset the device. The indication will be present irrespective of whether the TEBS Brake Module is powered
or not.
TEBS G2
Doc. No. Y136132 (EN - Rev. 000)
Next Service Function September 2012
Setting up of the Next Service related parameters

In ECUtalk® under the tab “Information” there is a button to access the ‘Next Service’ parameters:
Note:
When this is selected the ‘Next Service’ mileage or date can be set as well as the means of signalling that the mileage
or date has been reached:
Revision Details
PD-214-F353
Product TEBS G2
Magic Eye
September 2012
Doc. No. Y136133 (EN - Rev. 000)
September 2012
Function
The Magic Eye is a display device that is generally
mounted on the outside of the trailer in a visually
accessible position and is connected to the TEBS
Brake Module. Information is transmitted via this
connection and interpreted by the Magic Eye so that, if
a pre-configured condition is recognised, the display will
change colour.
Note: the Magic Eye can be used with TEBS Brake
Modules; TEBS G2.0 and TEBS G2.1 (not TEBS G2.2).
Operation
The Magic Eye is connected to the TEBS Brake Module by means of the pins 3 (AUXIO 3), 12 (AUXIO 3 - RET) and
6 (SENS_GND) of the In-Out connector. Information is transmitted via this connection and interpreted by the Magic
Eye so that, if a pre-configured condition is recognised, the display will change colour.
When a configured display condition is not present the display will be black. When any one of the configured
display conditions is recognised by the Magic Eye the
display will switch to red. The TEBS Brake Module must
be powered to transmit the relevant information and for
the Magic Eye to recognise a condition to be displayed.
However, even when the power is turned off, or the trailer
is uncoupled, the Magic Eye will continue to display the
condition present at the time the power is turned off. This
state will remain valid until the condition to be displayed is
rectified and the TEBS Brake Module re-powered – then
the Magic Eye will return to a black display.
The Magic Eye is enabled from the ‘Components’ tab in
ECUtalk®.
Note:
TEBS G2
Doc. No. Y136133 (EN - Rev. 000)
Magic Eye September 2012
Any of the following conditions may be configured by

using the diagnostics program ECUtalk® under the
‘Miscellaneous’ tab and ‘Change Configuration’:
• Display prescribed braking errors, i.e. faults within the
braking system that would generate a warning lamp.
• Display non-prescribed errors i.e. electrical faults within
auxiliary control systems connected and controlled by
the TEBS Brake Module.
• Display pad wear limit, i.e. when the wear of the linings
or pads has reached a predefined limit.
• Display programmed ADL event.
• Display service interval exceeded.
The Magic Eye will indicate any of the above conditions by
means of the red display. To find the reason for the red display
it is necessary to check the TEBS Brake Module status using
the diagnostic program ECUtalk® and rectify any fault condition(s) or note specific events that have been recorded.
Typical Wiring Diagram - TEBS G2.1 with Diagnostic Socket (Magic Eye)
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H 4
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
1
7
1 2 3 4 5 6
2 YE 5 SENS_In / TriState 2
12 11 10 9 8
3 GN
Diagnostics GN 6
(TIM G2, MagicEye) 4 SENS_GND
5 BK
WH BK 7 Brake-Light 24V
6
7 BN
B
WH
9 5V-CAN-L
BN 10 5V-CAN-H
11 AUX IO 12 - RET
BK
S-E
1
2 YE
ISO 1185
3
4
S-C
TEBS-G2-057me
Revision Details
PD-214-F354
Product TEBS G2
DATA Operational Data Recorder (ODR)
Doc. No. Y136134 (EN - Rev. 002)
September 2016
Doc. No. Y136134 (EN - Rev. 002)
September 2016
Function
The TEBS Brake Module includes two independent data
fields, each containing a number of counters which can
be accessed by the diagnostic program ECUtalk® and
via the Trailer Information Module (TIM G2).
Operation
The TEBS Brake Module includes two independent data fields, each containing a number of counters which can be
accessed by the diagnostic program ECUtalk® under the menu heading “Diagnostic Information” and the submenu
“Data Recorder” or via the Trailer Information Module (TIM G2). The two independent fields can be defined as follows:
• Operational Data Recorder (Permanent) where the
respective counters reflect operational data for the life
of the trailer.
• Operational Data Recorder (Resettable) where the
respective counters reflect operational data for the
period since the data recorder was last reset.
The respective counters record the following information:
Brake application counter

Whenever a braking demand, pneumatic or CAN, is
generated, the respective counters will be incremented
so it is possible to judge how the vehicle is being driven
and this can be compared to brake lining wear. The
counter ranges are:
• Brake demand (peak pressure in Control line) below
1.5 bar
• Brake demand (peak pressure in Control line) from 1.5 to 2.5 bar
• Brake demand (peak pressure in Control line) from 2.5 to 4 bar
• Brake demand (peak pressure in Control line) above 4 bar.
ABS active counter

Every time there is ABS cycling the counter will be incremented.
TEBS G2
Doc. No. Y136134 (EN - Rev. 002)
Operational Data Recorder (ODR) September 2016
RSP related counter

Whenever an RSP event occurs (see PD-214-F005,
Document No. Y136111), the respective counter will be
incremented. The counter ranges are:
Step 1: Pressure ranges below 2 bar, from 2 to 4 bar
and above 4 bar. This will enable the severity of
the Step 1 interventions to be assessed
Step 2: Every time a Step 2 intervention occurs the
counter will be incremented.
Step 3: Every time a Step 3 intervention occurs the
counter will be incremented (only available for
centre-axle and full trailers).
Number of power cycles:

When the TEBS G2 Brake Module is first powered the
source of the power is recognised and the respective
counter incremented as follows:
ISO 7638 connection (no CAN communications) – number of times the trailer has been powered up with a
non-EBS towing vehicle.
ISO 7638 connection (with CAN communications) – number of times the trailer has been powered up with an
EBS towing vehicle.
ISO 1185 – number of times the trailer has been powered up by this means (no ISO 7638 power supply connected).
Only applicable to trailers which are wired for stop lamp powering.
Note: The data recorded with ISO 1185 power cycles is not comparable to the ISO 7638 cycles because,
when the trailer is powered only by ISO 1185 Stop Lamp Power, a power cycle is recorded every time a brake
application is made and other data, such as the brake application counter, is not recorded at all.
Miscellaneous Counters
The ODR has two miscellaneous counters:
ADL counter
Allows the recording of the number of instances that a loaded ADL has been activated (dependent on the ADL).
TA counter
Records the number of instances that the Tilt Angle (TA) limit has been exceeded.
PD-214-F354
TEBS G2
Doc. No. Y136134 (EN - Rev. 002)
September 2016 Operational Data Recorder (ODR)
Reservoir pressure
Records the number of times the trailer reservoir supply has been at a pressure > 9.0 bar. Additionally records the
distance travelled (odometer reading) the last time the reservoir pressure exceeded 9.0 bar.
Demand pressure (pm)

Records the number of times the pneumatic braking demand has been at a pressure > 9.0 bar. Additionally records
the distance travelled (odometer reading) the last time the demand pressure exceeded 9.0 bar.
Travelled Distance
This section records the distance travelled when the axle/bogie load is at a defined percentage of the configured
laden value. The load ranges are as follows:
• Less than 20% • 40 to 60% • 80 to 100% • 110 to 120%

• 20 to 40% • 60 to 80% • 100 to 110% • Above 120%.
Extended Operating Data Recorder (ODR)

Certain TEBS G2.2 Brake Modules have an extended ODR facility:
TEBS G2.2 Standard with CN1030 or above
TEBS G2.2 Standard Plus with CN1130 or above
TEBS G2.2 Premium with CN2121 or above
This is displayed in the “ECU Selection” screen of ECUtalk®.
Modules with this facility have two tabs on the Operational
Data page. The first “Data 1” shows the data listed above.
The second “Data 2” provides adiitional information:
Operating Hours
Number of hours that the module has been operating.
Brake applications
The number of brake applications made other than by the
service brake (shown on Data 1).
Last brake pad change

Number of operating hours and distance travelled since the last
brake pad change.
Lift axle
The number of activations of the Lift Axle Controls plus the
operating time and distance travelled with the axles raised.
TEBS G2
Doc. No. Y136134 (EN - Rev. 002)
TH/MH
The number of activations of the TH and MH functions.
iCorner/iCargo
The number of activations of the iCorner function plus the number of operating hours and distance travelled with the
iCargo function active.
iLvl
The number of operating hours and distance travelled with the alternative drive levels active.
Create a report
The ECUtalk® program will allow a report to be generated (and printed) by clicking on the “Create Report” button.
The report generated is a combination of the fault report and the operational data recorder report (the same report
is generated from the ‘Faults’ and ‘Drive Recorder’ sections of ECUtalk®).
PD-214-F354
TEBS G2
Doc. No. Y136134 (EN - Rev. 002)
September 2016 Operational Data Recorder (ODR)
Unreliable data
Certain data shown by the ODR may be unreliable due to power interuptions or the method of powering the TEBS
brake module. If this is the case ECUtalk® will mark this data in the report with an exclamation mark.
Note:
The data held in the ‘permanent’ Operational Data Recorder in the TEBS brake module is not deletable. If the
activity of the brake module needs to be monitored following a certain event, the ‘resettable’ data should be used
following a reset by means of the “Reset ODR” button in ECUtalk®.
Note:
TEBS G2
Doc. No. Y136134 (EN - Rev. 002)
Revision Details
Rev. 001 October 2015 Text concerning Step 3 amended on page 2.
Rev. 001 March 2016 Correction to note on page 2.
Rev. 002 September 2016 Extended ODR added.
PD-214-F355
Product TEBS G2
September 2016
Doc. No. Y136135 (EN - Rev. 001)
September 2016
Diagnostics
Function
The term ‘Diagnostics’ is an all-embracing name
which may be applied to any device or program which
is able to provide status information in a format that is
understandable to the user. With respect to the TEBS
Brake Module the following options provide different
levels of diagnostics:
• Warning lamps
• Magic Eye (not TEBS G2.2)
I N T E R FA C E
Power
SYSTEM DIAGNOSTICS
A
Status
UDIF
• TIM G2
B
• ECUtalk® diagnostic program
Initial indication of a potential error or condition is

generally displayed to the driver by means of a warning
lamp(s) in the cab of the towing vehicle. This includes detectable faults within the braking system and auxiliary
functions or a predefined condition has been detected e.g. pad wear.
Operation
Warning lamp signals
It is a requirement that towing vehicles shall have a yellow warning lamp that is controlled by the trailer braking system
or anti-lock braking system via Pin 5 of the ISO 7638 connector - see PD-214-F001, Document No. Y136108 for
more information.
Magic Eye
The Magic Eye is a display device that is generally mounted on the outside of the trailer in a visually accessible
position - see PD-214-F353, Document No. Y136133 for more information.
Note:
The Magic Eye is not compatible with TEBS G2.2 Brake Modules.
Trailer Information Module (TIM G2)
The Trailer Information Module is a display device that can be mounted on the outside of
the trailer in a visually accessible position. For more information on the TIM G2 used with
TEBS G2 Family Brake Modules - see PD-273-920, Document No. Y050665.
TEBS G2
Doc. No. Y136135 (EN - Rev. 001)
Diagnostics September 2016
Diagnostic Program ECUtalk®

ECUtalk® is a software platform produced specifically to assist the user in the configuration, fault diagnosis and system
check of TEBS Brake Modules and other Knorr-Bremse trailer electronically controlled products. Its functionality
includes:
• System parameterisation
• Reading and writing configuration data from and to
the TEBS Brake Module.
• End of Line (EOL) test
• Fault diagnosis
• Trouble shooting by use of the “System Check”
function
• Reading of “Operational Data”
• Creation and storing of EOL test reports, fault records
and load sensing plate labels.
Fault Diagnosis
Details of any faults can be found under the ‘Diagnostic

Information’ tab in ECUtalk®. The program will display
both active faults and stored faults together with details of
when the fault first occurred and what action is necessary
to correct it.
Faults which are still present in the system will show a

‘Yes’ in the “Active” column and the row containing the
fault will be highlighted in yellow. When a fault has been
corrected and the system rebooted (power switched off
and then on again), or the “Refresh faults” button used,
the fault will still be shown on the screen but it will display
‘No’ in the “Active” column and ‘Yes’ in the “Stored”
column. Also the row will have the yellow highlighting
removed.
Note:
The exception to this is a wheel speed sensor fault for which the system requires a dynamic input from the sensor
to confirm the correction of the fault before its “Active” status is removed.
Faults which occur while the vehicle is in motion but correct themselves will still be stored by the system and be
displayed by ECUtalk® as “Inactive”.
PD-214-F355
TEBS G2
Doc. No. Y136135 (EN - Rev. 001)
September 2016 Diagnostics
Latched faults
Should certain safety related faults, which can only be detected dynamically, occur five times within a defined period
this will cause the system to ‘latch’ into the shut down mode (electronic TEBS operation switched off - no load
sensing or ABS) and the red cab warning lamp will be triggered (on EBS equipped tractors).
Clearing faults
To clear ‘stored’ and ‘latched’ faults use the ECUtalk® program and simply click on the “Clear faults” button, or use
TIM G2 and select ‘Clear faults’ from the menu.
Note: ‘Active’ faults cannot be cleared from the memory in this way. They must be rectified.
Creating a fault report
The ECUtalk® program will allow a fault report to be generated by clicking on the “Fault Report” button. The report
generated is a combination of the fault report and the operational data recorder report (the same report is generated
from the ‘Faults’ and ‘Drive Recorder’ sections of ECUtalk®)
When a ‘Latched’ fault is present the display will show “Internal module error” and also “Prescribed braking
performance cannot be met (ECE Reg 13)”
TEBS G2
Doc. No. Y136135 (EN - Rev. 001)
Diagnostics September 2016
Revision Details
Rev. 001 September 2016 Section on latched faults amended.
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Auxiliary Functions - Other
PD-214-F401 Stop Lamp Request (SLR) Y137240
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F401
Product TEBS G2
DATA Stop Lamp Request (SLR)
Doc. No. Y137240 (EN - Rev. 003)
September 2016
Doc. No. Y137240 (EN - Rev. 003)
September 2016
Function
The Stop Lamp Request function is available to get the
TEBS G2 brake module to apply the stop lamps on the
towing vehicle and the trailer when a brake pressure
above 1 bar is present in any actuator.
Operation
It is a requirement under EU regulations that the stop lamps on the towing vehicle and the trailer should be illuminated
if a deceleration of greater than 0.7 m/s2 is present.
To ensure that any function within the TEBS conforms with this requirement, the TEBS brake module sends a CAN
message to the towing vehicle to apply the stop lamps whenever a pressure of 1 bar or greater is present in any of
the trailer actuators (e.g. as a result of a brake application from an RSP intervention).
The Stop Lamp Request (SLR) function enables an electrical signal to be sent to an AUXIO output or a pneumatic
signal to be sent to the auxiliary port P28 whenever the CAN signal to the towing vehicle is generated.
The SLR function is enabled via the PC diagnostics program ECUtalk® and is accessed via the “Auxiliary I/O” tab
and ‘Change configuration’.
TEBS G2
Doc. No. Y137240 (EN - Rev. 003)
Stop Lamp Request (SLR) September 2016
The configuration of the Stop Lamp Request function is carried out using the ECUtalk® software. Use the “Change
configuration” option under the “Auxiliary I/O” tab. Select the ‘SLR’ option and choose the required output.
If an AUXIO is chosen, select the “Test method” and voltage (“Vavg”) options to suit what is connected to the output:
Note: it is possible to configure more than one output for this function.
Revision Details
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Control and Data Interchange via CAN
PD-214-F500 CAN Data Interchange with TEBS Y204657
PD-214-F501 iTAP ‘App’ for Mobile Devices Y204659
PD-214-F502 iTAP “Push Service” Y238266
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F500
Product TEBS G2
DATA CAN Data Interchange with TEBS
Doc. No. Y204657 (EN - Rev. 000)
December 2014
Doc. No. Y204657 (EN - Rev. 000)
December 2014
Function
CAN (Controller Area Network) is a message based
protocol which enables microcontrollers (ECUs) to
communicate with each other.
On modern commercial vehicles there is CAN
communication between the towing vehicle and the
trailer using a 24 Volt system which is governed by the
specification ISO 11992.
In addition to the link between the towing vehicle and the
trailer it is also common to have separate 5 Volt CANs
on the trailer covering brakes, telemetry, etc.
Inputs and Outputs via the ISO 11992 CAN

The trailer routinely receives messages from and sends messages to the towing vehicle via the ISO 11992 CAN
connection (through pins 6 and 7 of the ISO 7638 connector). Many of these messages must be sent and acted
upon according to international regulations but others (despite being present) will be acted upon depending on the
configuration of the towing vehicle and the configuration of brake module on the trailer.
Some examples of these messages are:
Brake demand
The service brake demand on the towing vehicle is sent in message EBS 11 as required by international regulations.
This message is used by the TEBS Brake Module in preference to the pneumatic demand signal via the Service line.
The EBS 11 message is the highest priority message on the CAN and includes other information, such as ABS and
vehicle stability program status.
Trailer Axle and Bogie Weights
The TEBS Brake Module sends data to the towing vehicle on trailer axle weights in message RGE 22 and on total
bogie weight in message EBS 22. If the towing vehicle is suitably equipped, this data can be used to provide a load
indication to the driver.
Note: this data can also be displayed by the TIM G2.
When using this data the following must be considered:
• When the trailer is new the axle weights should be calibrated on a weigh bridge and the results written to the
ECU using ECUtalk®. This calibration should be repeated during the life of the trailer as the characteristics of
the suspension may change with increased service life.
• If the trailer is equipped with mechanical suspension it must be remembered that the accuracy of the data
is dependent on the construction of the suspension and the measuring system.
• On a drawbar trailer the front axle/bogie may not be monitored. In this case the front axle/bogie is excluded
from the weight calculation.
• The accuracy of the data may be compromised if the trailer is equipped with lift axles which are not controlled
by the TEBS Brake Module.
• The data is only to be used as a guide to the load on the trailer, it can not be used for charging customers
or for other compliance purposes.
TEBS G2
Doc. No. Y204657 (EN - Rev. 000)
CAN Data Interchange with TEBS December 2014
Trailer Tyre Pressure Data

The TEBS Brake Module sends data from the TPMS (Tyre Pressure Monitoring System - see PD-551-000, Document
No. Y095833) to the towing vehicle on trailer tyre pressures in message EBS 23. If the towing vehicle is configured
this data can be used for an in-cab display or warning system.
Disc Brake Pad Wear Data

If the trailer is equipped with Air Disc Brakes fitted with pad wear sensors, the TEBS Brake Module can be configured
to send data in message EBS 23 to the towing vehicle when one (or more) of the pad wear sensors detect that there
is insufficient pad lining material. See PD-214-351, Document No. Y136131.
Inputs and Outputs via the 5 V CAN

The TEBS G2 Brake Module is capable of controlling one 5 V CAN on the trailer to interchange messages relating to
braking and suspension function and TEBS G2.2 Premium is capable of controlling two 5 V CANs. The data received
can be processed by the module and relayed to the towing vehicle, if necessary, through the 24 V CAN.
Revision Details
Rev. 000 December 2014 New document
PD-214-F501
Product TEBS G2
DATA iTAP Trailer ‘App’ for Mobile Devices
Doc. No. Y204659 (EN - Rev. 002)
September 2016
Doc. No. Y204659 (EN - Rev. 002)
September 2016
Function
iTAP Trailer is an ‘App’ designed to be downloaded onto
mobile devices, such as smartphones, and used to
monitor and control brake and suspension functions on
a trailer fitted with an iTAP Wireless Interface and TEBS
G2.2 Brake Module.
Operation
The iTAP Trailer ‘App’ is downloaded from the App Store for iPhones/iPads/iPods* and from the Play Store for
devices running the Android# operating system.
Once downloaded onto a mobile device the ‘App’ can be “paired” to an iTAP Wireless Interface (ECU) installed on
a trailer. This “pairing” process ensures that only one mobile device can be linked to a trailer at any one time. The
“pairing” will be maintained until another mobile device is “paired” with the ECU. The process involves operation of
the service brake system ensuring that only the driver can link to the iTAP ECU.
Once the mobile device is “paired” with the iTAP ECU monitoring/control of the following functions can be undertaken
(providing they are configured within the TEBS system):
• Bogie load.
• iLvl functions - Raise/Lower/Memory Levels/Driving Levels (see PD-214-F010, Document No. Y172340).
• Lift Axle functions - Traction Help/Manoeuvring Help/Lower Lift Axle 1/Lower Lift Axle 2/Lower All Lift Axles/
iCargo off (see PD-214-F101 and F104, Document Nos. Y136118 and Y136121).
• Tyre pressures (see PD-551-000, Document No. Y095833).
• Tilt Angle (see PD-214-F201, Document No. Y136126).
• Road Laying function (see PD-214-F203, Document No. Y136128).
• Disc Brake Pad Wear (see PD-214-351, Document No. Y136131).
• Diagnostic Trouble Codes (Fault Codes) for investigation using the diagnostic software ECUtalk®.
• System Pressures - Reservoir Pressure/Control Line Pressure/Air Suspension Pressure/Pressure in the
service brake actuators.
• Voltages - iTAP Supply Voltage/iTAP Back-up Battery Voltage/TEBS Brake Module Supply Voltage/Stop
Lamp Supply to TEBS Brake Module.
• Odometer functions - total distance travelled by the trailer/trip counter/distance to be travelled before next
service/next service date.
• Cameras for Reversing and Load View.
For complete information on the iTAP Trailer ‘App’ see the User Manual, Document No. Y181590.
* iPhone, iPad and iPod are trademarks of Apple Inc., registered in the U.S. and other countries.
#
Android is a trademark of Google Inc., used with permission.
TEBS G2
Doc. No. Y204659 (EN - Rev. 002)
iTAP Trailer ‘App’ for Mobile Devices September 2016
Revision Details
Rev. 000 December 2014 New document
Rev. 001 January 2015 Configuration section moved to document Y202588.
Rev. 002 September 2016 Cameras for Reversing and Load View added.
PD-214-F502
Product TEBS G2
DATA iTAP “Push Service”
Doc. No. Y238266 (EN - Rev. 001)
September 2016
Function
The iTAP Wireless Interface has the capability of
sending (“pushing”) relevant trailer data through the
internet to Knorr-Bremse’s Data Centre who will supply
it to a Service Provider (authorised data management
organisation) who will provide it as part of a package
of information to a vehicle operator to facilitate a more
efficient fleet maintenance regime.
The iTAP Wireless Interface normally interfaces with iTAP
Trailer, which is an ‘App’ designed to be downloaded
onto mobile devices, such as smartphones, and used to
monitor and control brake and suspension functions on
a trailer fitted with the interface and a TEBS G2.2 Brake
Module. To access the “Push Service” an additional
‘App’, iTAP Setup, is required.
Operation
Normally the iTAP Wireless Interface (ECU) installed on a trailer will be used to provide real time data on demand
to a “paired” smartphone (see PD-214-F501, Document No. Y204659, PD-273-940, Document No. Y202588 and
Document No. Y181590). In addition the iTAP Wireless Interface (ECU) can be configured to search for internet
Wi-Fi hotspots while the trailer is on the move and, when a suitable connection is made, the ECU will “push”
specified trailer data through the internet to Knorr-Bremse’s Data Centre. The iTAP ECU is capable of connecting not
only to free Wi-Fi hot spots but to a range of private hot spots. These private hot spots are accessed by the customer
providing the appropriate password to the data centre which allows connection for the customer specific iTAP ECUs.
Once the iTAP ECU is set up for the “Push Service” data such as system pressures, vehicle speeds, brake
applications, tyre pressures and system fault codes are collected in the memory of the iTAP and uploaded when a
suitable connection is available.
In addition the “Push Service” offers a form of vehicle tracking as all of the Wi-Fi hot spots through which the iTAP
ECU makes connection are logged. These hot spots may have a GPS location and this data can be provided as a
record of vehicle location and time.
Note:
To take advantage of the “Push Service” the iTAP ECU must have a real time clock which is present in ECUs
having Part Number containing “V01” or higher.
TEBS G2 Doc. No. Y238266 (EN - Rev. 001)

iTAP “Push Service” September 2016
Set up
Service Provider
Before the iTAP “Push Service” can be used it is necessary for a vehicle operator to set up and account with a
Service Provider. At the date on this document there is only one such provider, FleetRemote, although the number of
providers is planned to increase. This document is based on using FleetRemote as the Service Provider.
Create an account with FleetRemote at https://support.fleetremote.com/ then use “Getting started”:
Fill in your email address and choose a password then create an account. Your account number and PIN will be
given on the next screen:
Follow the on-screen instructions to complete the process.
PD-214-F502
Doc. No. Y238266 (EN - Rev. 001)

TEBS G2
September 2016 iTAP “Push Service”
The smartphone (running iOS* or Android#) used to “pair” with the iTAP Wireless Interface must have the iTAP ‘Setup
App’ installed on it, this can be downloaded from the App Store for iPhones/iPads/iPods* and from the Google Play
Store for devices running the Android# operating system.
Note:
The iTAP ‘Setup App’ requires both wi-fi and 3G (minimum) connection.
Ensure that wi-fi is on, open the App and a list of Service Providers will be shown (only FleetRemote at the time of
this document):
Select FleetRemote then enter your Account No. and PIN.
You will be taken to the “Terms and Conditions” screen. Read these
and tap on “Accept” to confirm your acceptance.
Select the iTAP that you wish to configure.
* iPhone, iPad, iPod and iOS are trademarks of Apple Inc., registered in the U.S. and other countries.
#
Android is a trademark of Google Inc., used with permission.

Before commissioning the iTAP, swipe the screen to the left (or use the
arrowhead symbol) to view the features page.
Do not commission the iTAP at this stage!
The features page offers four options:

• Update iTAP
• Confirm iTAP installation
• Change the iTAP Service Set Identifier (SSID)
• Switch on the client CAN
The “Update iTAP” button can be used to update the software in the
iTAP. If there is no update available then the button will be greyed out.
Select this button to confirm the iTAP installation.
PD-214-F502
Doc. No. Y238266 (EN - Rev. 001)

TEBS G2
September 2016 iTAP “Push Service”
The screen will display icons representing the installation orientation of

the iTAP on the trailer. This information is necessary for the software to
interpret the information from the accelerometers built in to the iTAP.
The ‘bubble spirit level’ can be used to ensure that the iTAP is installed
in the vertical planes - adjust until bubble is in the centre of the circle.
Note:
The iTAP must be installed on the headboard or in front of the
landing legs of the semi-trailer.
Select the icon which represents the installation of the iTAP on the
semi-trailer and it will be highlighted to show your selection.
Go back to the features screen and select one of the other options (if
required).
If the SSID button is selected, the following screen will permit you to
rename the Service Set Identifier (SSID) of the iTAP.
By default this will be set as the trailer name preceded by “iTAP_” (this
prefix is applied automatically).
required).
If the TCAN button is selected, this screen allows the client CAN to be
switched on.

Set this to “On” for Knorr Bremse systems, contact the service provider
for details of using this for other purposes.
required).
When work on the features page is complete, swipe the screen to the
right (alternatively use ‘back’ option or the arrowhead symbol) to return
to the commissioning page.
Press the “Commission” button to complete the set up.
The screen will switch to the decommissioning screen.
Should you wish to undo the set up process or if the iTAP has been
commissioned previously and you wish to revise the commissioning,
enter your PIN and select the “Decommission” button.
The iTAP will stop off loading data and scanning for Wi-Fi access
points.
Revision Details
Rev. 000 February 2016 New document.
Rev. 001 September 2016 Notes on pages 3 and 5 amended. Text on page 4 amended.
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Miscellaneous
PD-214-F901 Trailer Type Approval Y136117
PD-214-F902 Updating Software (“Flashing”) of Modules Y144495
PD-214-F940 Module Replacement and Routine Servicing Y177724
10
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F901
Product TEBS G2
Trailer Type Approval April 2016
Doc. No. Y136117 (EN - Rev. 002)
April 2016
ABS and EBS Approval

Before any vehicle is permitted to run on the road it must
fulfil the requirements of many ECE Regulations. With
E D
respect to braking the associated legislative instrument
O V
is:
PP R
• ECE Regulation 13 including the 11 series of
A
amendments
Due to the diversity of the trailer industry, where there
are many manufacturers producing trailers to a wide
range of specifications, the burden of type approval is
both onerous and costly. Two of the most difficult and
time consuming elements of braking type approval
relate to the assessment of the ABS performance and
electronics. This has been recognised by the authorities
and provisions have been made in ECE Regulation 13, to enable independent performance assessment for which
a test report is generated. The requirements associated with this procedure are defined in Annex 19 of the ECE
Regulation.
The Knorr-Bremse TEBS G2 Brake Module has been subjected to the test procedures defined within these Annexes
and test reports have been produced showing the successful results. Additionally, to verify the functionality of the
electronics in normal and failed modes an independent assessment has been carried out with independent Technical
Authorities in accordance with the provisions of ECE Regulation 13, in particular Annex 17 (ISO 11992 compatibility),
Annex 18 (Special requirements to be applied to the safety aspects of complex electronic vehicle control systems) and
Annex 21 (Special requirements for vehicles equipped with a vehicle stability system). The following documentation
(available from Knorr-Bremse representatives) provides the required system information and the results associated
with each of the assessments:
ABS Assessment Documents

TEBS G2 Brake Module ABS Information Document Y038142
‘TÜV Nord’ test report EB.154 (Y055195)
Use of AC574AY Relay Valve with long pipes EB.154 extension (Y158131)
Electronics Assessment Documents

TEBS G2 Brake Module Electronics Information Document Y038143
‘UTAC’ test report 07/02387
TEBS G2.2 ADR approval ECE R105 - ‘SGS’ test report G1E10001-00 (Y216239)
RSP Assessment Documents

TEBS G2 Brake Module RSP Information Document Y080682
TEBS G2
Doc. No. Y136117 (EN - Rev. 002)
Trailer Brake Performance Requirements
Test Directive / Regulation Requirement Procedure

Brake system ECE Regulation 13/11 – The elapsed time • Pneumatic and CAN simulator required.
response Annex 6 from 0.65 bar at the • Brakes to be adjusted as closely as possible.
requirements coupling head to 75%
• Initial supply line pressure = 6.5 bar
Note: of the asymptotic brake
actuator pressure shall • Shut off the supply line
ECE Regulation 13
defines requirements be <0.4 secs (maximum • Use simulator to produce the defined signal
permitted value = (pneumatic and CAN) at the coupling head.
for CAN response time
0.44 secs) • Determine the system response time
measurement.
Anti-lock ECE Regulation 13 as To ensure that, after • Adjust brakes according to specified
energy amended 15 secs of ABS cycling requirements
consumption – Annex 20 paragraph 7.3 followed by four static • The load sensing shall be set to the laden
brake applications, position.
the residual reservoir
• Pressurise the trailer reservoir to 8.0 bar then
pressure is then able to
isolate the supply.
generate a braking force
on the next application • Apply a pressure of 6.5 bar via the pneumatic
of 22.5% of the static control line and then reduce it to zero. Continue
axle load. this procedure until the defined number of static
applications ne have been completed. (For the
value ne see TÜV Nord test report EB154.)
• On the last application the pressure in the brake
actuator should be noted and verified that it is
able to generate a braking force equivalent to at
least 22.5% of the static laden axle/bogie load
of the trailer – see brake calculation.
• The above shall be fulfilled without the spring
brakes generating a braking force.
Spring brake ECE Regulation 13/11 – To ensure that it is • The supply line shall be pressurised to 7.5 bar
energy Annex 8 paragraph 2.4 possible to release (ECE) and then disconnected.
consumption the spring brakes at • The automatic brake shall be released prior to
least three times after the following check.
the trailer has been
• Using the park brake control release the spring
uncoupled.
brakes 3 times.
• After the third release it shall still be possible to
rotate the wheels equipped with spring brakes.
Application ECE Regulation 13/11 – After the supply line • The supply line shall be pressurised to 7.0 bar
of the spring Annex 8 paragraph 2.5 has been isolated the (ECE) and then isolated.
brakes after service brakes shall be • Fully apply and release the service brakes 4
operation of fully actuated four times times.
the service after which it must still
• After the fourth application it shall be still
braking be possible to rotate the
possible to rotate the wheels equipped with
system wheels equipped with
spring brakes.
spring brakes.
PD-214-F901
TEBS G2
Doc. No. Y136117 (EN - Rev. 001)
April 2016 Trailer Type Approval
Test Directive / Regulation Requirement Procedure

Capacity ECE Regulation 13/11 – After the supply line • The service braking system reservoir(s) shall
of service Annex 7 paragraph 1.3 has been isolated the be pressurised to 8.5 bar and the supply line
braking reser- service brakes shall isolated.
voir be fully actuated eight • Fully apply and release the service brakes
times. The pressure in eight times, record the pressure in the brake
the brake actuators on actuators on the first and eighth application.
the eighth application
• Ensure the relationship between these pressures
shall not be less than
meets the requirement.
half of the brake actu-
ator pressure recorded
on the first application.
Service brake ECE Regulation 13/11 – During operation of, • Pressurise the service braking reservoir(s) and
protection paragraph 5.2.2.14. or a leakage from, the auxiliary equipment to a pressure >7.0 bar.
auxiliary equipment (air • Produce a leakage from the auxiliary equipment.
suspension) it shall be
• Wait until leakage stops
ensured that the braking
system is protected to • Measure the pressure in the service braking
enable at least 80% of reservoir and check that it does not fall below
the prescribed service a pressure of 5.2 bar or the residual pressure is
braking performance to able to produce a braking force of at least 80%
be fulfilled. of the prescribed value.
TEBS G2
Doc. No. Y136117 (EN - Rev. 002)
Revision Details
Rev. 001 February 2016 EB.154 extension and R105 approval added to table on page 1.
Rev. 002 April 2016 References to EC (EEC) Directives removed.
PD-214-F902
Product TEBS G2
DATA Updating Software (“Flashing”) of Modules
Doc. No. Y144495 (EN - Rev. 001)
September 2016
Doc. No. Y144495 (EN - Rev. 001)
September 2016
Function
A Flash Update Package contains ECU application
software and/or an EEPROM data record. During the
installation of ECUtalk® on a computer, update packages
with these data files are installed for the TEBS G2
Brake Module (TBM) and the Trailer Electro-Pneumatic
Module – Premium (TEPM-P). These data files will then
be written to the module’s ECU (if required) by the Flash
Update Package when the module is connected to the
computer.
Note: To run the “Flash process” in ECUtalk® on a PC,
I N T E R FA C E
Power
‘Power User’ or ‘Administrator’ rights are necessary.
SYSTEM DIAGNOSTICS
A
Status
UDIF
B
Operation
When the “ECUtalk® for TEBS G2” software is installed

on a computer the software version will dictate the level
of the Flash Update-Package that is installed as part of
the ECUtalk® software. To check what software version
is loaded onto a computer, firstly open “ECUtalk® for
TEBS G2”. From the “Starter” screen select one of the
‘Start’ options to get to the main screen of ECUtalk®. On
this screen, note the details of the software version as
shown (version 2.3.19.1 in this example).
Note: Do not use the software details shown at the top
of the “Starter” screen as these are not representative of
the ECUtalk® software revision level.
Also shown is the Compatibility Number (CN) which
indicates the level of compatibility with certain functions
(see section “Flash to CN504”).
Next go to www.Knorr-BremseCVS.com and select
“Download Software”. Enter ‘TEBSG2’ in the “Search”
field and then click on “Search”. Find the Installation Download Software
Pack “Setup_TEBSG2_FULL.zip”, which contains the

latest version of the “ECUtalk® for TEBS G2” software. TEBSG2
Click on the “i” icon and note the details of the

software version (3.5.10.1 in this example).
If the version of ECUtalk® on the computer is not the
Setup_TEBSG2_FULL.zip
latest, go back to the “Search” results and install the

latest version by clicking on the “disc” icon and TEBSG2 - Install - 3.5.10.1
following the download instructions. Your current PIN

will remain valid for the latest version of ECUtalk®.
TEBS G2
Doc. No. Y144495 (EN - Rev. 001)
Updating Software (“Flashing”) of Modules September 2016
TEBS G2 Brake Module

When a TEBS Brake Module is connected to a
computer with “ECUtalk® for TEBS G2” running, the
software revisions of the module’s ECU and ECUtalk®
are compared. If the module’s software is an earlier
revision, the user will be asked if he wants to update it.
If the user responds with “Yes”, he will be asked to

complete a Flash Report.
When this is complete and “OK” is clicked the user will

be asked where the Flash Report should be saved.
Once saved it is the reponsibility of the user to send the

report to [email protected].
PD-214-F902
TEBS G2
Doc. No. Y144495 (EN - Rev. 001)
September 2016 Updating Software (“Flashing”) of Modules
When the report has been saved and “OK” clicked, the
flash process will execute and the user will be informed
when it is complete .
Trailer Electro-Pneumatic Module – Premium (TEPM-P)

When a Trailer Electro-Pneumatic Module – Premium
(TEPM-P) is connected to a computer with “ECUtalk®
for TEBS G2” running, the software revisions of the
module’s ECU and ECUtalk® are compared. If the
module’s software is an earlier revision, a new menu
item “Update TEPM_P” will appear in the listing of the
“System” tab. When this menu item is selected, the
flash process will execute and the user will be informed
when it is complete.
Flash to CN504
ECUtalk® for TEBS offers a manual update capability
for the brake modules with 2S/2M only capability
(TEBS G2.0 modules with Part No. K01934.. and G2.1
modules with Part No. K01935..) to a software level
with Compatibility Number CN504 which enables their
use with iCorner (see PD-214-F105, Document No.
Y136122).
The menu item “Update to CN504” under the “System” tab will only be shown if a TEBS G2.0/G2.1 module is
connected and the module’s ECU hasn’t already been updated to CN504.
TEBS G2
Doc. No. Y144495 (EN - Rev. 001)
Updating Software (“Flashing”) of Modules September 2016
iTAP with TEBS G2.2

If a TEBS G2.2 Brake Module is connected to an iTAP ECU (via the 5 V CAN) and it is required to update (“flash”)
the software of the module via the 24 V CAN (using Diagnostic Cable EZ1034), it is important that the iTAP ECU is
disconnected from the module before the update is performed.
Procedure:
• Switch off the ignition in the towing vehicle.
• Connect Diagnostic Cable EZ1034 between the towing vehicle and trailer.
• Connect the computer to EZ1034 using Cable EZ1032 via the UDIF.
• Disconnect the cable between the Brake Module and the iTAP ECU by removing
the plug on the grey socket of the iTAP ECU. grey black
black
• Switch on the ignition in the towing vehicle.

• Carry out the flashing of the Brake Module with ECUtalk®.
• After the update is complete, switch off the ignition in the towing vehicle.
• Reconnect the cable between the Brake Module and the iTAP ECU.
• Remove the Diagnostic Cables and reconnect the trailer to the towing vehicle.
Note:
Only one Update-Package can be installed at a time.
Revision Details
Rev. 001 September 2016 New section added concerning iTAP.
PD-214-F940
Product TEBS G2
DATA Module Replacement and Routine Servicing
Doc. No. Y177724 (EN - Rev. 004)
September 2016
Doc. No. Y177724 (EN - Rev. 004)
September 2016
Replacement
In the unlikely event that it is necessary to replace the
TEBS G2 Brake Module due to an irreparable fault, it
is important to save the trailer configuration file before
removing the faulty module from the trailer unless the
file is already available for that specific trailer. Saving
Trailer Information Module
the file stored within the TEBS G2 Brake Module can

be realised by connection of the diagnostic program
ECUtalk® and saving the file to a directory in a computer
for future use – for more information refer to the “Online
help” system of ECUtalk® for TEBS G2.
If for any reason it is not possible to read and save
the file from the failed TEBS G2 Brake Module it is
recommended that a copy of the original configuration
file is obtained from the trailer manufacturer.
Once the replacement TEBS G2 Brake Module has been installed, the saved file should be used to configure the
replacement module (see note below) and an EOL test (see PD-214-F009, Document No. Y136116) should always
be performed. For more information refer to the “Online help” system of ECUtalk® for TEBS G2.
Note:
TEBS G2.2 brake modules for the Aftermarket, which need parameterising (configuring by loading the appropriate
configuration file) using ECUtalk®, are fitted with a grey top cover to identify them.
PD-214-F940
Doc. No. Y177724 (EN - Rev. 004)

September 2016
Routine Servicing
The only components of the TEBS G2 Brake Module and the Trailer Electro-
Pneumatic Modules which require routine inspection are the port filters and Flat
exhaust silencers. filter
Port filters
Port filters are fitted in the TEBS G2 Brake Module, the Trailer Electro-Pneumatic
Modules - Standard (TEPM-S), Premium (TEPM-P) and Advanced (TEPM-A) in
order to protect the pneumatic elements from contamination. The location of
the filters is as per the table: Conical
filter
TEBS G2.0/ TEBS G2.2
Module G2.1 Brake Brake TEPM-S TEPM-P TEPM-A
Module Module
Port 1 - Conical filter Conical filter
Ports 11, 12 - Conical filter - - Conical filter
Port 4 Flat filter Flat filter - Flat filter Flat filter
Port 42 - - - Flat filter -
These filters require regular inspection to ensure they do not become blocked
as this will restrict the flow of air and possibly slow down brake application and
release times, leading to reduced braking performance. To examine the filter for
contamination remove the pipe and then the pipe fitting from the port.
If contaminated:
• Flat filter - use circlip or flat-nosed pliers to carefully unscrew the filter from
the body.
• Conical filter - use a flat-bladed screwdriver to carefully unscrew the filter from the body.
• Clean the filter carefully using compressed air or proprietary cleaning fluid - do not use solvent!
• Carefully refit the filter in the correct port.
If the filter is damaged or impossible to clean effectively then replace it with the correct genuine spare part.
If it is found that the filter becomes blocked regularly the source of the contamination should be found and corrective
action taken.
PD-214-F940
TEBS G2
Doc. No. Y177724 (EN - Rev. 004)
September 2016 Module Replacement and Routine Servicing
Exhaust silencers
The exhaust ports of the TEBS G2 Brake Module and the Trailer Electro-Pneumatic Modules - Standard (TEPM-S)
and Advanced (TEPM-A) are fitted with silencers to reduce exhaust noise.
These silencers require regular inspection to ensure they do not become blocked by external contamination as this
will slow down brake release times and reduce the effectiveness of ABS operation.
If a silencer is found to be contaminated, it should be removed as follows:

• Use a screwdriver behind the locking tab of the silencer cover
to carefully lift it so that it clears the locking point on the body
casting.
• While keeping the locking tab lifted, rotate the silencer cover
anti-clockwise until all of the locking bayonets are clear of the
mating parts on the body casting.
• Lift the cover and silencer element from the module.
• The procedure is the same for the Trailer Electro-Pneumatic
Module Standard (TEPM-S) and Advanced (TEPM-A).
Remove the silencer element from the cover.
The element can be unrolled for cleaning - carefully clean it using
compressed air or proprietary cleaning fluid - do not use solvent!.
Carefully re-roll the cleaned element and insert it into the cover. Refit
the cover to the body so that the locking tab is beside the locking
point on the casting. While keeping pressure on the cover rotate
it clockwise to re-engage the locking bayonets and to locate the
locking tab beyond the locking point on the body casting.
If the silencer element is damaged or impossible to clean effectively

then replace it with the correct genuine spare part.
If it is found that the silencer becomes blocked due to internal

contamination (such as oil carry over from the air compressor of the
towing vehicle) the source of the contamination should be found
and corrective action taken.
TEBS G2
Doc. No. Y177724 (EN - Rev. 004)
Module Replacement and Routine Servicing September 2016
Service parts
TEBS G2.0/G2.1 TEBS G2.2
Module Trailer Electro-Pneumatic Modules
Brake Modules Brake Modules
Standard & Standard Premium Advanced
Type All Premium
Standard Plus (TEPM-S) (TEPM-P) (TEPM-A)
K108643K50* K108643K50* K108643K50* K108643K50*

Port filter K108643K50* K004904K50**
K004904K50** K004904K50** K004904K50** K004904K50**
K000847K50 K000847K50 K000847K50 K000847K50

Silencer Kit (2 required per (2 required per (2 required per K000847K50 - (2 required per
module) module) module) module)
K023401K50 K092404K50 K092404K50

Side Cover (2 required per K092404K50 (2 required per K000846K50 K017877K00 (2 required per
module) module) module)
Blanking Plug for K026197V01N00 K026197V01N00 K026197V01N00

- - -
In-Out Connector (no coding) (no coding) (no coding)
K103003K50
Blanking Plug for
(2 required per Z005860 Z005860 - - Z005860
WSS Connector
module)
Blanking Plug for

2.3 and 2.4 - - Z005861 - - Z005861
Connectors
12- pin Deutsch Plug

K002287N00 K091439N00 K091439N00 K091439N00
(In-Out
(Code B) (Code A) (Code A) (Code A)
Connector)
6- pin Deutsch Plug

K092215N00 K092215N00
(2.3 and 2.4 - - - -
(No Coding) (No Coding)
Connectors)
* Kit K108643K50 contains 20 ‘flat’ filters

** Kit K004904K50 contains 10 ‘conical’ filters
Revision Details
Rev. 002 June 2015 Filter kit contents corrected and table amended on page 4.
Rev. 004 September 2016 Page 1 - image and note about the aftermarket replacement module expanded.
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Auxiliary Design Language
PD-214-F950 Auxiliary Design Langauge (ADL) Y136136
PD-214-L2017 ADL2017 to Switch Lift Axle Status Y143144
PD-214-L2025 ADL2025 to interface with Aspöck Reversing System Y147155
PD-214-L2031 ADL2031 to show axle overload (Magic Eye) Y235045
PD-214-L2032 ADL2032 to show axle overload Y231992
PD-214-L2081 ADL2081 to “Flash” an Additional Stop Lamp Y143950
PD-214-L2107 ADL2107 to Disable an Interlock when the Vehicle is Moving Y143145
PD-214-L2200 ADL2200 - P28 Control from External Switch Y143951
11
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-214-F950
Product TEBS G2
DATA Auxiliary Design Language (ADL)
Doc. No. Y136136 (EN - Rev. 003)
September 2016
Doc. No. Y136136 (EN - Rev. 003)
September 2016
Function
ADL is a programming language, developed and
patented by Knorr-Bremse, that enables the expansion
of the functionality of the TEBS Brake Module without
having to update the basic hard coded software; this
enables significant flexibility. By using an ADL program
it is possible to adapt the individual or combined
functionality of any combination of configured AUXIO
functions as well as update the content of the J1939
CAN communications to realise specific customer
objectives. The latter is used to interface with external
communication systems e.g. Telematics.
ADL is an important feature for the following reasons:
• Continuous development within the commercial
vehicle industry in general and a varied customer base demands flexibility.
• A clear trend towards realising an increasing number of functions by electronic means.
• Products are developed based on what is known to be required up to the time of launch. The introduction of new
functions takes significant time to introduce on a permanent basis.
• Special applications require special solutions.
If a modified functionality is desired for an auxiliary function, the user now has the possibility of reaching a timely
implementation through a Knorr-Bremse representative. Knorr-Bremse has set up a database in which all enquiries
and their solutions are stored and this makes it possible to react very quickly, since the majority of the function
variants are covered.
An ADL program may be used, for special purposes, to modify the ‘normal’ parameters within the ECUtalk® program.
An ADL program can also be written so that each time it is activated a counter is triggered in the Operational Data
Recorder (ODR). See PD-214-F354, Document No. Y136134.
A form is available for enquiring about a function modification from which it can be decided if an ADL program already
exists or if Knorr-Bremse needs to create a new one.
Tip:
Before requesting a new ADL program please ask your Knorr-Bremse representative whether the required function
is already available or can be achieved without the need for a new program.
Note:
Only one ADL program may be loaded and so, if two functions are required, both of these must be written into a
new ADL program.
Note:
There may be a charge for the creation or use of a new ADL program. This charge may be paid for using an ADL
credit - see your Knorr-Bremse representative.
TEBS G2
Doc. No. Y136136 (EN - Rev. 003)
Auxiliary Design Language (ADL) September 2016
The implementation of the new auxiliary function created by the ADL takes place via the PC diagnostics program
ECUtalk® which is accessed via the “Miscellaneous” tab
in the program.
The ADL program is loaded using the ‘Change

Configuration’ option and the ‘Load ADL’ button.
An ADL program can also be deleted using this screen.
During the loading of the ADL program, ECUtalk® will

carry out a plausibility check of the file and configuration.
When the ADL program is loaded, details will be displayed

showing what inputs or outputs needs to be configured.
Actions that need to be taken will be displayed in red.
Some ADLs perform simple functions and there is no

customisation of settings required by the installer.
The ADL program will always guide the installer as to

what customisation is required.
The example shown requires a tri-state input to be

configured and this can be done by using the “Previous”
button to navigate to the “AUXIO settings” page.

The options for the required configuration will again be TEBS G2.0/G2.1/G2.2 Standard up to CN1023
highlighted in red.
On this page select a suitable input and the ADL

requirement will be the default setting.
As this ADL program requires a tri-state input, if Input

E or F is selected (not TEBS G2.2) they will have to be
configured as ‘Tri-state’.
If SENS_SUP or SENS_IN1 were selected these would

automatically default to tri-state.

Plus and Premium
The ‘ADL Inputs’ option will be highlighted in red to show Standard Plus/Premium
that it needs to be configured. Click on this, then ‘ADL
TRI A’ and the available options will be shown.
PD-214-F950
TEBS G2
Doc. No. Y136136 (EN - Rev. 003)
September 2016 Auxiliary Design Language (ADL)
Note:
Once an acceptable configuration is selected the red

highlighting will disappear.
Use the “Next” button to navigate back to the

“Miscellaneous” tab and the red highlighting on the
AUXIO functions will have disappeared, but there is still
red highlighting on the “ADL-LAC/SP control enabled”.
Most programs will interact with a function within TEBS

and the ADL program will not be enabled until it is
selected from the relevant list to ensure that the correct
ADL program is loaded and operational.
Use the drop-down list and select “Yes” and all of the red
highlighting will have disappeared showing that the ADL
program is ready for operation.
Click on “OK” and the “Miscellaneous” tab will display the

following:
• Program number associated with the loaded ADL
program.
• Expected AUXIO input and output configurations
required.
• Brief description of the function.
Note:
The ADL program example shown has no adjustable
parameters.
Note:
Manual operation of ADL functions is possible via the Trailer Information Module (TIM G2), when configured.
TEBS G2
Doc. No. Y136136 (EN - Rev. 003)
Auxiliary Design Language (ADL) September 2016
In this example an AUXIO output must be configured but

no control has to be enabled.
When this has been done the “Miscellaneous” tab will

show the ADL program details and in this case there are
two parameters which are adjustable.
To do this return to the “Change configurations” screen

and adjust the parameters as required in the “ADL
customising parameters” section.
Note:
If the parameter value in the “ADL customising
parameters” section is “0” then this indicates that the
default value is in use.
Note:
Details of specific ADL programs can be found in individual Product Data documents in the series PD-214-L.....
Revision Details
same as G2.2 Standard Plus and Premium.
PD-214-L2017
Product TEBS G2
DATA ADL2017 to Switch Lift Axle Status
Doc. No. Y143144 (EN - Rev. 003)
September 2016
Doc. No. Y143144 (EN - Rev. 003)
September 2016
Function
ADL2017 is designed to enable the user to change the
state of the Lift Axle Control (LAC) at any time by means
of a manual ‘momentary’ (non-latching) switch. If the lift
axle is raised, operation of the switch will lower the axle
and if the lift axle is lowered, operation of the switch will
raise the axle.
Configuration
Before loading ADL2017, using the ECUtalk® program, configure the Lift Axle Control (LAC) as required. See
PD-214-F101, Document No. Y136118 for more information.
In the ECUtalk® program use the “Miscellaneous” tab and “Change configuration” option, then “Load ADL” to load
the ADL file from its stored location.
PD-214-L2017 Product Data
TEBS G2
Doc. No. Y143144 (EN - Rev. 003)
ADL2017 to Switch Lift Axle Status September 2016
When the ADL program is successfully loaded, ECUtalk® will display the following:
If the required AUXIO input needs to be configured, ECUtalk® will display this message:
In the ECUtalk® program, the “Miscellaneous” tab and

“Change configuration” option will display what inputs or
outputs needs to be configured. Actions that need to be
taken will be displayed in red.
ADL2017 requires a tri-state input to be configured

and this can be done by using the “Previous” button to
navigate to the “AUXIO settings” page.
The options for the required configuration will again be
highlighted in red.
On this page select a suitable input and the ADL

requirement will be the default setting.
As this ADL program requires a tri-state input, if Input

E or F (not TEBS G2.2) is selected they will have to be
configured as ‘Tri-state’.
If SENS_SUP or SENS_IN1 were selected these would

automatically default to tri-state.

Plus and Premium Standard Plus/Premium
The ‘ADL Inputs’ option will be highlighted in red to show
that it needs to be configured. Click on this, then ‘ADL
TRI A’ and the available options will be shown.
PD-214-L2017
TEBS G2
Doc. No. Y143144 (EN - Rev. 003)
September 2016 ADL2017 to Switch Lift Axle Status
Once the required configuration is set the ‘red’ status will

disappear.


“Miscellaneous” tab and the ‘red’ status on the AUXIO
functions will have disappeared, but there will still be a
‘red’ status on the “ADL-LAC/SP control enabled”.
Use the drop-down list and select “Yes” and all of the
red status will have disappeared showing that the ADL is
ready for operation.
Click on “OK” and the “Miscellaneous” tab will display

details of the ADL loaded and the input/output
configuration set for its operation.
Note:
The ADL2017 has no adjustable parameters.
TEBS G2
Doc. No. Y143144 (EN - Rev. 003)
ADL2017 to Switch Lift Axle Status September 2016
Typical Wiring Diagram - TEBS G2.1 with lift axle control output and ADL2017 tri-state
switch input
S-D
1 RD
ISO 7638 BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
3
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
BK
2 AUX IO 2
3 AUX IO 3
BN 4 SENS_Sup / TriState 1
7
1 2 3 4 5 6
12 11 10 9 8
1 BK
YE 6 SENS_GND
2
4
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13
14 Junction box BK BN
15
TEBS-G2-057_adl2017
ADL2017
lift axle switch
Revision Details
PD-214-L2025
Product TEBS G2
DATA ADL2025 to interface with Aspöck Reversing System
Doc. No. Y147155 (EN - Rev. 005)
December 2015
Doc. No. Y147155 (EN - Rev. 005)
December 2015
Function
ADL2025 is designed to interface with the Aspöck
reversing system (Ramp Distance Control - RDC). The
TEBS G2 Brake Module uses the “flashing” electrical
signal from the Aspöck controller to determine the
distance from the rear of the trailer to any obstruction.
When this distance reduces to a preset value the
TEBS G2 module will apply the brakes to prevent an
accident or damage to the trailer/obstruction.
Note: because connector S-F is needed this function is
only suitable for:
• TEBS G2.0 and TEBS G2.1 modules after being
flashed to version 700.141.1.3 (see PD-214-F902,
• TEBS G2.2 Premium with software version 730.31
or higher.
Operation
The Aspöck Ramp Distance Control (RDC) system uses a pair of sensors to determine the distance from the rear of
the trailer to any obstruction. The distance calculated is converted to two outputs:
• an electrical output to a warning buzzer in the towing vehicle cab with variable pitch changing as the
distance shortens.
• a “flashing” (on/off) electrical signal to the end outline marker lights on the trailer. The frequency of this
signal changes as the distance shortens.
The reversing system is activated when reverse gear is engaged on the towing vehicle. It also has ‘night disconnection’
mode which is activated if reverse gear is selected twice in a short space of time. In this mode the warning buzzer
output is not used and the driver relies on the flashing of the end outline marker lights.
As the output to the end outline marker lights is always present the TEBS G2 Brake Module takes this input and uses
it to trigger a brake application on the trailer when the output frequency reaches a preset value which equates to a
distance of approximately one metre between the rear of the trailer and any obstruction.
The ADL2025 is activated when three conditions are met:
• Reverse gear is engaged.
• Speed is less than 10 km/h.
• Obstacle is less than 1 metre from the trailer.
When these three conditions are met, the TEBS G2 module will make a brake application on the trailer for a period
of time after which full braking control is returned to the driver. The default settings are 4 bar and 3 seconds, which
can be adjusted within the ECUtalk® program (see below).
To enable ADL2025 two connections to the trailer’s electrical system need to be made:
• The switched supply (must be 24 V) to the trailer’s reversing light must be linked to the module to
provide a signal that reverse gear has been engaged:
TEBS G2.0/G2.1 module SENS_SUP or SENS_IN1.
TEBS G2.2 Premium module SENS_SUP1, SENS_SUP2 or SENS_IN1.
• The switched ground to the end outline marker lights from the Aspöck controller must be linked to SF+
on connector S-F on the TEBS G2 module.
TEBS G2
Doc. No. Y147155 (EN - Rev. 005)
ADL2025 to interface with Aspöck Reversing System December 2015
Configuration
PD-214-L2025
TEBS G2
Doc. No. Y147155 (EN - Rev. 005)
December 2015 ADL2025 to interface with Aspöck Reversing System
In the ECUtalk® program the “Miscellaneous” tab and

taken will be highlighted in red.
Although ADL2025 requires two connections to be made

to the TEBS G2 module, only one of these connections
needs to be configured. This can be done by using the
“Previous” button to navigate to the “AUXIO settings”
page.
TEBS G2.0 and TEBS G2.1
SENS_SUP or SENS_IN1 needs to be set to tri-state

to receive the signal from the trailer’s reversing light to
confirm that reverse gear has been engaged. On this
page select SENS_SUP or SENS_IN1 and the drop
down list will display “Input ADL tri-state” as an option.
Select this and red highlighting of the AUXIO fields will
disappear.
Note:the connection from the Aspöck controller to SF+

Note:
must
The not be configured
connection from the Aspöck. controller to SF+
in ECUtalk ®
must not be configured in ECUtalk®.
TEBS G2.2 Premium
TEBS G2
Doc. No. Y147155 (EN - Rev. 005)

functions will have disappeared, but there will still be a
‘red’ status on the “ADL-Brake control enabled”.
Use the drop-down list and select “Yes” and all of the
red status will have disappeared showing that the ADL is
ready for operation.
Two parameters within ADL2025 can be adjusted from
their default settings:
• Parameter 1 is the brake pressure. The default is
4.0 bar and it is adjustable in 0.1 bar increments.
Example: parameter set to 35 gives a pressure of
3.5 bar.
• Parameter 2 is duration of the brake pressure
application. The default is 3 sec and it is adjustable in
0.05 sec increments. Example: parameter set to 80
gives a time of 4.0 sec.
Note:
The parameter value of “0” in the “ADL customising
parameters” section indicates that the default value is
in use.

Connections to TEBS G2 Brake Module and Aspöck Controller

For ADL2025 to function it is necessary to connect the terminal SF+ on the TEBS G2 brake module to one of the
switched ground connections on the Aspöck controller. The most convenient way to achieve this is to use a wheel
speed sensor extension cable in the part number series:
II36756... for TEBS G2.0 or G2.1 (the exact part number depends on the length of cable required -
K027832... for TEBS G2.2 Premium see PD-272-025, Document No. Y142784 for more information).
The male plug on the end of the cable needs to be cut off and a length of the insulation removed to expose the wires.
• For TEBS G2.0 or G2.1 the brown wire should be stripped back for connection to the Aspöck controller.
The end of the black wire can be cut off and insulated.
• For TEBS G2.2 the blue wire should be stripped back for connection to the Aspöck controller. The end of
the brown wire can be cut off and insulated.
Plug the other end of the cable onto the S-F connector on the TEBS G2 brake module.
For the connection to the reversing light, cable K016629N00 can be used (see PD-272-025, Document No. Y142784)
PD-214-L2025
TEBS G2
Doc. No. Y147155 (EN - Rev. 005)
S-E
SF+ SF+
X2.4 X2.5
X2.3
5 1 5 1
S-F
D
5 1 6 2 6 2
6 2
S-E
C
TEBS G2.0/2.1 TEBS G2.2 Premium
TEBS G2.0/2.1 - Brown

TEBS G2.2 - Blue
to a switched ground connection
TEBS G2.0/2.1 - Black (cut off)

TEBS G2.2 - Brown (cut off)
Note:
Colours of wires relate to
Knorr-Bremse cables.
Use one of these switched ground connections.
Important note for TEBS G2.2 Systems:
The information above relates to TEBS G2.2 Systems where the Wheel Speed Sensor Connecting Cable K027832....
is connected directly to the Aspöck RDC Controller. If this cable needs extending then a Cable II36756.... must be
added and this creates a ‘change of polarity’ which means that the following action must be taken:
● either connect the brown wire of the II36756 cable to the switched ground connection
● or swap over the connections in the Deutsch connector on S-F of the TEBS module.
TEBS G2
Doc. No. Y147155 (EN - Rev. 005)
Typical Wiring Diagram - TEBS G2.1 with ADL2025 controlled from reversing light and
Aspöck controller
End Outline
Marker Light
S-D
1 RD
ISO 7638 BK BK
2
S-F
YE BN +
3
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
7 GND_H
1
4
BN
TEBS G2.1 - ECU

4 GND_M
WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
GND
YE
7
1 2 3 4 5 6
Aspöck 24 V 5 SENS_In / TriState 2
12 11 10 9 8
GND
RDC controller 24 V 6 SENS_GND
GND
7 Brake-Light 24V
24 V
8 Brake-Light GND
B
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 12 - RET
12 AUX IO 3 - RET
1
2
S-E
ISO 12098 3
4
5 GND
6 1 BK
7
8 2
S-C
1
9 YE
1
10 3
11 4
12
13 Junction box
14
15
Reversing
Light
End Outline
Marker Light
PD-214-L2025
TEBS G2
Doc. No. Y147155 (EN - Rev. 005)
Typical Wiring Diagram - TEBS G2.2 Premium with ADL2025 controlled from reversing
light and Aspöck controller
End Outline
Marker Light
BN
S-F
BU +
D
C
S-E
1 AUX IO 4
In-Out 2.3
2 AUX IO 4 - RET
2
3 AUX IO 5
4
4 AUX IO 5 - RET
5 5V-BRAKE CAN-L
6
6 5V-BRAKE CAN-H
1 SENS_SUP2
In-Out 2.4
2 SENS_GND2
2
1 RD 3 AUX IO 6
ISO 7638

3
4
YE 5 SENS_IN2
6
3
BN 6 n/c
4
WH
5
WH/GN 1
In-Out 2.5
6
WH/BN 2
2
7
3
4
4
5
6
6
RD 1 24V_VALVE
Power
BK 2 24V_ECU
YE
1
3 GND_H
2
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
BU 4 SENS_GND1
GND
YE 5 SENS_IN1 / TriState 2
7
1 2 3 4 5 6
24 V
Aspöck GND
12 11 10 9 8
6
RDC controller 24 V
SENS_SUP1 / TriState 1
GND 7 Brake-Light 24V

24 V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
12 AUX IO 12 - RET
1
2
ISO 12098 3
S-D
4
5 GND
D
6 1 BK
7
8 2
C
YE
S-C
9
1
10 3
11 4
12
13
14 Junction box
15
Reversing
Light
End Outline
Marker Light
TEBS G2
Doc. No. Y147155 (EN - Rev. 005)
Revision Details
Rev. 004 December 2014 TEBS G2.2 Premium added on pages 1, 4 and 5. Screenshot on page 3 now
agrees with text.
Rev. 004 April 2015 Correction - Software version added to TEBS G2.2 Premium and connections
clarified on page 1. G2.2 Premium screenshots added on page 3.
Rev. 005 December 2015 Correction to the colour of the wire connected to the RDC Controller for G2.2.
Notes added on page 5.
PD-214-L2031
Product TEBS G2
DATA ADL2031 - Axle Overload Warning (Magic Eye)
Doc. No. Y235045 (EN - Rev. 000)
January 2016
Doc. No. Y235045 (EN - Rev. 000)
January 2016
Function
ADL2031 is designed to provide an output to a Magic
Eye which can be used as a safety warning if the load on
an axle group exceeds a preset value while at standstill.
The output is present when the vehicle is stationary and
is switched off when:
• the vehicle is in motion
• while Traction Help or Manoeuvring Help is active
• when the load on the axle group falls below the
preset value.
Note:
ADL2031 is designed to provide the warning only on a Magic Eye (see PD-214-F353, Document No. Y136133).
The Magic Eye is not supported on TEBS G2.2 Brake Modules. For these modules ADL2032 should be used
(see PD-214-L2032, Document No. Y231992).
Configuration
Before loading ADL2031, using the ECUtalk® program, configure any Lift Axle Control (LAC) as required. See
the ADL file “adl2031e.adx” from its stored location.
TEBS G2
Doc. No. Y235045 (EN - Rev. 000)
ADL2031 - Axle Overload Warning (Magic Eye) January 2016

“Change configuration” option will not display that inputs
or outputs need to be configured, however the “Magic
Eye present” option must be selected.
Use the “Previous” button to navigate to the required
page and select the “Yes” option.
PD-214-L2031
TEBS G2
Doc. No. Y235045 (EN - Rev. 000)
January 2016 ADL2031 - Axle Overload Warning (Magic Eye)
By default the axle group load settings for ADL2031 will

be:
• ADL output will switch the Magic Eye to red
at 100% of the laden bogie load set within the
ECUtalk® program.
• ADL will switch the Magic Eye back to black at
95% of the laden bogie load.
The values for the activation and switching off of the ADL
output can be adjusted using Parameters 1 and 2:
• ADL output activation to switch the Magic Eye
to red is adjusted by Parameter 1 between
0 and 255, the number entered being the
percentage of the laden bogie load, e.g.
Parameter 1 set to 105 would switch the Magic
Eye to red at 105% of the laden bogie load.
Note:
The default = 0 which switches on the output at 100%
of the laden bogie load.
• ADL output de-activation to switch the Magic

Eye back to black is adjusted by Parameter 2
between 0 and 255, the number entered being
the percentage of the laden bogie load e.g.
Parameter 2 set to 90 would switch the Magic
Eye back to black at 90% of the laden bogie
load.
Note:
The default = 0 which switches off the output at 95% of
the laden bogie load.

TEBS G2
Doc. No. Y235045 (EN - Rev. 000)
ADL2031 - Axle Overload Warning (Magic Eye) January 2016
Typical Wiring Diagram - TEBS G2.1 with Diagnostic Socket (Magic Eye)
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
3
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
1
7
1 2 3 4 5 6
12 11 10 9 8
3 GN
Diagnostics GN 6
(TIM G2, MagicEye) 4 SENS_GND
5 BK
6
7 BN
B
WH
9 5V-CAN-L
BN 10 5V-CAN-H
11 AUX IO 12 - RET
BK
S-E
1
2 YE
ISO 1185
3
4
S-C
TEBS-G2-057me
Revision Details
Rev. 000 January 2016 New document
PD-214-L2032
Product TEBS G2
DATA ADL2032 - Axle Overload Warning
Doc. No. Y231992 (EN - Rev. 001)
September 2016
Doc. No. Y231992 (EN - Rev. 001)
September 2016
Function
ADL2032 is designed to provide an output (electrical or
pneumatic) which can be used as a safety warning if the
load on an axle group exceeds a preset value while at
standstill.
The output is present when the vehicle is stationary and
is switched off when:
• the vehicle is in motion
• while Traction Help or Manoeuvring Help is active
• when the load on the axle group falls below the
preset value.
Note:
ADL2032 can be used with all versions of TEBS G2 Brake Module and is similar to ADL2031 (see PD-214-L2031,
Document No. Y235045), which is only suitable for TEBS G2.0 and G2.1 as it signals a “Magic Eye” which is not
supported by the TEBS G2.2 modules.
Configuration
Before loading ADL2032, using the ECUtalk® program, configure any Lift Axle Control (LAC) as required. See
the ADL file “adl2032e.adx” from its stored location.
TEBS G2
Doc. No. Y231992 (EN - Rev. 001)
ADL2032 - Axle Overload Warning September 2016

taken will be displayed in red.
ADL2032 requires an output to be configured and this

can be done by using the “Previous” button to navigate
to the “AUXIO settings” page.
highlighted in red.
On this page select a suitable output and the ADL
requirement will be the default setting. A pneumatic
output (P28) may be selected.
If an electrical output has been selected, the error

detection “Solenoid/Bulb: Short Circuit” must be chosen

Plus and Premium
The ‘ADL Outputs’ option will be highlighted in red to
show that it needs to be configured. Click on this, then
‘ADL OUT A’ and the available options will be shown. TEBS G2.2 Standard (CN1030 and above)/
If an electrical output has been selected, the error
detection “Solenoid/Bulb: Short Circuit” must be chosen.
PD-214-L2032
TEBS G2
Doc. No. Y231992 (EN - Rev. 001)
September 2016 ADL2032 - Axle Overload Warning

disappear.

functions will have disappeared.
By default the axle group load settings for ADL2032 will TEBS G2.2 Standard (CN1030 and above)/
be: Standard Plus/Premium
• ADL output activated at 100% of the laden

bogie load set within the ECUtalk® program.
• ADL output switched off at 95% of the laden
bogie load.
The values for the activation and switching off of the ADL
output can be adjusted using Parameters 1 and 2:
• ADL output activation adjusted by Parameter
1 between 0 and 255, e.g. Parameter 1 set to
105 would switch on the output at 105% of the
laden bogie load.
Note:
The default = 0 which switches on the output at 100%
of the laden bogie load.
• ADL output switching off adjusted by Parameter

2 between 0 and 255, e.g. Parameter 2 set to
90 would switch off the output at 90% of the
laden bogie load.
Note:
The default = 0 which switches off the output at 95% of
the laden bogie load.

TEBS G2
Doc. No. Y231992 (EN - Rev. 001)
ADL2032 - Axle Overload Warning September 2016
Typical Wiring Diagram - TEBS G2.1 with ADL2032 overload warning output
RD
ISO 7638 1
BK
2
3 YE
BN RD 1 24V_VALVE
4
BK
Power
WH 2 24V_ECU
5
YE 3
WH/GN GND_H

6
BN 4
2
WH/BN GND_M
7 WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
BK BK 1 AUX IO 1
YE
In-Out
2 AUX IO 2
Warning lamp 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
1
2
ISO 12098 3
4
5 YE
6 1 BK
S-D
7
1
8 2
D
9
1
10 3
11
C
4
S-C
12
13
14 Junction box
15
TEBS-G22-053salw
Revision Details
Rev. 000 January 2016 New document
PD-214-L2081
Product TEBS G2
DATA ADL2081 to “Flash” an Additional Stop Lamp
Doc. No. Y143950 (EN - Rev. 003)
September 2016
Doc. No. Y143950 (EN - Rev. 003)
September 2016
Function
ADL2081 is designed to activate a flashing additional
stop lamp under ‘extreme’ braking conditions. The
additional stop lamp will flash at a default rate of 3 Hz.:
• When the vehicle deceleration is greater than
4 m/s2 (default)
or
• When the brake control pressure is ≥ 5 bar (default).
or
• When the ABS control is active above 50 km/h
(default) and the brake control pressure is > 1 bar.
The additional stop lamp will be switched off when the
vehicle stops or the deceleration falls below 2.4 m/s2 (or
60% of set threshold) and the brake control pressure is less than 3 bar (or 60% of set threshold) and ABS control is
inactive.
Configuration
TEBS G2
Doc. No. Y143950 (EN - Rev. 003)
ADL2081 to “Flash” an Additional Stop Lamp September 2016


ADL2081 requires an AUXIO output to be configured for
the additional stop lamp and this can be done by using
the “Previous” button to navigate to the “AUXIO settings”
page.
highlighted in red.
On this page select a suitable AUXIO and the drop down
list will display “Output ADL” as an option. Select this and
red highlighting of the AUXIO fields will disappear.
PD-214-L2081
TEBS G2
Doc. No. Y143950 (EN - Rev. 003)
September 2016 ADL2081 to “Flash” an Additional Stop Lamp

Plus and Premium
‘ADL OUT A’ and the available options will be shown.


disappear.

functions will have disappeared. With ADL2081 no
control has to be enabled.
Four parameters within ADL2081 can be adjusted from
their default settings:
• Parameter 1 is the frequency of flashing. The default
is 3 Hz and it is adjustable between 1 and 5 Hz in
1 Hz increments.
• Parameter 2 is deceleration threshold. The default is
4 m/s2 and it is adjustable in 0.1 m/s2 increments.
Example: parameter set to 32 gives 3.2 m/s2.
• Parameter 3 is the brake control pressure threshold.
The default is 5 bar and it is adjustable in 0.1 bar
increments. Example: parameter set to 40 gives
4.0 bar.
• Parameter 4 is the vehicle speed threshold. The default
is 50 km/h and it is adjustable in 1 km/h increments.
Note:
parameters” section indicates that the default value is
in use.

TEBS G2
Doc. No. Y143950 (EN - Rev. 003)
ADL2081 to “Flash” an Additional Stop Lamp September 2016
Typical Wiring Diagram - TEBS G2.2 Standard with ADL2081 controlling an additional,
flashing Stop Lamp
1 RD
ISO 7638 BK
2
3 YE RD 1 24V_VALVE
4 BN BK
Power
2 24V_ECU
WH YE
5

3 GND_H
WH/GN
2
6 BN 4 GND_M
WH/BN WH
3
7 5
7
WL
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
BN
12 AUX IO 12 - RET
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 BK
8 2
D
1
9
10 3
C
1
11
S-C
12 4
13 Junction box
14
15
BN Additional
BK
Stop Lamp
TEBS-G22-057_adl2081
Revision Details
Rev. 002 January 2016 Correction on page 3 - “ADL Inputs” changed to “ADL Outputs”.
same as G2.2 Standard Plus and Premium. Diagram on page 4 changed to
TEBS G2.2 Standard.
PD-214-L2107
TEBS G2
Product
DATA
ADL2107 to Disable an Interlock
Doc. No. Y143145 (EN - Rev. 003)
when the Vehicle isSeptemberMoving 2016
Doc. No. Y143145 (EN - Rev. 003)
September 2016
Function
ADL2107 is designed for vehicles which have an
interlock to prevent the combination being driven away
from standstill if certain conditions, such as correct
stowage of equipment or closing of a gate valve, have
not been performed. The equipment is fitted with a
switch to signal a solenoid valve which prevents the
release of the trailer parking brake. Such systems can
be unreliable when the combination is being driven, as
the switch may be activated by the movement of the
trailer (such as braking to a standstill at traffic lights) and
cause an undesired application of the parking brake.
ADL2107 is designed to deactivate the interlock when
the vehicle is in motion and until the vehicle has been
stationary for a set time. ADL2107 controls the solenoid
operation as its supply comes from the TEBS Brake Module.
Configuration
the ADL file from its stored
location.
TEBS G2
Doc. No. Y143145 (EN - Rev. 003)
when the Vehicle is Moving September 2016


ADL2107 requires a AUXIO output to be configured for
the solenoid valve and this can be done by using the
“Previous” button to navigate to the “AUXIO settings”
page.
highlighted in red.
TEBS G2.0/G2.1/G2.2
TEBS Standard
G2.0/G2.1/G2.2 up to CN 1023
Standard
On this page select an output and the ADL requirement
will be the default setting.
Once the required configuration is set the red highlighting

will disappear.
PD-214-L2107
TEBS G2
Doc. No. Y143145 (EN - Rev. 003)
September 2016 when the Vehicle is Moving

Plus and Premium
‘ADL OUT A’ and the available options will be shown.
Note: more than one output may be configured.

disappear.

AUXIO functions will have disappeared. With ADL2107
When this has been done the “Miscellaneous” tab will

show the ADL details and in this case there are two
parameters which are adjustable.
Parameter 1 can be adjusted to reset the time delay
after the vehicle has reached standstill before ADL2107
becomes active. This is included to prevent undesired
operation when the vehicle is driven and temporarily
at standstill, e.g. at traffic lights. The default setting is
2 minutes
Parameter 2 defines the speed threshold at which the
ADL2107 output becomes enabled. The default setting is
4 km/h.
TEBS G2
Doc. No. Y143145 (EN - Rev. 003)
when the Vehicle is Moving September 2016
To adjust the parameters return to the “Change

configurations” screen and adjust the parameters as
required in the “ADL customising parameters” section.
Note:
parameters” section indicates that the default value
is in use.
Typical Wiring Diagram - TEBS G2.1 and ADL2107 loaded with solenoid valve output
via external interlock
S-D
1 RD
ISO 7638 BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK BK BK 1 AUX IO 1
In-Out
2 AUX IO 2
Interlock
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
1 BK
YE 6 SENS_GND
Solenoid 2
3 BK
Valve 7 Brake-Light 24V
4
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13 Junction box
14
15
TEBS-G2-057_adl2107
Revision Details
PD-214-L2200
Product TEBS G2
DATA ADL2200 - P28 Control from External Switch
Doc. No. Y143951 (EN - Rev. 003)
September 2016
Doc. No. Y143951 (EN - Rev. 003)
September 2016
Function
ADL2200 is designed to enable the user to activate the
P28 (programmable pneumatic output) from an external
switch input. The function is disabled if the vehicle speed
is greater than 15 km/h.
ADL2200 can be typically used to activate a lower ride
height at standstill (or speed less than 15 km/h). When
P28
used in this way the valve connected to P28 should
exhaust when activated.
Configuration
TEBS G2
Doc. No. Y143951 (EN - Rev. 003)
ADL2200 - P28 Control from External Switch September 2016

ADL2200 requires that the P28 output be configured

and this can be done by using the “Previous” button to
navigate to the “AUXIO settings” page.

highlighted in red.
On this page select P28 and the drop down list will display
“Output ADL” as the only option. Select this and the red
highlighting on the P28 field will disappear.
ADL2200 requires that an input is configured for the

external switch. The AUXIO and input fields will be
highlighted red. Select a suitable AUXIO or input and
the drop down list will display “Input ADL digital” as an
option. Select this and the red highlighting on the AUXIO
and input fields will disappear.
PD-214-L2200
TEBS G2
Doc. No. Y143951 (EN - Rev. 003)
September 2016 ADL2200 - P28 Control from External Switch

Plus and Premium
The ‘ADL Inputs’ and ‘ADL Outputs’ options will be
highlighted in red to show that they need to be configured.
Click on ‘ADL Inputs’, then ‘ADL IN A’ and the available
options will be shown. Select a suitable input for the
switch to be used.
Click on ‘ADL Outputs’, then ‘ADL OUT A’. Select

‘TBM: P28’. Standard Plus/Premium
Once the required configurations are set, all of the red

highlighting will disappear.

AUXIO functions will have disappeared. With ADL2200

Note:
The ADL2200 has no adjustable parameters.
TEBS G2
Doc. No. Y143951 (EN - Rev. 003)
ADL2200 - P28 Control from External Switch September 2016
Typical Wiring Diagram - TEBS G2.1 with P28 output and ADL2200 switch input
S-D
1 RD
ISO 7638 BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK 1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
6 SENS_GND
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13 Junction box
14 BK BN
15
TEBS-G2-057_adl2200
ADL2200
P28 switch
Revision Details
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Cables and System Components
PD-261-000 Wheel Speed Sensors Y011363
PD-262-200 Pressure Sensor Y095830
PD-264-100 Level Sensor Y160684
PD-264-200 Deflection Sensor Y095832
PD-264-300 Level Sensor for use with iLvl (iLvl Sensor) Y160685
PD-272-005 Cable Installation Guidelines Y136137
PD-272-025 Cables for TEBS G2 Y142784
PD-272-035 Diagnostic Cables for TEBS G2 Y138839
PD-273-920 Trailer Information Module (TIM G2) Y050665
PD-273-940 iTAP Wireless Interface (ECU) Y202588
PD-273-945 iTAP Camera Y250787
PD-280-450 iLvl Valves Y172342
PD-280-700 iLvl Push Buttons Y172343
PD-551-000 Tyre Pressure Monitoring System (TPMS) Y095833
12
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-261-000
Product 04860001.., 04860010..
DATA Wheel Speed Sensors
Doc. No. Y011363 (EN - Rev. 004)
February 2016
Function 90º
Sensor
When fitted in conjunction with a toothed sensing ring
(pole wheel), the passive Wheel Speed Sensor supplies
the ECU of the vehicle’s ABS with precise wheel speed
information.
The Wheel Speed Sensor is available in various cable
lengths and is supplied with a standard two pin socket
for connection directly to the brake module or to a
sensor extension cable (see PD-272-010, Document
No. Y095697, PD-272-020, Document No. Y107795,
PD-272-025, Document No. Y142784 or PD-272-250,
Straight
Document No. Y209441). Sensor
The Wheel Speed Sensor is held in the mounting hole
on the axle by the sensor bush. When fitting a new
sensor always fit a new bush. Note: the bush may not
be supplied with the sensor (see table below).
Technical Features
Operating Temperature Range:
Speed Sensor -40 °C to +160 °C
Cable -40 °C to +160 °C
Plug -40 °C to +80 °C
Range Overview
Length 90º Straight Bush and

Part No. Type No.
[m] Sensor Sensor Grease
0486000126100 - 0.4 
0486000128100 - 1.0 
0486000129100 - 2.0 
0486000134000 - 0.4  
0486000135000 - 2.0   Additional Parts:
0486000136000 - 1.0   Sensor Bush:
Beryllium Copper II16774 1)
0486000294N00 - 1.5 
Stainless steel K115645 2)
0486001032100 - 0.3 
0486001033100 - 1.0  Assembly Grease: I90693
0486001066100 - 1.7 
0486001078000 - 0.3   1)
Sensor Bush II16774 will be available
until all stock is depleted and then it
0486001079000 - 1.7  
will be replaced by K115645N00.
0486001087000 - 2.0  2)
will carry the suffix N00 which
denotes that it is supplied without
Other versions are available. packaging.
04860001.., 04860010..
Doc. No. Y011363 (EN - Rev. 004)
Wheel Speed Sensors February 2016
Dimensions
90º Sensor
Sensor Bush
Connector
Closure cap (blue)
Sensor housing Sensor housing, bore Ø18
Straight Sensor
Sensor Bush
Connector
Sensor housing Closure cap (blue)
Sensor housing, bore Ø18
Installation
The Wheel Speed Sensor must be inserted into a suitably sized housing using a Sensor Bush and the correct grease.
The cable must be supported to prevent damage with suspension and steering movement.
Note: the head of the Wheel Speed Sensor may be immersed in oil.
Servicing
Wheel Speed Sensors are not serviceable.
Revision Details
Rev. 002 March 2011 New layout for revised format Trailer Catalogue.
Rev. 003 May 2015 Table revised and part numbers added for new Agricultural Catalogue.
Rev. 004 February 2016 New Sensor Bush added.
PD-262-200
Product K060758
DATA Pressure Sensor
Doc. No. Y095830 (EN - Rev. 003)
September 2016
Function
The Pressure Sensor is used to measure air pressure
and supply this information in an electrical form to the
appropriate electronic device.
The Pressure Sensor K060758 has many applications:
- on trucks and towing vehicles:
• to measure the pressure in the brake or auxiliary
reservoirs and pressures in controlled circuits.
- on trailers fitted with Trailer EBS (TEBS) systems:
• to measure the pressure in the Control (yellow) line on
trailers fitted with the Trailer Roadtrain Module (TRM)
(see PD-214-800, Document No. Y095620). When
used in this application two Pressure Sensors are
used to ensure ‘electrical redundancy’ (continued
operation should there be no signal from one
sensor).
• to provide an external load input from the trailer suspension system when it is not practical to connect this
pneumatically to the TEBS brake module.
• to provide an external load input from the trailer suspension system to the Trailer Electro-Pneumatic
Module - Standard (TEPM-S) (see PD-214-600, Document No. Y095618) in a 4S/3M system.
For details of suitable cables see PD-272-025, Document No. Y142784 or PD-272-250, Document No. Y209441.
Technical Features
Maximum operating pressure: 13 bar
Nominal input voltage: 5 V ± 0.25 V DC
Operating Temperature Range: -45 °C to +80 °C
Environmental protection: IP 6K9K
Output Voltage
Pneumatic Electrical [% of Supply Voltage]
Part No. Type No.
connection connection
at 0.6 bar at 13 bar
Bayonet
K060758 1) - M16x1.5 8.5 % 91.5%
DIN72585
1)
Part No. will carry the suffix N00 denoting that it is supplied without packaging.
K060758
Doc. No. Y095830 (EN - Rev. 003)
Pressure Sensor September 2016
OUTPUT (2) GROUND (4)
4
2
A
1
3
NOT SUPPLY
USED (3) VOLTAGE (1)
Dimensions
The recommended mounting is with the

pressure supply port pointing downwards
(maximum +/- 15º from vertical axis).
Tightening torque for pressure supply port

30 Nm ± 6 Nm.
PD-262-200
K060758
Doc. No. Y095830 (EN - Rev. 003)
September 2016 Pressure Sensor
Characteristic
Output Voltage [% of Supply Voltage]
Absolute Pressure [bar]
The output voltage from the Pressure Sensor is dependent on the absolute pressure measured at the sensor.
The absolute pressure is the pressure above a perfect vacuum (absolute zero pressure), i.e. it is the sum of the
atmospheric (barometric) pressure plus the pressure measured on a traditional pressure gauge (gauge pressure).
Normal atmospheric pressure is 1.013 bar and at sea level it will typically be in the range of 0.95 to 1.05 bar.
Atmospheric pressure is affected mostly by altitude falling initially by about 0.2 bar per 2,000 metres increase in
altitude.
The Pressure Sensor K060758 provides a minimum output of 8.5% of supply voltage at an absolute pressure of
0.6 bar and the output increases at 6.7% per bar increase in pressure. For a nominal supply voltage of 5 volts this
equates to a voltage increase rate of 0.335 V/bar.
To calculate the output from the sensor at any particular gauge pressure:
For the purposes of this calculation the atmospheric (barometric) pressure will be assumed to be 1.0 bar and the supply
voltage will be assumed to be 5 V.
1. Take the gauge pressure and add the atmospheric pressure  (P + 1.0) - this is the absolute pressure
2. Subtract the start point for the sensor output (0.6 bar absolute pressure)  (P + 1.0) - 0.6. This is the pressure
difference above the start point.
3. The initial voltage output at the start point is 8.5% of 5 V = 0.425 V.
4. The rate of increase in voltage output is 0.335 V/bar and the pressure increase is {(P+1.0) - 0.6} bar so the
increase in voltage output = {(P+1.0) - 0.6} x 0.335 V.
5. To get the actual voltage output from the sensor this increase must be added to the initial voltage, so the actual
voltage output = [{(P+1.0) - 0.6} x 0.335] + 0.425] V.
Example for the output at 6 bar gauge pressure (absolute pressure of 6 +1 = 7 bar):
Output voltage = [{(6+1.0) - 0.6} x 0.335] + 0.425] = 2.144 + 0.425 = 2.569 V (51.4 % of supply voltage).
K060758
Doc. No. Y095830 (EN - Rev. 003)
Pressure Sensor September 2016
Revision Details
Rev. 001 September 2012 Drawings on pages 2 and 3 added. Note on page 2 added.
Rev. 002 May 2015 K060758 added and K015173 deleted. Diagram on page 2 deleted.
Rev. 003 September 2016 Formula added for sensor output.
PD-264-100
Product K025259
DATA Level Sensor
Doc. No. Y160684 (EN - Rev. 000)
June 2013
Function
The Level Sensor K0252591) is used on trailers which
require electronic data concerning the status of the
suspension system. Using a linkage to the axles, the
sensor measures the deflection of the suspension and
supplies this information as an electrical signal to the
TEBS G2 brake module.
For use on mechanically suspended trailers with
TEBS G2 brake systems, the Level Sensor is combined
with an adjustable mechanical linkage to create Deflection
Sensor K0269192). See PD-264-200, Document No.
Y095832.
For use on air suspended trailers with TEBS G2 brake
systems and the iLvl suspension control system,
the Level Sensor is combined with a flat lever. See
PD-264-300, Document No. Y160685.
Technical Features
Level sensor
Nominal output voltage: 5 V at -45°
0 V at +45°
Maximum permissable load 0.3 W
Nominal operating angle: -40° to +40°
Weight 0.23 kg approx.
1)
The part number will carry a suffix “N00”which defines that it is supplied without packaging.
2)
Part No. will carry the suffix B90 denoting that it is a collection of products sold under one part number.
K025259
Doc. No. Y160684 (EN - Rev. 000)
Level Sensor June 2013
Dimensions
68
50 12
6,5
57,5
100
min. assembly hole

50
3
19 45
83
Pin Configuration
3 2
in
P Connection
1 Supply (+)
2 Ground (-)
3 Output
Bayonet socket
DIN 72585
PD-264-100
K025259
Doc. No. Y160684 (EN - Rev. 000)
June 2013 Level Sensor
Output Characteristic
Ratio of
Output voltage
Supply voltage
[%]
100
Nominal
80 supply voltage
5V
60
50
40
20
Angle [°]
-45 -30 -15 0 15 30 45
Fixed Position ±3°
(normal running height)
Nominal Operating Range (±40°)
Suspension above Suspension below

normal running height normal running height
K025259
Doc. No. Y160684 (EN - Rev. 000)
Level Sensor June 2013
Revision Details
Rev. 000 June 2013 New document
PD-264-200
Product K026919
DATA Deflection Sensor
Doc. No. Y095832 (EN - Rev. 003)
December 2013
Function
The Deflection Sensor is used on trailers with
mechanical suspension. Using the linkage to the axles,
the sensor measures the deflection of the suspension
and supplies this information as an electrical signal to
the TEBS brake module or Trailer Electro-Pneumatic
Module - Premium (TEPM-P).
Note - the Deflection Sensor cannot be used with a
Trailer Electro-Pneumatic Module - Standard (TEPM-S).
The Deflection Sensor K0269191) comprises a level
sensor with an attached adjustable mechanical linkage.
The connection from the linkage to the axle (K001406)*
must be created separately.
For detailed information on installation and setting up of
the Deflection Sensor see Service Manual Y053529.
* not supplied.
Technical Features
Level sensor
0 V at +45°
Range Overview
Part No. Type No. Description Linkage

K026919 1)
- Deflection Sensor II19422 included
K025259 2) - Level Sensor II19422 not included
II19422 ZB3131 Linkage (Level Sensor) -
Axle Joint Kit (Rubber Link with
K001406 - -
axle attachment)
1)
Part No. will carry the suffix B90 denoting that it is a collection of products sold under one part number.
2)
The part number will carry a suffix “N00”which defines that it is supplied without packaging. See PD-264-100, Document No. Y160684 for
information on the Level Sensor.
K026919
Doc. No. Y095832 (EN - Rev. 003)
Deflection Sensor December 2013
Dimensions
68
Level Sensor 50 12
K025259 6.5
57.5
100
min. assembly hole

50
3
19 45
83
Linkage
II19422 - ZB3131
300
16
38
5,8
Ø6
21
31 5.8
to suit
Axle Joint Kit Ø6 rod
K001406
38
16
66
max.
22
50.5 M8
PD-264-200
K026919
Doc. No. Y095832 (EN - Rev. 003)
December 2013 Deflection Sensor
Mounting Positions with ‘round’ lever
‘Lug’ ‘Lug’
Installation with mounting holes oriented upwards -

lugs point towards axle connection linkage.
‘Lugs’
Installation with mounting holes oriented downwards -

lugs point away from axle connection linkage.
K026919
Doc. No. Y095832 (EN - Rev. 003)
Mounting Positions with ‘flat’ lever
‘Lug’
Installation with mounting holes

oriented vertically
‘Lug’
PD-264-200
K026919
Doc. No. Y095832 (EN - Rev. 003)
December 2013 Deflection Sensor
Mounting - General
Deflection
Sensor K026919B90
with Linkage
not supplied by
Linkage Ø6 mm
Knorr-Bremse
Axle Joint Kit K001406
not supplied by
Axle Bracket
Knorr-Bremse
K026919
Doc. No. Y095832 (EN - Rev. 003)
Typical Wiring Diagram - TEBS G2.1 semi-trailer with Mechanical Suspension
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
1
7 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH 5
5
WL
7
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
BK
7
1 2 3 4 5 6
YE 5 SENS_In / TriState 2
12 11 10 9 8
BK
1 WH
Deflection
Deflection 2 WH 6 SENS_GND
YE
Sensor
Sensor 3
4 7 Brake-Light 24V
8 Brake-Light GND
B
WH 9
1 5V-CAN-L
2 YE
BN
Diagnostic
Diagnostic 3 10 5V-CAN-H
Socket
Socket 4
BK 11
5 AUX IO 12 - RET
6 WH
BN BK
7 12 AUX IO 3 - RET
S-E
S-C
TEBS-G2.1 defln sensor_a
Revision Details
Rev. 001 September 2012 Mounting positions and note on page 4 added
Rev. 002 August 2013 Note added re: use with TEPM-S on page 1.
Added reference document for Level Sensor on page 1.
Rev. 003 December 2013 K001406 added. Diagrams added on pages 5 and 6.
PD-264-300
TEBS G2
Product
DATA
Level Sensor for use with iLvl
(iLvl Sensor)
Doc. No. Y160685 (EN - Rev. 002)
July 2016
Function
The iLvl Sensor is used on trailers equipped with
the TEBS G2.2 brake system and iLvl air suspension
control system. Using a linkage to the axles, the sensor
measures the movement of the suspension and supplies
this information as an electrical signal to the TEBS brake
module which controls the iLvl system.
The Level Sensor K0252591) is used together with a
flat lever and rubber links to connect to the axle. The
connection between the rubber links is not supplied and
must be produced separately.
For detailed information on the Level Sensor K025259
see PD-264-100, Document No. Y160684.
Technical Features
Level sensor
0 V at +45°
Range Overview

K025259 1) - Level Sensor
K095917 1) - Sensor Linkage Kit (Lever with Rubber Link) - lever lengths 120 - 240 mm
K132615 1) - Sensor Linkage Kit (Lever with Rubber Link) - lever lengths 120 - 312 mm
K000239 - Rubber Link (included in Sensor Linkage Kit)
K001406 - Axle Joint Kit (Rubber Link with axle attachment)
K097070 1) - In-Out Cable for connecting Sensor to TEBS G2.2 Module
1)
TEBS G2
Doc. No. Y160685 (EN - Rev. 002)
Level Sensor for use with iLvl (iLvl Sensor) July 2016
Dimensions
68
Level Sensor 50 12
K025259 6.5
57.5
100
min. assembly hole

50
3
19 45
83
280 16
Sensor Linkage Kit 240
K095917 & 216
192
K132615
168
50.5
144
120
12 36
16
5.8
to suit
Ø6 rod
2x 6x RUBBER LINK
Ø6.6 Ø8.1 K000239
LEVER FOR K095917N00
14.5
352
312
288
264
9x
LEVER FOR K132615N00
Ø8.1
Axle Joint Kit 31 5.8

K001406 to suit
Ø6 rod
38
16
66
max.
22
50.5 M8
PD-264-300
TEBS G2
Doc. No. Y160685 (EN - Rev. 002)
July 2016 Level Sensor for use with iLvl (iLvl Sensor)
Mounting Positions with ‘flat’ lever
‘Lug’
Installation with mounting holes

oriented vertically
‘Lug’
TEBS G2
Doc. No. Y160685 (EN - Rev. 002)
Installation of the iLvl Sensor

The iLvl Sensor must be installed with the mounting holes vertical. It can be mounted either way round as the system
will respond to either increasing or decreasing voltage from the sensor.
The iLvl Sensor should be positioned as close to the centre line of the trailer as possible and above the axle being
monitored. In the case of a bogie, ensure that the Level Sensor is connected to a non-lifting axle.
The Axle Joint Kit must be attached to the axle by means of a suitable bracket (not supplied) welded to the axle casing.
After installation the rod (not supplied) connecting the Sensor Link and the Axle Link should be as close to vertical as
possible when the trailer is at its normal ride height.
Setting up the iLvl Sensor

Determining the Lever Length
Use the diagram below to determine the lever length required.
320
300
280
260
240
220
Lever Length [mm]
K132615N00
200
Use
312 mm
180 Use lever
288 mm length
Use lever
160 264 mm length
K095917N00
Use lever
240 mm length
140 Use lever
216 mm length
Use lever
120
192 mm length
Use lever
168 mm length
100 Use lever
144 mm length
lever
80 Use
length
120 mm
lever length
60
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190
Maximum Suspension Travel from the Normal Ride Height [mm]
PD-264-300
TEBS G2
Doc. No. Y160685 (EN - Rev. 002)
July 2016 Level Sensor for use with iLvl (iLvl Sensor)
Measure or calculate the maximum suspension travel from the normal ride height.
Example:
Normal ride height = 1120 mm
Minimum height (laden vehicle on bump stops) = 1000 mm. This is 120 mm below normal ride height
Height with air bags at maximum extension = 1230 mm. This is 110 mm above normal ride height.
Take the higher suspension travel, i.e 120 mm.
Read the corresponding lever length required from the graph (216 mm in the example).
Two levers are available with holes at:
120 mm, 144 mm, 168 mm, 192 mm, 216 mm and 240 mm
or 120 mm, 144 mm, 168 mm, 192 mm, 216 mm, 240 mm, 264 mm, 288 mm and 312 mm
If the suspension travel falls on the line between two bands, use the higher value (longer lever length).
Assembly and Connecting Procedure

1. Assemble the sensor operating lever from the sensor linkage kit K095917 to the sensor using the two screws
supplied in the kit. Apply a good quality, propriety thread lock to the screw threads before assembly. Tighten
to 10 Nm.
2. Install the rubber joint from the sensor linkage kit K095917 into the hole determined above.
Note: The lever length is measured from the centre line of the sensor to the fixing bolt of the rubber joint.
3. Attach a suitable bracket (not supplied) to the centre of the axle being monitored. Fix the axle joint kit to this
bracket and tighten the locking nuts to 10 Nm.
4. Attach the sensor assembly to the trailer chassis (bracket may need to be used - not supplied) in a position
above the monitored axle such that the vertical link between the two rubber joints is as vertical as possible at
the normal ride height.
5. Use a 6 mm o/d rod or tube (not supplied) to create the vertical link between the two rubber joints. With the
trailer at its normal ride height hold the sensor operating lever horizontal (the sensor can be temporarily fixed
in this position by using a 4 mm o/d pin through the lug into one of the two datum holes in the body of the
sensor) and clamp the vertical link in both rubber joints. Ensure that any excess length of the vertical link
beyond the rubber joints is removed. Remove the pin in the lug (if used).
Note: It is recommended that the vertical link should not be shorter than 200 mm.
6 Connect the sensor to the TEBS G2.2 brake module using cable K097070. The cable marked “Sens” must
be connected to the sensor.
TEBS G2
Doc. No. Y160685 (EN - Rev. 002)
Typical Wiring Diagram - TEBS G2.2 semi-trailer with iLvl and Diagnostic Socket
RD
ISO 7638 1

2 BK
3 YE RD 1 24V_VALVE
BN BK
Power
4 2 24V_ECU
WH YE
1
5 3 GND_H
2
WH/GN BN 4 GND_M
6
WH
3
WH/BN 5
7
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK BK
1 1 AUX IO 1
iLvl WH
In-Out
2 WH
Valve 3 YE
2 AUX IO 2
4
YE 3 AUX IO 3
WH
4 SENS_GND
YE 5
7
1 2 3 4 5 6
12 11 10 9 8
BK BK
iLvl 2 WH
Sensor 3 YE 7 Brake-Light 24V
4
8 Brake-Light GND
A
WH 9
1 5V-CAN-L
2 YE
BN 10
Diagnostic 3 5V-CAN-H
4
Socket 5
BK BK 11 AUX IO 3 - RET
6 WH
BN YE
S-D
D
C
S-C
TEBS-G2.2-iLvl_a
Revision Details
Rev. 001 August 2014 Correction - title brought in line with other languages.
Rev. 002 February 2016 Lever Kit K132651N00 added and Part No. for Rubber Link added.
Rev. 002 July 2016 Correction - note 2) deleted on page 1.
PD-272-005
Product TEBS G2
DATA Cable Installation Guidelines
Doc. No. Y136137 (EN - Rev. 003)
February 2016
Doc. No. Y136137 (EN - Rev. 003)
February 2016
General
The following guidelines should be followed to ensure
satisfactory long term operation of the TEBS:
• The power supply and wheel speed sensor cables
should be installed separately avoiding parallel cable ok
runs in all cases; the minimum separation should be
5 cm.
• Cables must be protected against damage, ok
especially when passing through holes in the chassis
or bodywork.
• Cables must be secured to solid elements of the
trailer with a rigid connection to the device being
connected, e.g. the trailer chassis, otherwise
damage to the cable may result.
• From the connector cables must have a free straight run of approximately 80 mm (minimum of 1 x connector
length). There must be no bending of the cable close to the connector.
• The cable length between the connector and the first securing point must not exceed 300 mm.
• There must be no tensile stress or static load on the cables or connectors and the cable must be secured without
damage to the insulation or wires within the cable, i.e. cable ties must not be fastened too tight.
• All cables connected to the axles, i.e. wheel speed sensor and pad wear cables must be secured in such way
as to allow freedom of movement.
• During assembly, the plugs must not be exposed envirommental contanimation such as humidity, dust or dirt.
The arc through which a cable should follow must not exceed 90° with the following bend radii being maintained:
• Power supply cable: min. R 100 mm }
• In-Out cables:
min. R 50 mm } or a minimum of 10 x the cable diameter
• Wheel-speed sensor cable: min. R 50 mm }
Should a cable be too long the excess may be ‘lost’ by wrapping the cable as shown below.
Circular coils are not permitted !
Note:
The use of contact lubricants/cleaners or electrical grease is not permissable on Knorr-Bremse TEBS connectors
as these may damage the seals and insulation
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Cable Installation Guidelines February 2016
Disassembly / Assembly of Covers
Disassembly of the cover - TEBS G2.0/G2.1 Brake Modules and Trailer Electro-Pneumatic Modules
• Slide the locking mechanism to the left (1)
• Tilt the cover (2)
• Lift the bottom of the cover from the locating lugs on the brake module / electro-pneumatic module (3).
Locking
Locking
mechanism
mechanism Locating lug - Trailer Brake
Brake Locating lug - Trailer
Modules andTrailer
Module and Trailer Electro-Pneumatic Module
Module
Electro-Pneumatic Module
Electro-Pneumatic Module Standard (TEPM-S)
(TEPM-S)
Premium (TEPM-P)
(TEPM-P)
Assembly of the cover - TEBS G2.0/G2.1 Brake Modules and Trailer Electro-Pneumatic Modules
• Tilt the cover and locate the bottom onto the locating lugs on the brake module / electro-pneumatic module (1).
• Push the top of the cover towards the brake module / electro-pneumatic module (2).
• Slide the locking mechanism to the right (3).
Locking
mechanism
Locating lug
PD-272-005
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
February 2016 Cable Installation Guidelines
Disassembly of the cover - TEBS G2.2 Brake Modules and Trailer Electro-Pneumatic Module Advanced (TEPM-A)
• Pull down on the tab to release the cover (1)
• Tilt the cover (2)
• Lift the bottom of the cover from the locating lugs on the brake module (3).
1 2
3
Locating lug
Locating lug
Assembly of the cover - TEBS G2.2 Brake Modules and Trailer Electro-Pneumatic Module Advanced (TEPM-A)
• Tilt the cover and locate the bottom onto the locating lugs on the brake module (1).
• Push the top of the cover towards the brake module (2).
• Push the top of the cover to lock it in position (3).
2 3
“click”
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Disassembly / Assembly of Power Cables
To avoid stress fractures, leakage and corroded

contacts in the power cable the following issues have
to be considered:
• The assembled connectors shall be protected

against exposure to direct environmental influences
such as water, snow, dust etc. - this is achieved by
ensuring the covers are fitted.
• The gasket must be present in the bayonet

connector and needs to be checked for visible signs
of damage.
Assembly of the power cable to the TEBS G2 Brake Module and Trailer Roadtrain Module
• Familiarise yourself with the bayonet connector, there is an indication mark (coding) to aid orientation.
• Align the cable to the connector, and push it in as far as it will go (1), do not tilt it.
• Turn the locking nut (2) until a positive stop is felt, and an audible “click” is heard.
• TEBS G2 brake module - press the cable firmly into the strain relief clamp (3). Secure with UV safe cable ties
around the cast pillars.
Connection “click”
“Power”
Coding
Cable clamp
“Strain relief” Cable tie
pillars
Disassembly of the power cable

• Remove the cable fixation near the brake module.
• Remove the cable from the strain relief clamp.
• Rotate the locking nut on the bayonet connector until it is loose.
• Grasp the bayonet connector (not the cable) and pull vertically downwards.
PD-272-005
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Assembly / disassembly of the power cable - Trailer Electro-Pneumatic Module Standard (TEPM-S)
Assembly of the power cable

• Familiarise yourself with the push-in connector, there is a locking device which can be used to aid orientation.
• Align the connector on the cable (with the locking device facing away from the module body) to the connector on
the module and push it in (do not tilt) as far as it will go until an audible “click” is heard.
• Press the cable firmly into the guide.
Connection
“Power” “click”
Cable guide Locking

device

• Release the cable from the guide.
• Press the locking device on the end nearer the cable to release the lock.
• Grasp the connector (not the cable) and pull vertically downwards to remove it.
Assembly / disassembly of the power cable - Trailer Electro-Pneumatic Module Premium (TEPM-P)
Assembly of the power cable

• Familiarise yourself with the push-in connector, there is a locking device on each end of the connector and there
is a locating key to ensure correct orientation.
• Align the connector on the cable (with the locating key facing away from the module body) to the connector on
the modulator and push it in (do not tilt) as far as it will go until an audible “click” is heard.
Connection
“Power”
“click”
Locking
device
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)

• Press the locking devices on the ends nearer the cable to release the lock.
• Grasp the connector (not the cable) and pull vertically downwards to remove it.
Cable fixation and routing - power cables

• The cable shall run vertically from the TEBS G2 Brake Module for at least 80 mm.
• The power cable has to be fixed to a suitable fixation point on the chassis not more than 300 mm from the cable exit
from the bottom of the TEBS G2 Brake Module.
• Before and after the fixation point, a minimum bend radius ‘R’ of 100 mm must be observed.
80 mm 80 mm
min. min. R
R R R
300 mm max. 300 mm max.
Assembly / Disassembly of the power extension cable

To avoid stress fractures, leakage and corroded contacts
in the power extension cable the following issues have
to be considered:
• Any non-assembled connectors shall be protected
against exposure to direct environmental influences
such as water, snow, dust, etc.
• The gasket must be present in the bayonet connector

and should be checked for visible signs of damage.
PD-272-005
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
2
• Push the female connector onto the male connector
as far as it will go (1), do not tilt it.
• Turn the locking nut (2) until a positive stop is felt,
and an audible “click” is heard.
1
“click”
• The bayonet connection must be securely fixed,

ok
without tension, using cable straps ensuring that
there are no bending forces created (see adjacent F F
drawing).
• Use as large a radius as possible during the laying ok
of cables.
≥ 120 F F ≥ 120
Cable fixation and routing - Trailer Roadtrain Module

(TRM)
• The cables to the TRM must be fixed to a suitable
fixation point on the chassis at a distance of between
250 mm and 300 mm from the TRM. 250 - 300 250 - 300
• After the fixation point, routing of the cables can be
as required, however a minimum bend radius ‘R’ of
100 mm must be observed.
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Disassembly / Assembly of In-Out Cables

Assembly / disassembly of the In-Out cables - TEBS
G2 Brake Module and Trailer Electro-Pneumatic
Module Advanced (TEPM-A)
Due to the various cabling options of the In-Out

connector, the following shall be considered as an
example only − you should adapt the instructions to suit
your specific cabling situation.
To avoid stress fractures, leakage and corroded contacts

in the In-Out connector/cable the following issues have
to be considered:
• In all cases the In-Out sockets must be protected

against water ingress and contamination. This is
either achieved by the use of an In-Out plug and Sealing
cable assembly or by the fitment of a closing plug: “stops”
Part No.
12-way and 18-way K026197V01N00
sockets
6-way sockets Z005861
(X2.3 & X2.4 on
TEBS G2.2 Premium)
(X2.3 on TEPM-A) K026197V01N00 Z005861
• The assembled connectors shall be protected against exposure to direct environmental influences such as water,
snow, dust etc. - this is achieved by ensuring the covers are fitted.
• The gasket must be present on the connector, and needs to be checked for visible signs of damage.
• Any unused cable entries shall be closed using the supplied sealing “stops”.
Assembly of the In-Out cable to the TEBS G2 Brake Module and Trailer Electro-Pneumatic Module Advanced
(TEPM-A)
• Familiarise yourself with the In-Out connector, there is a coding key which needs to be orientated towards the
front (long face without studs) of the module.
• Align the cable to the connector, and push it in as far is it will go (1), until an audible “click” is heard, do not tilt it.
• Press the cable(s) firmly into the strain relief slots (2). There are two slots, the first (A) provides space for four
cables which have to be secured using a suitable cable tie. The second (B) is suitable for a single cable.
PD-272-005
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Connection
“In-Out”
“click”
Cable clamp “B”
Coding
Cable clamp “A”
Cable fixation and routing

• See “General” section on page 1 and the diagram for power cables on page 6.
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Disassembly / Assembly of In-Out Connector - TEBS G2.0/2.1/2.2 & TEPM-A - 12 way

Disassembly
1. In order to disassemble a
.... and push it carefully between
cable or a contact you will
the locking wedge and the
need a screwdriver with a
housing (without damaging
wide blade.
the lip seal). Prise out the
Apply it to the side of the
locking wedge.
housing .....
3. To remove each contact,

gently pull its wire backwards
2. Remove the locking wedge. while at the same time
releasing the locking finger
by moving it away from
the contact with a small
screwdriver.
4. Hold the rear seal in place,

as removing the contact will Schematic representation of
tend to displace the seal contact removal.
....
and push it carefully
5. An alternative to using
between the locking wedge
a screwdriver is to use
and housing (without
another locking wedge (if
damaging the lip seal). Prise
available) ...
out the locking wedge.
Assembly
2. Insert the contact carefully

1. Take a single cable with through the seal of the
crimped contact and hold connector, push the contact
it close behind the barrel of until it is felt to snap in place.
the contact.
3. After installing all cables Contact insertion

(contacts) into their correct
location), visually check that
all contacts are correctly Contact locked in place with
locked. locking wedge fitted
PD-272-005
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
4. Push the locking wedge into 5. Check the locking wedge

the housing until it snaps in visually it should fit flush
place. with the housing body.
6. Important Note:
Simply push the sealing “stops”
The unused contact locations into the appropriate locations as
must be fitted with sealing far as possible.
“stops”.
Disassembly / Assembly of TEPM-P 18 way plus TEBS G2.2 Premium and TEPM-A
6-way Connector
Disassembly
1. With rear seal facing you, 2. Slide tool along the wire
snap the extractor tool into the connector until it
(Deutsch Part No. 0411- engages the contact and
336-1605) over the wire of resistance is felt.
the contact to be removed.
3. Pull the contact/wire

assembly out of the
connector.
NOTE: Do not twist the
tool or insert at an angle.
Assembly
1. Take a single cable with

crimped contact and hold 2. Hold connector with rear
it close behind the barrel of seal facing you.
the contact.
3. Insert the contact carefully

through the seal of the
connector, push the contact
until it is felt to snap in place.
Doc. No. Y136137 (EN - Rev. 003)

February 2016
Assembly of Wheel Speed Sensor Cables

Assembly of the wheel speed sensor cables to the TEBS G2.0/G2.1 Brake Module and Trailer
Electro-Pneumatic Module Premium (TEPM-P)
Closure cap, already attached
• Familiarise yourself with the wheel speed connector,
there is a coding key which needs to be orientated
away from the module body.
• Align the cable to the connector, and push it in as far
as it will go. The top of the connector shall be above
the “O” ring seals (1).
• Press the cable firmly into the strain relief slot. Secure
with UV safe cable ties around the cast pillars.
Coding
2S/2M Systems:
• The unused wheel speed sensor connections “S-E”
and “S-F” must be protected against water ingress
and contamination by the fitment of closing caps, K022848
Part Number K022848.
PD-272-005
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Assembly of the wheel speed sensor cables to the TEBS G2.2 Brake Module and Trailer Electro-Pneumatic Modules
- Standard (TEPM-S) and Advanced (TEPM-A)
• Familiarise yourself with the push-in connector,
there is a locking device which can be used to aid
orientation.
“click”
• Align the connector on the cable to the connector
on the module and push it in (do not tilt) as far as it
will go until an audible “click” is heard. 22 22
• Press the cables firmly into:

TEBS G2.2 & TEPM-A - the right hand strain relief Cable Locator
slot (cable locator).
Locking Clip
TEPM-S - the centre strain relief slots (cable
locators).
• Secure with UV safe cable ties around the cast pillars.
2S/2M Systems:
• When TEBS G2.2 Premium is used in a 2S/2M
system, the unused wheel speed sensor connections
“S-E” and “S-F” must be protected against water Z005860
ingress and contamination by the fitment of closing
caps, Part Number Z005860.
TEPM-A:
• When connections “S-E” and “S-F” are not used on the TEPM-A they must be protected against water ingress
and contamination by the fitment of closing caps, Part Number Z005860.
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Assembly of DIN Bayonet Connector (2, 3 and 4 -pin)

The DIN Bayonet connector is mainly used on electro-mechanical components, e.g. modulators, lift axle valves,
sensors, etc.
• Familiarise yourself with the bayonet connector and

make sure that the seal in the plug is not damaged.
• Align the plug to the socket, and push it in as far as

it will go. You can feel and hear when the nut has
locked onto the socket.
• The cable from the plug must be fixed securely,

without tension, using cable ties ensuring that no
bending stresses are created.
• Use as large a radius R as possible during the

installation of cables.
• It is not necessary to create a loop for the avoidance 80 mm min.

of water ingress because the connector is a
completely sealed.
300 mm max.
PD-272-005
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Installation of ISO 7638 Socket

The installation position of the ISO 7638 socket is 0° to 30° inclined below the horizontal. If this is not observed
water can penetrate the contact area while coupling the mating plug. ISO 7638 sockets which are not used must
be coupled with a dummy (parking) connector.
15
0m
m
mi 0° to
n. 30°
TEBS G2
Doc. No. Y136137 (EN - Rev. 003)
Revision Details
Rev. 001 March 2015 Information added for TEBS G2.2 cables
Rev. 002 July 2015 Amendments to pages 1, 6, 7, 9 and 11. Pages 14 and 15 added.
PD-272-025
Product TEBS G2
DATA Cables for TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
November 2016
Function
Cables are used in trailer EBS systems to:
• provide electrical power to the components in the
system.
• communicate signals to the ECU from sensors
monitoring trailer characteristics.
• communicate control commands from the ECU to
modulators/modules to enable any required braking
intervention.
• communicate control commands from the towing
vehicle.
Power Supply Cables are used to distribute electrical
power from the towing vehicle to electrically powered
braking and auxiliary equipment on the trailer. The main
power supply to the trailer is through a plug or socket
according to ISO 7638. The ISO 7638 connection
carries the CAN signal from/to the towing vehicle and so the EBS Power Supply Cables also provide the CAN
signal to the ECU.
The cables are available in various lengths and are normally supplied with a bayonet connector to ensure easy
and safe connection.
Modular Cables / Wiring Harnesses are available in many configurations and are used to supply electrical signals
and power to auxiliary equipment including the external third modulator on 4S/3M systems.
Wheel Speed Sensor Cables are used to connect the ECU to the wheel speed sensors so that their wheel speed
signals can be sent. The wheel speed sensor is supplied with only a short length of cable and so will often require a
Wheel Speed Sensor Extension Cable to enable connection.
NOTES: The text in the ‘Comments’ columns describes the typical usage. Other connections are
possible for most cables.
In this document the cables are divided into sections:
- Each section covers the system for which the cables are intended (TEBS G2.0/G2.1/G2.2).
- To help in finding the right cable, at the head of each page is a photograph of the module from
the relevant system.
- Cables which can be used in more than one system have photographs of all relevant modules
at the head of the page.
- Each section starts with details of power cables, then shows modulator cables, wheel speed
sensor cables and auxiliary cables.
- If you need cables for 12 V systems, please contact your Knorr-Bremse representative.
Technical Features
See tables for other features.
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Cables for TEBS G2 November 2016
Colour Coding used in this document

BK Black BU Blue RD Red YE Yellow
BN Brown GN Green WH White
Identification of Module Types

Base Part Type Stop Lamp
Brake Module Type
Number Number Powering
K021940 ES2070 Trailer Electro-Pneumatic Module - Standard (TEPM-S) no
K027900 ES2071 Trailer Electro-Pneumatic Module - Premium (TEPM-P) no
K027940 ES2099 Trailer Electro-Pneumatic Module - Advanced (TEPM-A) no
Other Documentation
For information on systems and components mentioned in this document please refer to:
Pressure Control Valve for iCargo PD-200-120, Document No. Y114019
Diagnostic Cables for TEBS G2 PD-272-035, Document No. Y138839
Pressure Sensor PD-262-200, Document No. Y095830
Deflection Sensor PD-264-200, Document No. Y095832
TEBS G2.0/G2.1 Brake Module PD-214-200, Document No. Y050635
TEBS G2.2 Brake Module Standard PD-214-300, Document No. Y136107
TEBS G2.2 Brake Module Standard Plus PD-214-325, Document No. Y172339
TEBS G2.2 Brake Module Premium PD-214-350, Document No. Y200882
Trailer Electro-Pneumatic Module (TEPM-S/TEPM-P) PD-214-600, Document No. Y095618
Trailer Electro-Pneumatic Module - Advanced (TEPM-A) PD-214-700, Document No. Y232989
Level Sensor for iLvl (iLvl Sensor) PD-264-300, Document No. Y160685
iTAP Wireless Interface (ECU) PD-273-940, Document No. Y202588
iTAP Camera PD-273-945, Document No. Y250787
iLvl Valve PD-280-450, Document No. Y172342
Tyre Pressure Monitoring System (TPMS) PD-551-000, Document No. Y095833
Wheel Speed Sensors PD-261-000, Document No. Y011363
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
November 2016 Cables for TEBS G2
Pin Configurations
1 2 1
7 2
3 7
6 3
24 V coding 4 6
5 4 5
Pin 1 red Valve supply voltage

Pin 2 black ECU supply voltage
Pin 3 yellow ECU ground
Pin 4 brown Valve ground
Pin 5 white Warning lamp
ISO 7638 Socket Pin 6 white/green CAN-Hi
(24 V) Pin 7 white/brown CAN-Lo
ISO 7638 Plug
(24 V)
6
7 6
3 2 2 3
5 5 7
3
3
4 2
2 4
1
1
1 4 4 1
7-pin Bayonet Socket 7-pin Bayonet Plug
(ISO 7638 Power) (ISO 7638 Power) 4-pin Bayonet Socket 4-pin Bayonet Plug
Deutsch 4-way Plug Deutsch 6-way Plug Deutsch 12-way Plug

TEBS G2.2 and TEPM-A use a Code A Plug (Grey)
6 5 4 3 2 1
1 4 1 3 5
A coding A coding
7 8 9 10 11 12
2 3 Coding 2 4 6
Fits the TEBS G2.2 Premium 6-way Socket TEBS G2.2 Premium uses the 6-pin Plug TEBS G2.0/G2.1 uses a Code B Plug (Black)
(No Coding for 3rd Modulator) (A and B Coding) B coding
Note - pin 3 of the 4-way plug connects to pin TEPM-A uses the 6-pin Plug
6 of the 6-way socket in the TEBS Module and (A Coding) 6 5 4 3 2 1
pin 4 connects to pin 5 of the 6-way socket in
the TEBS Module
Deutsch 18-way Plug B coding

7 8 9 10 11 12
TEPM-P uses the 18-way Plug
MKS PLUS 2-pin Plug MKS PLUS 4-pin Plug MKS PLUS 6-pin Plug
6 5 4 3 2 1
12 11 10 9 8 7 B Coding
18 17 16 15 14 13 1 4 1 3 5
1 2
B Coding
C Coding
2 3 2 6
4
AB Coding
TEPM-S uses the 2-pin, 4-pin and 6-pin Plug
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Cable Selection Guide - TEBS G2 (typical systems)
ISO 7638 Power & 24 V CAN Pad Wear Sensing Auxiliary Cables
Cables - pages 6 - 8 Cables - pages 40 - 42 - G2.2 pages 9 - 15, 17 - 20,
27 - 28, 32 - 33
- G2.0/2.1 pages 19 - 33
S-D
ISO 7638
SV38
TEBS
LAC
G2
iTAP
ECU
ISO 12098
S-C
Stop Lamp Power Cables

- G2.2 pages 9 - 12 iTAP ECU/Camera cables - Wheel Speed Sensor Connection
- G2.0/2.1 pages 21 - 24 G2.2 only - pages 32 - 35 Cables - G2.2 page 16, G2.0/2.1 page 33
ISO 7638 Power & 24 V CAN Tyre Pressure Monitoring System Wheel Speed Sensor Connection
Cables - pages 6 - 8 (TPMS) Cable - pages 32, 38 Cables - G2.2 page 16, G2.0/2.1 page 33
S-B S-D
TPMS
ISO 7638
TEBS
G2
ISO 12098 TEPM
S-A S-C
Stop Lamp Power Cables Diagnostic Socket Cables -

- G2.2 pages 9 - 12 Trailer Electro-Pneumatic Module G2.2 pages 10 - 11, 14, 32
- G2.0/2.1 pages 21 - 24 (TEPM) Cables - pages 17 - 20, 29 - 33 G2.0/2.1 pages 22 - 23, 32
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Cable Selection Guide - TEBS G2 (typical systems) - contd.
TRM Power Cables - TRM Cables Pad Wear Sensing

pages 36 - 37 - page 37 Cables - pages 40 - 42
S-D
ISO 7638
TRM
TEBS
G2
ISO 12098 iLvl Valve
Level
Sensor
S-C
Stop Lamp Power Cables

- G2.2 pages 9 - 12 iLvl Cables - G2.2 Standard Plus Wheel Speed Sensor Connection
- G2.0/2.1 pages 21 - 24 and Premium only - pages 14 - 15 Cables - G2.2 page 16, G2.0/2.1 page 33
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables
TEBS G2.0 TEBS G2.1 TEBS G2.2

Brake Module Brake Module Brake Modules
Power Cable (for semi-trailers) with ISO 7638 Socket and Power Connector
Ø54
RD 4,0 mm²
Ø34 1 1
Ø11,7 BK 1,5 mm²
2 2
YE 1,5 mm²
3 3
BN 4,0 mm²
4 4
WH 1,5 mm²
5 5
WH/GN 1,5 mm²
6 6
WH/BN 1,5 mm²
7 7
Cable length
[m] K028491 wiring
K028491 1)
- 0.5
K008430 1) - 10.0
K008431 1) - 13.0
15 Amp Integrated fuse

Ø54
RD 1,5 mm²
Ø34 1 1
Ø10,7 BK 1,5 mm²
2 2
YE 1,5 mm²
3 3
BN 1,5 mm²
4 4
WH 1,5 mm²
5 5
WH/GN 1,5 mm²
6 6
WH/BN 1,5 mm²
7 7
Cable length
Part No. Type No. Comments K019288 wiring
[m]
Fused socket
K019288 1)
- 13.0 Note - Replacement Fused Pin K068781K50
Replacement Socket K061967K50
Note: The fuse in this power cable limits the number of output devices connected to the TEBS Brake Module.
See PD-214-F006, Document No. Y136112 for full details.
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables (contd.)

Power Cable (for semi-trailers) with ISO 7638 Socket and Power Connector (contd.)
Ø34
Ø11,7
RD 4,0 mm²
1 1
BK 1,5 mm²
2 2
YE 1,5 mm²
3 3
Ø54 BN 4,0 mm²
4 4
WH 1,5 mm²
5 5
WH/GN 1,5 mm²
6 6
WH/BN 1,5 mm²
7 7
Cable length
Part No. Type No. Comments K027840wiring
[m]
K028583 1) - 13.0
K008432 1) - 16.0
Power Cable (for drawbar and centre-axle trailers) with ISO 7638 Plug and Power Connector
Ø34 RD 4,0 mm²

Ø11,7
1 1
BK 1,5 mm²
2 2
YE 1,5 mm²
3 3
BN 4,0 mm²
4 4
WH 1,5 mm²
5 5
WH/GN 1,5 mm²
6 6
WH/BN 1,5 mm²
7 7
Cable length
[m] K027840wiring
K010710 1)
- 10.0
K010711 1)
- 13.0
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)

Power Extension/Trailer Electro-Pneumatic Module (TEPM) Connecting Cable
Ø34
Ø27,2
Ø11,7
Cable length
[m]
K028000 1) - 2.0
K021138 1)
- 4.0 Power extension cable
K028001 1) - 10.0 or
K027826 1) - 11.0 (TEPM) connecting cable
K027827 1)
- 13.0
Power Connecting Cable

Ø34 Ø34
Ø11,7
Cable length
[m]
K010718 1) - 0.5 Adapter to connect TEBS4 Power cable
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.2 Cables
TEBS G2.2
Brake Modules
In-Out Cable for ISO 12098 Connection
1
Code A 11
2
46
5
3
12
Ø5,9
9
10
L
BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
L 6
Cable length
L [m]
K027861 1) - 7.0 For ISO 12098 (TEB G2.2 Standard and Premium) and input
K027862 1)
- 15.0 (with open ends)
In-Out Cable with Bayonet Connector
1 YE 0,75 mm²
7
L 2
BK 0,75 mm² 8
WH 0,75 mm² 6
3
BN 0,75 mm² 5
Ø32 4
L
Ø5,9 4
9
1
2
3
Code A 10
11
12
Cable length
L [m]
K097079 1) - 1.5 For ISO 12098 (TEB G2.2 Standard and Premium) and inputs
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.2 Cables (contd.)
TEBS G2.2
Brake Modules
In-Out Cable for Speed Pulse/RtR
Code A 1 BK 1,0 mm²

1
YE 1,0 mm²
2 12
Ø32,8 3 L
46 3
4
4
5
2
11
Ø5,9
6
7
8
L
10
9
Cable length
L [m]
K027860 1) - 6.5 Speed Pulse/RtR (AUXIO 1)
In-Out Cable for ISO 12098 Connection, Speed Pulse/RtR or Lift Axle Control and Diagnostic Socket
L2
L1
1 BK 1,0 mm²
Ø32,8 1
Code A YE 1,0 mm²
Ø5,9 2 12
3 L1
2
4
5
Ø5,9 L2 BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
6
1
Ø5,9 YE 0,5 mm² 3
2
3 4
M30 x 1,5
4
BK 0,5 mm² 11
5
6 WH 0,5 mm² 9
7 BN 0,5 mm²
10
Ø39
L3 L3
Cable length
L [m]
L1 = 6.5 L1 = Speed Pulse/RtR or lift axle control (AUXIO 1)
K027867 1) - L2 = 7.0 L2 = Stop lamp supply (ISO 12098 - TEBS G2.2 Standard
and Premium) and input (with open ends)
L3 = 6.0 L3 = diagnostic socket
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
TEBS G2.2
Brake Modules
In-Out Cable for ISO 12098 Connection, Speed Pulse/RtR or Lift Axle Control and Diagnostic Socket (contd)
L2
L1
1 BK 1,0 mm²
Ø32,8 2
Ø5,9 Code
Code AA
2
WH 1,0 mm²
12
YE 1,0 mm²
3 1
4 L1
5
Ø5,9 L2 BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
6
1
Ø5,9 YE 0,75 mm² 3
2
M30 x 1,5
3 4
4
BK 0,75 mm²
5 11
6 WH 0,75 mm²
9
7 BN 0,75 mm²
10
Ø39
L3 L3
Cable length
L [m]
L1 = 2.0 L1 = Speed Pulse/RtR and/or lift axle control (AUXIO 1 & 2)
K027869 1) - L2 = 7.0 L2 = Stop lamp supply (ISO 12098 - TEBS G2.2 Standard
In-Out Cable for Speed Pulse/RtR or Lift Axle Control and Diagnostic Socket
L1
1 BK 1,0 mm²
2
Ø32,8
Code
CodeA
A WH 1,0 mm²
2 12
Ø5,9 YE 1,0 mm²
3 1
4 L1
5
7
8
Ø5,9 6
1
YE 0,75 mm²
M30 x 1,5
2 3
3 4
4
BK 0,75 mm² 11
5
6 WH 0,75 mm²
Ø39 9
L2 7 BN 0,75 mm²
10
L2
Cable length
L [m]
K027859 1) -
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
TEBS G2.2
Brake Modules
In-Out Cable for ISO 12098 Connection and Speed Pulse/RtR or Lift Axle Control Connection
BK 1,0 mm²
L2 1
YE 1,0 mm²
1
2 12
L1
3 L1
2
Ø32,8 4
5
Ø5,9
BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
6
Ø5,9
L2
BL - GND
BL - 24V
3
TH
11
Code
Code AA 9
10
Cable length
L [m]
K027863 1) - L2 = 7.0
L2 = Stop lamp supply (ISO 12098 - TEBS G2.2 Standard
L1 = 6.5
K027864 1) - L2 = 15.0 and Premium) and input (with open ends)
BK 1,0 mm²
L2 1
WH 1,0 mm²
2
2 12
L1 YE 1,0 mm²
1
3
Ø32,8 4 L1
4
Ø5,9
BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
6
Ø5,9
L2
BL - GND
BL - 24V
3
TH
11
5
Code
Code AA 9
10
Cable length
L [m]
L1 = Speed Pulse/RtR/lift axle control (AUXIO 1 & 2)
L1 = 2.0
K027865 1) - L2 = Stop lamp supply (ISO 12098 - TEBS G2.2 Standard
L2 = 7.0
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
TEBS G2.2
Brake Modules
In-Out Cable for Lift Axle Control Connection, Speed Pulse/RtR and Traction Help
1 BK 1,0 mm²
2
L2 WH 1,0 mm²
2 12
L1 3
YE 1,0 mm²
1
4 L1 3
Ø5,9 11
7
8
YE 1,0 mm² 6
Ø3,2
L2
4
5
Code
Code A
A 9
10
Cable length
L [m]
L1 = 2.0 L1 = lift axle control and/or speed pulse/RtR (AUXIO 1 & 2)

K027857 1) -
L2 = 15.0 L2 = input with open end (e.g. Traction Help)
In-Out Cable for Input
1
12
L 2
5
Ø3,2 7
8
YE 1,0 mm²
6
L
3
Code
Code AA
6
12
9
10
Cable length
L [m]
K027855 1) - L = 15.0 L = input with open end (e.g. Traction Help)
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
TEBS G2.2
Brake Modules
In-Out Cable for iLvl (TEBS G2.2 Standard Plus and Premium only) and Diagnostic Socket
L2
L1 L1 BK 1,0 mm²
1
Ø32,8 WH 1,0 mm² 1
Ø5,9
Code
Code A
A 2 2
3
YE 1,0 mm²
4 12
8
Ø5,9
L2
1 BK 1,0 mm²
6
Sens
WH 1,0 mm²
2 4
YE 1,0 mm²
3 5
4
Ø5,9
1 L3
M30 x 1,5
YE 0,75 mm² 3
2
3 7
4
BK 0,75 mm² 11
5
Ø39 6 WH 0,75 mm² 9
L3 BN 0,75 mm²
7 10
Cable length
L [m]
L1 = 3.0 L1 = iLvl valve
K097070 1) L2 = 3.0 L2 = iLvl level sensor (with label)
In-Out Cable for iLvl (TEBS G2.2 Standard Plus and Premium only)
L1 BK 1,0 mm²
L2 1
1
WH 1,0 mm²
L1 2 2
Ø32,8 3
Code
CodeA
A YE 1,0 mm²
Ø5,9 4 12
8
L2
1 BK 1,0 mm²
6
WH 1,0 mm²
2 4
Ø5,9 YE 1,0 mm²
3 5
Sens
4
3
7
11
9
10
Cable length
L [m]
L1 = 3.0 L1 = iLvl valve
K097071 1)
L2 = 3.0 L2 = iLvl level sensor (with label)
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
TEBS G2.2
Brake Modules
Modular Cable for various uses
1 BK 1,0 mm²
WH 1,0 mm²
2
3
Ø5,9 YE 1,0 mm²
4
60 L
L
Cable length
L [m]
K110195 1) - 3.0 with open ends for various uses

e.g. for iLvl Valve with TEBS G2.2 Standard Plus or Premium
Note - not to be used for connecting iLvl Valve to TEPM-P
K110198 1) - 9.0 (see page 17)
60 ±10
Ø5,9
±0,2
BN 0,75 mm²
a a
b BK 0,75 mm²
b
Cable length K002282 wiring

L [m]
with open ends for use with K027832.... (see page 15) as
K002282 - 1.0
additional input to S-E or S-F on TEBS G2.2 Premium
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
TEBS G2.2
Brake Modules
Wheel Speed Sensor Connecting Cable
Ø12,5
18 Ø5,9
Cable length
L [m]
K0278322000 2.0 For connecting the wheel speed sensor to the brake module.
K0278323000 3.0 Note: these cables have both C and D coding and so can be
used in either S-C or S-D connections.
K0278324000 4.0
- Note: if an extension cable is required use the II36756... series
K0278325000 5.0
(see page 32).
K0278326000 6.0 Note: use with cable K002282 (see page 14) for additional
K02783210000 10.0 input to S-E or S-F on TEBS G2.2 Premium.
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.2 Cables - 4S/3M System

TEPM-P
TEBS G2.2
Premium
Brake Module
TEPM-S
Auxiliary Cable for Trailer Electro-Pneumatic Module Premium (TEPM-P)
YE 0,75 mm²
Ø5,9 6 1
BK 0,75 mm²
18 2
WH 0,75 mm²
1 4
BN 0,75 mm²
7 3
- L
4-way -
18-way
TEBS G2.2 Premium -
TEPM-P
Cable length
L [m]
K097065 1) - 3.0 with 4-way plug to fit 6-way Connector 2.3
Note - pin 3 of the 4-way plug connects to pin 6 of the 6-way
K097066 1) - 9.0
socket in the TEBS Module and pin 4 connects to pin 5 of the
K097073 1) - 12.0 6-way socket in the TEBS Module
Auxiliary Cable for Trailer Electro-Pneumatic Module Standard (TEPM-S)
L
YE 0,75 mm²
2 1
BK 0,75 mm²
Ø5,9 1 2
WH 0,75 mm²
4 4
BN 0,75 mm²
3 3
L
MKS PLUS 4-way
TEPM-S TEBS G2.2 Premium
Cable length
L [m]
K097067 1) - 3.0 with 4-way plug to fit 6-way Connector 2.3

Note - pin 3 of the 4-way plug connects to pin 6 of the 6-way
socket in the TEBS Module and pin 4 connects to pin 5 of the
K097069 1) - 9.0 6-way socket in the TEBS Module
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.2 Cables - 4S/3M System (contd.)

TEPM-P TEPM-A
TEBS G2.2
Premium
Brake Module
Modular Cable for iLvl Valve (with and without diodes)
1 BK 1,0 mm²
WH 1,0 mm²
2
3
YE 1,0 mm²
4
L
Ø5,9
1 BK 1,0 mm²
60
WH 1,0 mm²
2
L 3
YE 1,0 mm²
4
L
Cable length
L [m]
With open ends. Plug with diodes for pulse-width modulation
control of 12V iLvl Valve on front axle.
K111594 1)
- 2.0
THIS CABLE MUST BE USED WHEN CONNECTING TO THE TEPM-P
This cable may be used for connecting to the TEBS G2.2 Brake Module
K110195 1) - 3.0 With open ends. Plug without diodes
THIS CABLE CAN BE USED TO CONNECT THE iLVL VALVE ONLY TO
K110198 1) - 9.0 THE TEBS G2.2 BRAKE MODULE AND TEPM-A (see also page 14)
Modular Cable for iCargo Pressure Control Valve (with and without diodes)
1 BK 1,0 mm²
WH 1,0 mm²
2
YE 1,0 mm²
3
4 L
Ø5,9
60 AUX 2 BK 1,0 mm²

1
GND WH 1,0 mm²
L AUX 1
2
YE 1,0 mm²
3
4
Cable length
L [m]
With open ends. Plug with diodes for pulse-width modulation
control of the 12V pressure control valve (PCV)
K095321 1)
- 1.5
THIS CABLE MUST BE USED WHEN CONNECTING TO THE TEPM-P
This cable may be used for connecting to the TEBS G2.2 Brake Module
K002277 1) - 3.0 With open ends. Plug without diodes
THIS CABLE CAN BE USED TO CONNECT THE PCV ONLY
K002278 1) - 9.0
TO THE TEBS G2.2 BRAKE MODULE AND TEPM-A
K002279 1) - 15.0 This cable may be used for other applications (see page 37)
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.0/2.1 & G2.2 Premium Cables - 4S/3M System
TEBS G2.0
Brake Module
TEBS G2.2
TEBS G2.1 Premium
Brake Module TEPM-S
Brake Module
Power and CAN Connecting Cable for Trailer Electro-Pneumatic Module (TEPM-S)
L 1 L
2
3
4 YE 0,75 mm² 2
BK 0,75 mm²
5 1
WH 0,75 mm²
6 4
BN 0,75 mm²
7 3
Ø5,9
MKS
MKSPLUS
PLUS
TEPM-S
Cable length
L [m] K027813 wiring
for Trailer Electro-Pneumatic Module

K027813 1) - 3.0 Standard (TEPM-S) via K022272 or K022279 (see page 31)
connected to TEBS G2.0/G2.1/G2.2 Premium Brake Module
Auxiliary Cable - TEPM-S
L
1
L 2
1 BK 1,0 mm²
5
2 WH 1,0 mm²
6
3 3
Ø5,9 4 YE 1,0 mm²
MKS PLUS
MKS PLUS 4
TEPM-S
Cable length
L [m]
K044708 1) - 3.0 for Pressure Sensor K027813 wiring
Wheel Speed Sensor Extension Cable - TEPM-S
L
L BK 0,75 mm²
1 1
BN 0,75 mm²
Ø12,5
2 2
MKS
MKS PLUS
PLUS
Ø5,9
TEPM-S
Cable length
L [m]
K027811 1) - 2.0 K027811 wiring
K027836 1) - 3.0 For other wheel speed sensor extension cables see page 33
K027833 1) - 6.0
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.0/2.1 & G2.2 Premium Cables - 4S/3M System (contd.)
TEBS G2.0
Brake Module
TEBS G2.2
TEBS G2.1 Premium
Brake Module Brake Module TEPM-P
Power and CAN Connecting Cable for Trailer Electro-Pneumatic Module (TEPM-P)
2
3
4
5
L 8
9
10
11
Ø5,9 12
13
14
1 L 15
2 16
18-way
18-way 3 17
YE 0,75 mm²
TEPM-P 4
BK 0,75 mm²
6
5 18
WH 0,75 mm²
6 1
BN 0,75 mm²
7 7
K027814 wiring
Cable length
L [m]
K027814 1) - 3.0 for Trailer Electro-Pneumatic Module

Premium (TEPM-P) via K022272 or K022279 (see page 32)
K027831 1) - 6.0 connected to TEBS G2.0/G2.1/G2.2 Premium Brake Module
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.0 and G2.1 Cables

TEBS G2.0 Brake Module

In-Out Cable for ISO 12098 Connection
1
Code
Code B 11
2
46 5
3
12
Ø5,9
9
10
L
BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
4
L
6
K021345 wiring
Cable length
L [m]
K021345 1) - 7.0 For ISO 12098 and tri-state input
K021346 1)
- 15.0 (with open ends)
In-Out Cable for Speed Pulse/RtR
BK 1,0 mm²
Code
Code B 1 1
YE 1,0 mm²
2 11
Ø32,8 3 L
46 3
4
4
5
2
12
Ø5,9
6
7
8
L 10
9
K021335 wiring
Cable length
L [m]
K021335 1) - 6.5 Speed Pulse/RtR (AUXIO 1)
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.0 and G2.1 Cables (contd.)


In-Out Cable for ISO 12098 Connection, Speed Pulse/RtR or Lift Axle Control and Diagnostic Socket
L2
L1 BK 1,0 mm²
1 1
Ø32,8 YE 1,0 mm²
2 11
Ø5,9
Code B 3 L1
2
4
5
L2 BK 1,0 mm²
7
YE 1,0 mm²
Ø5,9 8
WH 1,0 mm²
4
1
YE 0,5 mm² 3
2
GN 0,5 mm²
3 6
4
Ø5,9 BK 0,5 mm² 12
5
WH 0,5 mm²
M30 x 1,5
6 9
7 BN 0,5 mm²
10
L3 K021340 wiring
Ø39
L3
Cable length
L [m]
L1 = 6.5
K021340 1)
L2 = 7.0
L1 = Speed Pulse/RtR or lift axle control (AUXIO 1)
L3 = 6.0
L2 = Stop lamp supply (ISO 12098) and tri-state input
(with open ends)
L1 = 6.5
L3 = diagnostic socket
K021341 1)
L2 = 15.0
L3 = 6.0
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)


In-Out Cable for ISO 12098 Connection, Speed Pulse/RtR or Lift Axle Control and Diagnostic Socket (contd)
L2
L1 BK 1,0 mm²
1 2
Ø32,8 WH 1,0 mm²
2 11
Code B YE 1,0 mm²
Ø5,9 3 1
4 L1
5
L2 BK 1,0 mm²
7
Ø5,9 YE 1,0 mm²
8
WH 1,0 mm²
4
1
YE 0,5 mm² 3
2
GN 0,5 mm²
3 6
Ø5,9
4
BK 0,5 mm²
M30 x 1,5
5 12
6 WH 0,5 mm²
9
7 BN 0,5 mm²
10
L3 K021342 wiring
Ø39
L3
Cable length
L [m]

K021343 1) - L2 = 15.0 L2 = Stop lamp supply (ISO 12098) and tri-state input
(with open ends)
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)


In-Out Cable for ISO 12098 Connection and Speed Pulse/RtR or Lift Axle Control Connection
1 BK 1,0 mm²
1
L2 YE 1,0 mm²
2 11
L1 3 L1
2
Ø32,8 4
5
Ø5,9
BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
4
Ø5,9 L2
3
6
12
9
Code
Code BB
10
K021336 wiring
Cable length
L [m]
K021336 1) - L2 = 7.0
L1 = 6.5 L2 = Stop lamp supply (ISO 12098) and tri-state input
K021337 1) - (with open ends)
L2 = 15.0
1 BK 1,0 mm²
2
L2 WH 1,0 mm²
2 11
L1 3
YE 1,0 mm²
1
Ø32,8 4 L1
5
Ø5,9
BK 1,0 mm²
7
YE 1,0 mm²
8
WH 1,0 mm²
4
Ø5,9 L2
3
6
12
9
Code
Code BB
10
Cable length
L [m]

K021338 1) - L2 = Stop lamp supply (ISO 12098) and tri-state input
L2 = 7.0 (with open ends)
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)

TEBS G2.0Brake Module

1 BK 1,0 mm²
2
L 2
WH 1,0 mm²
11
YE 1,0 mm²
3 1
Ø32,8
4 L
4
Ø5,9
5
3
12
6
7
Code
Code B
B
8
10
9
K028585 wiring
Cable length
L [m]
for use with Bayonet Splitter K027542 (AUXIO 1 & 2)
K028585 1) - 2.0
(see below)
Bayonet Splitter
L2
1 BK 1,0 mm² 1
Ø32,8
YE 1,0 mm²
Ø5,9 2 2
Ø32,6 3 L2
AUX
4
Ø32,8
Ø5,9
4
AUX
3
2 YE 1,0 mm²
BK 1,0 mm²
1 3
L1 L1 4
K027542 wiring
Cable length
L [m]
L1 = 4.5 for use with In-Out Cable K028585
K027542 1) - L2 = 1.0 (see above)
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)


1 YE 0,75 mm²
7
L 2
BK 0,75 mm² 8
WH 0,75 mm² 4
3
BN 0,75 mm² 5
Ø32,6 4
Ø5,9
L
6
9
1
2
3
CodeBB
Code
10
11
12
K028586 wiring
Cable length
L [m]
K028586 1) - 1.5 for Stop Lamp and tr-istate
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables

Modular Cable with open ends
BK 1,0 mm²
YE 1,0 mm²
Ø5,9
WH 1,0 mm²
100 60
L
L
Cable length
K021643 1) - 7.0
for several connections such as
Stop Lamp or Tri-state
K021644 1) - 15.0
Modular Cable with Bayonet Connector
Ø32,6
1 BK 1,0 mm²
YE 1,0 mm²
2
WH 1,0 mm²
Ø5,9 3
60 4 L
L
Cable length
K010715 1) - 1.0 for Stop Lamp or

Traction Help (TH) or
advanced Lift Axle Control (LLTH)
K010716 1) - 7.0 with open ends
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)

Modular Cable with Diagnostic Socket (5 pin)
1 L
2 YE 0,5 mm²
GN 0,5 mm²
3
M30 x 1,5
4
5 BK 0,5 mm²
WH 0,5 mm²
Ø5,9
6
BN 0,5 mm²
60 7
Ø39
L
Cable length
K010713 wiring
L [m]
K010713 1) - 6.0 e.g. for Magic Eye (TEBS G2.0/G2.1 only)
Diagnostic Socket Extension Cable (5 pin)
1 L 1
2 YE 0,5 mm² 2
GN 0,5 mm²
3 3
4 4
Ø5,9 BK 0,5 mm²
5 5
WH 0,5 mm²
6 6
L 7
BN 0,5 mm²
7
Cable length
K010714 1) - 11.0 extension cable for diagnostic cable K010713
Bayonet Connector (3 pin) Extension Cable
1 BK 1,0 mm² 1
WH 1,0 mm²
2 2
YE 1,0 mm²
Ø5,9 3 3
Ø17,5
4 L 4
Ø32,8
L
Cable length
L [m]
K013218 1) - 4.0 for several features K013218 wiring
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.0 and G2.1 Cables - 4S/3M System

TEBS G2.0
Brake Module
TEBS G2.1 TEPM-S

Brake Module
In-Out Cables for TEPM-S
2
11
1
L 5
7
8
4
Ø5,9
6
YE 0,75 mm²
2 3
BK 0,75 mm²
1 12
WH 0,75 mm²
MKS PLUS 4 9
BN 0,75 mm²
TEPM-S 3 10
CodeBB
Code L K058332 wiring
Cable length
L [m]
K058332 1) - 2.0
For connecting TEBS G2.0/G2.1
K058333 1) - 7.0
with third modulator (TEPM-S)
K058334 1) - 9.0
L2
Ø32,8
BK 1,0 mm²
1 2
Ø5,9 WH 1,0 mm²
2 11
YE 1,0 mm²
3 1
4 L2 5
7
8
4
MKS PLUS Code
CodeB B
TEPM-S 6
Ø5,9 YE 0,75 mm²

2 3
BK 0,75 mm²
1 12
WH 0,75 mm² 9
4
BN 0,75 mm²
3 10
L1
L1 K058340 wiring
Cable length
L [m]
L1 = 3.0 L1 for connecting TEBS G2.0/G2.1
K058340 1) - with third modulator (TEPM-S)
L2 = 2.0 L2 for AUXIO 1 & 2 connections
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.0 and G2.1 Cables - 4S/3M System (contd.)
TEBS G2.0 TEPM-P
Brake Module
TEBS G2.1
Brake Module
Power and CAN Connecting Cable for Trailer Electro-Pneumatic Module (TEPM-P)
2
3
4
5
L 8
9
10
11
Ø5,9 12
13
14
1 L 15
2 16
18-way 17
18-way 3
YE 0,75 mm²
TEPM-P 4 6
BK 0,75 mm²
5 18
WH 0,75 mm²
6 1
BN 0,75 mm²
7 7
K027814 wiring
Cable length
L [m]
for Trailer Electro-Pneumatic Module
K027814 1) - 3.0 Premium (TEPM-P) via K022272 or K022279 (see page 31)
connected to TEBS G2.0/G2.1 Brake Module
Power Supply Cables for TEPM-P
2
11
1
L
5
7
8
Ø5,9 4
6
YE 0,75 mm²
6 3
BK 0,75 mm²
18-way
18-way 12-way
12-way 18 12
WH 0,75 mm²
TEPM-P Code B
Code B 1 9
BN 0,75 mm²
7 10
- L K058250 wiring
-
-
Cable length
L [m]
K058249 1) - 7.0 For connecting TEBS G2.0/G2.1
K058250 1)
- 9.0 with third modulator (TEPM-P)
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2.0 and G2.1 Cables - 4S/3M System (contd.)
TEBS G2.0 TEPM-P
Brake Module
TEBS G2.1
Brake Module
Power Supply and In-Out Cable for TEPM-P
L2
Ø32,8 BK 1,0 mm²
1 2
WH 1,0 mm²
2 11
Ø5,9 YE 1,0 mm²
3 1
4 L2
5
7
8
4
12-way
12-way
Code B
Code B 6
YE 0,75 mm²
6 3
BK 0,75 mm²
18 12
Ø5,9 WH 0,75 mm²
1 9
BN 0,75 mm²
7 10
- L1 K058256 wiring
18-way -
18-way -
TEPM-P
L1
Cable length
L [m]
L1 = 9.0 L1 for connecting TEBS G2 with third modulator (TEPM-P)

K058256 1) -
L2 = 6.5 L2 for AUXIO 1 & 2 connections
L3
BK 1,0 mm²
1 2
Ø32,8 WH 1,0 mm²
2 11
YE 1,0 mm²
Ø5,9 3 1
4 L3
5
7
8
12-way
12-way 4
Ø5,9
Code
Code BB
6
YE 0,75 mm²
18-way 6 3
18-way Ø32,8 BK 0,75 mm²
18 12
TEPM-P Ø5,9 WH 0,75 mm² 9
1
BN 0,75 mm²
7 10
- L1
-
14 BK 1,0 mm²
1
L2 15
WH 1,0 mm²
2
YE 1,0 mm²
8 3
L1
L2 4
Cable length
L [m]
L1 = 3.0 L1 for connecting TEBS G2 with third modulator (TEPM-P)
K058344 1) - L2 = 6.5 L2 for TEPM-P AUXIO connections
L3 = 3.0 L3 for AUXIO connection, e.g. iCargo PCV
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables - 4S/3M System and other connections

TEBS G2.0 TEPM-P
Brake
Module
TEBS G2.1
Brake Module TEBS G2.2 Brake Modules TEPM-S
Auxiliary Cables
1 L
Ø39 YE 0,75 mm²
2
3
M30 x 1,5
4
5 BK 0,75 mm²
WH 0,75 mm²
Ø5,9
60
6
BN 0,75 mm²
7
L
Cable length
L [m]
For:
K022272 1) - 4.0 TEPM in 4S/3M system (TEBS G2.0/G2.1/G2.2 Premium only)
or
Tyre Pressure Monitoring System (TPMS) (all TEBS Modules)
K022279 1) - 6.0 or
Diagnostics/TIM G2 (all TEBS Modules) or iTAP (TEBS G2.2 only)
5 V CAN Splitter Cable
L2 1 L2 1
2 YE 0,75 mm² 2
Ø32,8 3 3
Ø5,9 4 4
5 BK 0,75 mm² 5
WH 0,75 mm² 6
6
M30 x 1,5
BN 0,75 mm²
7 7
Ø27,2
1
L1 YE 0,75 mm²
2
Ø5,9
Ø39
3
L1 4
5 BK 0,75 mm²
WH 0,75 mm²
6
BN 0,75 mm²
7
K027815 wiring
Cable length
L [m]
For:
TEPM in 4S/3M system (TEBS G2.0/G2.1/G2.2 Premium only)
L1 = 3.0 and/or
K027815 1) -
L2 = 1.0 Tyre Pressure Monitoring System (TPMS) (all TEBS Modules)
and/or
Diagnostics/TIM G2 (all TEBS Modules) or iTAP (TEBS G2.2 only)
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - Auxiliary Cables for TEBS G2.0/G2.1/G2.2, TEPM-P and TEPM-S
TEBS G2.0 TEPM-P
Brake
Module
TEBS G2.1
Brake Module TEBS G2.2 Brake Modules TEPM-S
Wheel Speed Sensor Extension Cable
Ø5,9
Ø12,5
Ø16
Cable length
L [m]
II367562000 2.0
II367563000 3.0
II367564000 4.0 TEBS G2.0, TEBS G2.1, TEPM-P and TEPM-S
II367565000 5.0 For extending the wheel speed sensor cable to enable
connection to the brake module.
II367566000 EK3130 6.0
TEBS G2.2
II367568000 8.0
For extending the connecting cable from the wheel speed
II3675610000 10.0 sensor (see page 15).
II3675612000 12.0
II3675615000 15.0
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables - Intelligent Trailer Access Point (iTAP)
iTAP ECU iTAP Camera
Auxiliary Cable for iTAP Wireless Interface
9
3
Ø34,0
10
8
6
4
5
7
Ø5,9
1
YE 0,75 mm² 1
2
3
L 4
5
BK 0,75 mm² 12
6 WH 0,75 mm²
11
7 BN 0,75 mm²
2
Cable length
L [m]
K097075 1) - 0.5
K097076 1) - 4.0
Adapter cable for single camera
Sleeve
Cable length
L [m]
K027883 - 0.5 with sleeve to cover metal parts on mating connectors
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables - Intelligent Trailer Access Point (iTAP) - contd.
iTAP ECU iTAP Camera
Adapter cable for two camera system
Sleeve
Cable length
L [m]
K027885 - 0.5 with sleeve to cover metal parts on mating connectors
Extension cable for iTAP Camera
Sleeve
Cable length
L [m]
K027891 - 10.0
with sleeve to cover metal parts on mating connectors
K027893 - 20.0
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables - Trailer Roadtrain Module (TRM)
Trailer
Roadtrain
Module
Power Cable (for semi-trailers) with ISO 7638 Socket

L RD 6,0 mm²
1 1
BK 1,5 mm²
2 2
Ø54
YE 1,5 mm²
Ø34 3 3
Ø12,5 BN 6,0 mm²
4 4
WH 1,5 mm²
5 5
WH/GN 1,5 mm²
6 6
WH/BN 1,5 mm²
7 7
Cable length
[m]
K027841 wiring
K027841 1)
- 6.0 with 6 mm cable for pins 1 and 4
2
Power Cable (for drawbar and centre-axle trailers) with ISO 7638 Plug
L
RD 4,0 mm²
1 1
Ø34
BK 1,5 mm²
Ø11,7 2 2
YE 1,5 mm²
3 3
BN 4,0 mm²
4 4
WH 1,5 mm²
5 5
WH/GN 1,5 mm²
6 6
WH/BN 1,5 mm²
7 7
Cable length
[m] K027840wiring
K027840 1) - 6.0
K027881 1) - 10.0
K027884 1) - 13.0
K027887 1) - 17.0
Power Extension Cable

Ø34
Ø27,2
Ø11,7
Cable length
[m]
K027842 1) - 18.0 with 6 mm2 cable for pins 1 and 4
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables - Trailer Roadtrain Module (TRM) (contd.)
Trailer
Roadtrain
Module
Power Extension Cable (contd.)

Ø34 Ø34
Ø11,7
Cable length
[m]
K027843 1) - 2.0
K127188 1) - 4.0
Bayonet Splitter
Ø32,8
Ø5,9 2.0 BK 0,75 mm²
Sens_Sup 1 1
Sens-in1 BN 0,75 mm²
Ø32,6 2 2
3 3
GND WH 0,75 mm²
4 4
Ø32,8 2.1 BK 0,75 mm²

Sens_Sup 1
Ø5,9 Sens-in2 BN 0,75 mm²
2
3
GND WH 0,75 mm²
4
5
Red label 6
L 7
Cable length
L [m]
K027838 1) - 3.0 For Pressure Sensors
Ø32,8
2.0 BK 0,75 mm²
Ø5,9 Sens_Sup 1 1
Red label Sens-in1 BN 0,75 mm²
2 2
Ø32,6 3 3
GND WH 0,75 mm²
4 4
Ø5,9
2.1 BK 0,75 mm²
Sens_Sup 1
Sens-in2 BN 0,75 mm²
Ø32,8 2
Ø5,9
3
WH 0,75 mm²
AUX
GND 4
2.2 BK 1,0 mm²
5
AUX_IO 1 6
YE 1,0 mm²
AUX_RET 2 7
3
L 4
Cable length
L [m]
K027839 1) - 3.0 For Pressure Sensors and other auxiliary input
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - TEBS G2 Cables - Tyre Pressure Monitoring System (TPMS)
TEBS G2.0 TEBS G2.1 TEBS G2.2 TPMS Wireless

Brake Modules Gateway Receiver
Brake Module Brake Module
Connecting Cable
1
2
3
L 4
5
6
Ø34
7
Ø5,9 8
L 9
1
10
2
13
3
4 YE 0,75 mm² 15
BK 0,75 mm² 14
5
WH 0,75 mm²
6 11
BN 0,75 mm²
Cover 7 12
16
17
18
19
20
21
22
K027823 wiring
23
24
25
26
Cable length
L [m]
to connect the TPMS module via K027815
and K022272 or K022279 (see page 32)
K027823 1) - 0.9 to the TEBS G2 Brake Module.
Secure the cover with a cable tie after installation
to meet ADR regulations
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - Auxiliary Cables for TEBS G2

Connecting Cable for auxiliaries (2 pins)
BK 1,0 mm²
AUX 1 1
YE 1,0 mm²
GND 2
3
Ø5,9 4
L
Cable length
L [m]
K002274 1) - 2.0 K002274-5-6
K002275 1) - 6.5 with one end open (with pins to suit the
K002276 1)
- 10.0 Deutsch connector) for several AUX connections
K017003 1)
15.0
100 60
Signal BK 1,0 mm²

YE 1,0 mm²
GND
Ø5,9
L
Cable length
L [m]
K002280 1) - 7.0 with two ends open (one with pins to suit the
K002281 1)
- 15.0 Deutsch connector) for several AUX connections
K002280-281 wir
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - Auxiliary Cables for TEBS G2 (contd.)

Connecting Cable for auxiliaries with Bayonet Connector (3 pins)
AUX 2 BK 1,0 mm²

1
GND WH 1,0 mm²
2
Ø5,9 YE 1,0 mm²
AUX 1 3
L
4
Cable length
L [m]
K002277 1) - 3.0
for external sensor input from mechanical,
K002278 1) - 9.0 pneumatic or hydraulic suspension
(see also page 17)
K002279 1) - 15.0
Cable with open ends
YE 1,0 mm²
100 Ø3,2 60
Cable length K016629-30 wiring

L [m]
K016629 1) - 7
for Stop Lamp (for example)
K016630 1)
- 15
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)

Connecting Cable - towing vehicle to trailer
L
Ø60
max
Cable length
L [m]
With 7 pin connectors, for connecting ABS or EBS
K004098 1) EK3150 1.0 - 4.0
With buckling protection
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)

Pad Wear Sensing - Installation examples
to TEBS
module
G2.2
G2.0/2.1 K027832
K019786 +
K019786
or K007205
to TEBS K007202 K003848

module
G2.0/2.1
K019786
G2.2
K027832
+
or K007205 K019786
K007202 K007202 K003848
to TEBS
module
G2.2
K027832
+
K019786
G2.0/2.1
K019786
or K007205 K007217
or
K007218
or
K007202 K007219 K007202 K003848
Note: further Axle Modules K007202 may be added as necessary
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)

Axle Module for Pad Wear Sensing
A C
2 x 0,5 mm²
L1
K007202 K003848
L1
K007202 K003848
Ø4,8
L2
A
C
2 x 0,5 mm²
C
A
L2
L1
2 x 0,5 mm²
L1
C A K007202 wiring
Cable length
L [m]
L1 = 2.0 L1 = pad wear sensor
K007202 -
L2 = 2.0 L2 = connecting or extension cable
K003848 - - Closure Cap for Axle Module K007202
Extension Cable for Pad Wear Sensing
Ø4,8
BK 0,5 mm²
a a
b b
WH 0,5 mm²
L c c
Cable length
K007217 - 1.0
K007218 - 3.0 To connect two Axle Modules K007202 together
K007219 - 5.0
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)

Connecting Cable for Pad Wear Sensing (only TEBS G2.0/G2.1)
Ø5,9
BK 0,75 mm²
a a
b
b BN 0,75 mm²
c
L
Cable length
L [m]
K019786 wiring
To connect Axle Module K007202

K019786 1) - 1.0 to TEBS G2.0/G2.1 Module
(S-E or S-F)
Connecting Cable for Pad Wear Sensing (TEBS G2.0/G2.1/G2.2)
60 40
BK 0,5 mm²
a a
b
b WH 0,5 mm²
c
Ø5,9 Ø4,8
Cable length
To connect Axle Module K007202

K007205 - 1.0
to TEBS G2 Module (Deutsch plug)
1)
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - Accessories for TEBS G2
TEBS G2.0 TEBS G2.1 TEBS G2.2 Trailer

Brake Module Brake Module Brake Modules Roadtrain Module
Accessories
K002290 - ISO 7638 Socket (7 pin)
K002291 - ISO 7638 Plug (7 pin)
I88007 - ISO 7638 Dummy Socket

(Mounting Bracket
Part No. B86617)
Mounting kit for

K005378 -
Diagnostic Socket
Closure Cap for Trailer

K027817 1) -
Roadtrain Module (TRM)
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - Accessories for TEBS G2 (contd.)

Accessories (contd.)
Blanking Plug for

all Deutsch
K026197V01 1) -
12-way and 18-way
Sockets (no coding)
Blanking Plug for

WSS Connectors on
Z005860 -
TEBS G2.2 Premium
(no coding)
Blanking Plug for

2.3 & 2.4 Connectors on
Z005861 -
TEBS G2.2 Premium
(no coding)
Blanking Plug for

K108022 2) - iTAP Wireless Interface
(Code B)
1)
The part number will carry a suffix “N00” which defines that it is supplied without packaging. Example K026197V01N00
2)
The part number will carry a suffix “N49” which defines that it is supplied without packaging and is for OE use only.
PD-272-025
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Range Overview - Accessories for TEBS G2 (contd.)

Accessories (contd.)
Blanking plug
Blanking plug
12-pin Deutsch Plug
(Code B for In-Out Connector
Locking
Locking
on TEBS G2.0/2.1 only)
wedge
wedge K002287 1) - includes:
1 x Deutsch plug
1 x Locking wedge
12 x Blanking plugs
Blanking plug
Blanking plug
12-pin Deutsch Plug
(Code A for In-Out Connector
Locking
Locking on TEBS G2.2 only)
wedge
wedge K091439 1) - includes:
1 x Deutsch plug
1 x Locking wedge
10 x Blanking plugs
Blanking plug
Blanking plug
4/6-pin Deutsch Plug
(green - no coding for 2.3 &
2.4 Connectors on
K092215 1) - TEBS G2.2 Premium only)
includes:
1 x Deutsch plug
4 x Blanking plugs
1)
TEBS G2
Doc. No. Y142784 (EN - Rev. 006)
Revision Details
Rev. 005 July 2016 Correction - notes concerning the 4-way plug added to pages 3 and 16.
Rev. 006 September 2016 iTAP Camera cables added on pages 34 & 35. Cover added to TPMS Cable on
page 38. ISO 1185 changed to ISO 12098.
Rev. 006 November 2016 Corrections to page number references.
PD-272-035
Product TEBS G2
DATA Diagnostic Cables for TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
December 2013
Function
Diagnostic Cables are used in trailer EBS systems to:
• provide electrical power to the diagnostic equipment
where necessary
• supply status information to the diagnostic equipment
Newer EBS-equipped trailers can be diagnosed through

the ISO 7638 connection. Older EBS-equipped trailers
will have a diagnostic socket installed. Details of the
cables/harnesses with diagnostic socket are shown in
PD-272-025, Document No. Y142784 for EBS systems.
Included in this document are details of various

diagnostic cables and the Universal Diagnostic
Interface which is required to diagnose TEBS systems
using the Knorr-Bremse ECUtalk® diagnostic software.
Technical Features
See tables for other features.
TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
Diagnostic Cables for TEBS G2 December 2013
Pin Configurations
1 2 1
7 2
3 7
6 3
4 6
5 4 24 V coding 5

ISO 7638 Socket Pin 3 yellow ECU ground
(24 V) Pin 4 brown Valve ground
Pin 6 white/green CAN-Hi
Pin 7 white/brown CAN-Lo
ISO 7638 Plug
(24 V)
DIAGNOSTIC CONNECTOR
Bayonet Connector
6
7 6
5 5 7
3
3
4 2
2 4
1
1
Diagnostic Socket Diagnostic Plug

1 - not connected
2 - 24 V
3 - DIA-K
4 - not connected
5 - GND
6 - CAN-L
7 - CAN-H
PD-272-035
TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
December 2013 Diagnostic Cables for TEBS G2
Diagnostic set up
PC Diagnostics via 24 V CAN
EZ1034
EZ1031
EZ1032
Z005474
I N T E R FA C E
Power
SYSTEM DIAGNOSTICS
or
A
Status
UDIF
B
Z007887
EZ1034
EZ1031
EZ1032
Z005474
I N T E R FA C E
Power
SYSTEM DIAGNOSTICS
or
A
Status
UDIF
B
Z007887
TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
Diagnostic set up (contd.)
PC Diagnostics via Diagnostic Socket (Bayonet 5 V CAN)
EZ1037
EZ1031
Z005474
I N T E R FA C E
Power
SYSTEM DIAGNOSTICS
or
A
Status
Blue
UDIF
B
Identification
Sleeve Z007887
TIM G2 Diagnostics via Diagnostic Socket (Bayonet - 5 V CAN)
TIM G2
K009166
PD-272-035
TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
Range Overview - Diagnostic Cables
ISO 7638 Plug/Socket 12/24 V CAN Adaptor Cable
L1
L2
Ø9,8
±0,2
Ø27,2
Ø5,9
A ±0,2
L3
L1
L2
Ø9,8
±0,2
Ø27,2
Ø5,9
±0,2
L3
Cable length
Part No. Type No. Drawing Comments
[m]
L1 = 0.45
II39808F L2 = 0.60 A Suits all types of trailer with 24 V system
L3 = 0.35
EZ1034
L1 = 0.60
K028584 L2 = 0.45 B Suits all types of trailer with 12 V system
L3 = 0.35
TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
Range Overview - Diagnostic Cables (contd.)
Universal Diagnostic Interface (UDIF) and Cable
I N T E R FA C E
Power
SYSTEM DIAGNOSTICS
A
Status
UDIF
L
A
B
Cable length
[m]
Includes UDIF K018631 and
II39809F EZ1031 1.5 A
Cable Z005474 with RS232 Sub-D 9-pin Connectors
24 V CAN (Bayonet) to UDIF Cable
Ø5,9
±0,2
A
L
Cable length
[m]
For use with Adaptor Cable II39808F-EZ1034
II39812F EZ1032 3.0 A
UDIF Connector is Sub-D 25-pin
Diagnostic Plug (Bayonet - 5 V CAN) to UDIF Cable
Blue *
sleeve
Ø5,9
±0,2
A
L
Cable length
[m]
* Blue identification sleeve on cable
K010837 1) EZ1037 3.0 A
UDIF Connector is Sub-D 25-pin
1)
The part number will carry a suffix “N00”which defines that it is supplied without packaging. Example K010837N00
PD-272-035
TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
Range Overview - Diagnostic Cables (contd.)
RS232 Sub-D 9-pin Connector to PC USB Adaptor Cable
Ø5,0
±0,1
A L
Cable length
[m]
Z007887 - 1.8 A For use with UDIF and Cable II39809F-EZ1031
TEBS G2
Doc. No. Y138839 (EN - Rev. 001)
Revision Details
Rev. 001 December 2013 Bayonet profiles for EZ1032 and EZ1037 updated.
PD-273-920
Product K009166
DATA Trailer Information Module (TIM G2)
Doc. No. Y050665 (EN - Rev. 003)
February 2015
Function
The Trailer Information Module (TIM G2) is a trailer

mounted display for direct reading of diagnostic and
trailer related information. It may also be used as a hand
held diagnostic tool. It enables access to information
available within the ECUs of the TEBS G2 brake module
and other Knorr-Bremse systems, such as SmarTire,
without using PC diagnostics.
The TIM G2 provides a graphical display with back

light and the same menu structure as the previous
TIM. The operation is simple by means of three
buttons (see picture). In addition to diagnostic and
checking functions, TIM G2 offers access to a wide
range of information and the following key features:
- Real Time Clock
- User interface can be customised (initial menu)
- Activation of input functions (e.g. Traction Help, lowering of lift axles, iLvl, etc.)
- Optional Trailer Data Recorder (TDR)
- Internal battery allows access to fault and service information when trailer is unpowered (K009166)
- Up to 7 languages available from the menu
Technical Features
Voltage range: 9 to 32 V DC
Options
Pos. Name Part No. Type No. Remarks
1 Connection cable For information on suitable cables see PD-272-025,
Document No. Y142784
TIM G2 K009166 1) EZ1035 Cable length = 1m, with internal battery
2 Cable length = 1m, without internal battery - for ADR
TIM G2 K070605 1) EZ1035 applications
1)
K009166 Doc. No. Y050665 (EN - Rev. 003)

Trailer Information Module (TIM G2) February 2015
Menu Structure
Initial Menu Main Menu
<Active Faults> 1) Stored Faults

ODO:
Srv Km: Distance & Serv.
Load Rear: Operating Info
Brake pads: 2) System Info
Set Drive1 level 3) ECU Info
Set Drive2 level 3)
Set Mem1 level 3) TIM Info
Set Mem2 level 3) Exit
Inst. Test Missing 4)
TPMS Info 2)
Main Menu
Exit
Stored Faults Distance & Srv Operating Info ECU Info System Info TIM Info
Activate faults: ODO: Info Total Part num: TPMS Setup 2)
Lang.:
none Trip: Info Period SW: Load Info Set LCD Contrast
Inactive faults: Reset Trip Exit Exit Pressure Info Manufacturing Info
none Srv Date: Tilt Angle: Exit
Clear faults Srv Km: Installation Test
Exit Set Next Service Lift axle control
Exit Exit
Set Next Service Info Total Info Period (Page 3)

Date Based ABS Events: Period Km:
Distance Based RSP Interventions ABS Events:
Exit Load History RSP Interventions
Brake History Load History
System Powering Brake History
Exit System Powering
Reset Period Data
Exit
(Page 3)
Date Based Distance Based TPMS Setup Load Info Pressure Info Installation Test
Year: Srv Km: Learn Sensor Front Axle Group 2) Dem P4: Start Inst. Test
Month: Save & Exit Delete Sensor Bogie Load: 2) Dem CAN: Install. Check:
Day: Exit Exit Rear Axle Group Susp P42: Reserv. Press.
S-A Sensor 2)
Save & Exit Bogie Load: Pcyl P21: S-B Sensor 2)
Exit Exit Pcyl P22: S-C Sensor
Pcyl P2:2) S-D Sensor
Res P1: S-E Sensor 2)
Exit S-F Sensor 2)
Demand Press:
Parking Brake:
Exit
PD-273-920
Doc. No. Y050665 (EN - Rev. 003)
K009166
February 2015 Trailer Information Module (TIM G2)
(Info Total) (Info Period) (TIM Info)
Set LCD Contrast Manufacturing Info

RSP Intervention Load History Brake History System Powering LCD Contrast: Part num:
Save & Exit K009166XXXXXX
Test Puls: <20%: Appl vs Dem ISO7638CAN: Exit SW:
Step 1: 20-40%: Values ISO7638: Serial:
Step 2: 40-60%: Over Pressures Stop Lamp: ManufDate:
Step 3: 60-80%: Exit Exit Exit
Exit 80-100%
100-110%:
110-120%:
>120%:
Exit
Appl vs Dem Values Over Pressures Menu options that are greyed out are not available in BATTERY mode.
1)
Only if active faults are present
<1.5: Dem >9bar: 2)
Only if configured
1.5-2.5: Res >9bar: 3)
Only if iLvl configured
2.5-4.0: Exit 4)
Only if installation test is missing
>4.0:
Exit
Operating Instructions
Operation of the TIM G2 menu is possible by means of three
buttons (Fig. 1). Using the “scroll up” / “scroll down” buttons, the
cursor can be moved up or down respectively in the menu; the
“ENTER” button is used to select the required option.
“scroll down” “scroll up” “ENTER”

The “Exit” option at the bottom of every menu allows the user to return Fig. 1
to the previous menu.
The graphical display of the TIM G2 is limited to four lines, therefore a Stored Faults
scroll bar is displayed on the right hand side to indicate the position of
Distance & Serv.
System Config
the cursor within the current menu listing. Operating Info
Fig. 2
If the option where the cursor is located has a sub-menu the cursor is Trailer Information Module
a solid triangle (Fig.2), if the option is a parameter the cursor is an open
triangle (Fig.3). ODO: Økm
Trip: Økm
Reset Trip
Whenever the TIM G2 is reading data from the brake module a Srv Date: 31-12-99
symbol is displayed for all the parameters showing that the updating Fig. 3
process is still in progress. Trailer Information Module
42 ºC
The TIM G2 can be used as a trailer monitoring system for tyre pressure
1234 7.2bar
and temperature (Fig. 4) (See PD-551-000, Document No. Y095833). +0.3bar
Fig. 4
K009166 Doc. No. Y050665 (EN - Rev. 003)

Software update
The revision level of the software in the TIM G2 can be found in the menu structure under:
TIM Info Manufacturing Info a a SW:

The software revision listed will be displayed as:
0000010.0000032 (Example: this is software revision 10.32)
When a computer with the program ‘ECUtalk® for TIM G2’ running is connected to a TEBS system with a TIM G2
the software version of the TIM G2 will be displayed on the opening screen:
If the revision of the software stored on the computer is later than that
stored in the TIM G2, when the TEBS system is first connected a window
will appear informing the user of this and asking if an update is wanted.
To update the software, simply click on “Yes”.
If “Yes” is selected, the update will be carried out automatically.
PD-273-920
Doc. No. Y050665 (EN - Rev. 003)
K009166
February 2015 Trailer Information Module (TIM G2)
Dimensions
Without cover Including cover
56.7
50
152.6
145
+0.2
130 -0.4
137.2
113.6
106
Bendix
KNORR-BREMSE
Note:
For advanced configuration of the TIM G2, Knorr-Bremse software “ECUtalk® for TIM G2” is available. For more
information see the User Manual No. Y051983 available at www.Knorr-BremseCVS.com.
K009166 Doc. No. Y050665 (EN - Rev. 003)

Revision Details
Rev. 001 September 2012 Note on Smart Update added to page 2, additional menu information added to
page 3 and note added to page 4
Rev. 002 December 2013 K070605 added to table on page 1. Note on Smart Update deleted from page
2, additional menu information added concerning iLvl and ‘Software Update’
section added to page 4.
Rev. 003 February 2015 Lift Axle Control deleted from main menu
PD-273-940
Product EZ2040/EZ2045
DATA iTAP Wireless Interface (ECU)
Doc. No. Y202588 (EN - Rev. 004)
November 2016
Function
The iTAP ECU is a semi-trailer mounted interface

allowing the iTAP App, installed on a mobile device such
as a ‘smart phone’, to be used to control certain brake
and air suspension functions of the TEBS G2.2 system
on the trailer. It also allows vehicle data to be exported
through the iTAP “Push Service” (see PD-214-F502,
The iTAP ECU is installed at the front of the semi-trailer

and is connected to the TEBS G2.2 Brake Module
using suitable cabling (see PD-272-025, Document No.
Y142784).
For information on downloading and the functions of the

iTAP App see PD-214-F501, Document No. Y204659
and the iTAP User Manual, Document No. Y181590.
For information on installation of the iTAP ECU see the Installation Instructions, Document No. Y182151.
Technical Features
Range Overview
Part No. Type No. Remarks
K100439 1) EZ2040 iTAP ECU 24 V - for iTAP “Push Service” (complete with Blanking Plug K108022)
K100440 1) EZ2040 iTAP ECU 24 V - Basic (complete with Blanking Plug K108022)
K131606 1) EZ2045 iTAP ECU 24 V - for use with iTAP Camera
K108022 2) - Blanking Plug
K112779 3) - iTAP Label (self-adhesive - for mounting on the trailer)

1)
Example: K100440V01N50 - is supplied with software to revision 01 and is supplied with packaging.
2)
The part number will carry a suffix “N49” which defines that it is for OE use only.
3)
Note:
The iTAP Wireless Interface (ECU) is designed to work only with the iTAP Camera. Knorr-Bremse accepts no
responsibility if any other type or make of camera is used with the device.
EZ2040/EZ2045 Doc. No. Y202588 (EN - Rev. 004)

iTAP Wireless Interface (ECU) November 2016
X1 (Code A) X2 (Code B)
1 2 3 4 5 6 1 2 3 4 5 6
A B
12 11 10 9 8 7 12 11 10 9 8 7
Pin Pin
Function Function
Number Number
1 Battery Supply (+) 1
2 J1939 CAN (5 V) High 2
3 3
4 4
5 5
6 6 Not connected for K100439 and K100440

Not connected
7 7 For iTAP Camera connection on K131606
8 8
9 9
10 10
11 J1939 CAN (5 V) Low 11
12 Battery Supply (-) 12
Dimensions
K112779
90
150
PD-273-940
Doc. No. Y202588 (EN - Rev. 004)
EZ2040/EZ2045
November 2016 iTAP Wireless Interface (ECU)
K100439
K100440
50
Blanking
Plug
K108022
K131606 is not
fitted with the
Blanking Plug
K108022 X1 X2
Code A Code B

• Follow the Installation Instructions, Document No. Y182151.
• Ensure that the electrical supply to the trailer is disconnected before installing the ECU.
• Avoid touching the electrical connector pins on the ECU.
• Always fit a blanking plug in connector X2 when not used.
• Read the iTAP User Manual Y181590 before using the iTAP ECU.
• A full list of safety guidelines can be found on Document No. Y075876.

Configuration in ECUtalk®
The iTAP ECU is configured using the Knorr-Bremse diagnostic software ECUtalk®. Firstly, under the “Information”
tab, click on the “Change configuration” button and from the drop down list against “TIM/iTAP” select the “iTAP”
option.
For information on the iTAP Camera see PD-273-945, Document No. Y250787.
Once an “iTAP” option has been selected a “iTAP SSID” window will appear. In this window create a unique network
name for the iTAP wireless connection (e.g. Chassis Number).
Note:
The “Port expander” option is not generally available.
PD-273-940
Doc. No. Y202588 (EN - Rev. 004)
EZ2040/EZ2045
November 2016 iTAP Wireless Interface (ECU)
Typical Wiring Diagram - TEBS G2.2 Standard Plus with One-Point iLvl and iTAP
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH
5
WH/GN
6

WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
3 GND_H
2
BN 4
iTAP ECU GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
In-Out
1 2 3 4 5 6 7 8 9 101112 WH
2 AUX IO 2
1 1
YE 2 2 YE YE 3
3 3 WH
4 4 4 SENS_GND
BK 5 BK
5
7
1 2 3 4 5 6
BN 7 7 BN
12 11 10 9 8
BK
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
2 WH BN
iLvl 10 5V-CAN-H
Valve 3 YE
YE
12 AUX IO 12 - RET
1 BK
WH
S-D
2
iLvl YE
3
D
Sensor 4
C
S-C
Typical Wiring Diagram - TEBS G2.2 Standard Plus with One-Point iLvl, iTAP and TPMS
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH
5
WH/GN
6

WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
3 GND_H
4
BN 4
iTAP ECU GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
In-Out
1 2 3 4 5 6 7 8 9 101112 WH
2 AUX IO 2
1 1
YE 2 2 YE YE 3
3 3 WH
4 4 4 SENS_GND
BK 5 BK
5
7
1 2 3 4 5 6
BN 7 7 BN
12 11 10 9 8
BK
1 2 3 4 5 6 7
8 DR_IN / Digital
A
1 2 3 4 5 6 7 WH 9
BK 5V-CAN-L
1
iLvl 2 WH BN
YE BN BK 10 5V-CAN-H
Valve 3 YE
WH 4 BK 11 AUX IO 3 - RET
YE
12 AUX IO 12 - RET
1 BK
WH
S-D
iLvl 2
3 YE
D
Sensor 4
C
S-C
1 2 3 4 5 6 7
Diagnostic Socket / TEBS-G2.2+-iLvl_iTAP

TPMS

Typical Wiring Diagram - TEBS G2.2 Premium 4S3M Drawbar with Two-Point iLvl,
iTAP, diagnostic socket and stop lamp powering S-B
S-F
D
WH
5V-CAN-L 1
X1
C
2
S-E
3
SENS_Sup 1
BK
4
5
24 V (+) 6
YE
BN YE 1 AUX IO 4
10 11 12
13 14 15 16 17 18
6
In-Out 2.3
5V-CAN-H 7
WH BK
5
2
YE
4
WH
3
SENS_GND 1 10
4
AUX IO 5 - RET
2
SENS_Sup 2 11
WH 4
1
12 5V-BRAKE CAN-L
6
BK
AUX IO 1 14
YE BK
AUX IO 12 RET 15 1
WH 2
SENS_GND 2 16 iLvl BK 1 SENS_Sup2
In-Out 2.4
BK YE 4 WH
2 SENS_GND2
2
GND (-) 18
BK 3 AUX IO 6
1 BK

WH 1
4
S-A
YE 2
3 Sensor Sensor YE YE 5
3 SENS_In2
6
4
4
6 n/c
In-Out 2.5
2
2
RD
ISO 7638 1
BK
3
4
2 4
3 YE
5
6
BN
4 6
WH
5
WH/GN
6
WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
iTAP ECU YE
1
3 GND_H
2
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 2 3 4 5 6 7 8 9 101112 BK
1 AUX IO 1
In-Out
WH
1 1
3 3
4 4 4 SENS_GND
BK 5 BK
5
7
1 2 3 4 5 6
BN 7 7 BN
12 11 10 9 8
1 2 3 4 5 6 7 7 Brake-Light 24V
8 Brake-Light GND
YE BN BK
WH 9 A
WH BK 5V-CAN-L
1
Valve 3 YE
YE
12 AUX IO 12 - RET
S-D
1 2 3 4 5 6 7
D
Diagnostic Socket /
C
TPMS
S-C
1
2
ISO 12098 3
4
5 YE
7
1
8 2
9
1
10 3
11 4
12
13
14 Junction box
15
Revision Details
Rev. 003 February 2016 K100439 and note concerning iTAP “Push Service” added.
Rev. 004 September 2016 K131606, camera option and note on Electrical Connections added.
Rev. 004 November 2016 Remarks for K100439 amended. Note added on page 1.
PD-273-945
Product
DATA iTAP Camera
Doc. No. Y250787 (EN - Rev. 000)
November 2016
Function
The iTAP Camera is a semi-trailer mounted camera

allowing the iTAP App, installed on a mobile device
such as a ‘smart phone’, to be used to view the
area immediately behind the semi-trailer when the
combination is reversing (see PD-214-F503, Document
No. Y253046). A second camera may be added to
monitor, for example, the load condition in a tipplng
semi-trailer.
The iTAP Camera has an array of infrared LEDs to

provide illumination when the ambient light level is low.
The iTAP Camera is installed on the rear of the semi-

trailer and is connected to the iTAP ECU (see PD-273-
940, Document No. Y202588) using suitable cabling (see
PD-272-025, Document No. Y142784). Once installed
and connected the camera needs to be configured in
ECUtalk® - see PD-273-940, Document No. Y202588.
For information on downloading and the functions of the iTAP App see PD-214-F501, Document No. Y204659 and
the iTAP User Manual, Document No. Y181590.
Technical Features
Operating temperature range: -30 to +60 °C
Cable length: 0.5 m
Part No. Type No. Remarks
K027890 - iTAP Camera with 105º FOV (field of view) c/w Mounting Bracket
K027899 - iTAP Camera with 70º FOV (field of view) c/w Mounting Bracket
Safety note:
When using the iTAP Camera it is the responsibility of the driver to ensure the safe operation of the
vehicle at all times.
The camera is only an aid to vehicle operation and the driver must ensure that the vehicle
surroundings are checked using the vehicle mirrors.
The camera must be regularly inspected to ensure correct mounting to the vehicle including
the mounting direction.
The camera must be regularly cleaned to ensure optimum visibility.
When using the camera, the smartphone must be rigidly mounted.
Doc. No. Y250787 (EN - Rev. 000)

iTAP Camera November 2016
Dimensions
85,4
76,6 67,1
70,3 57,0
44,6
77,9
40,5
M5 SCREW (MAX)
Mounting
• Mount using two screws - maximum M5.
• The camera lens must be rear facing with the light sensor below the lens and the shield above the lens.
Shield
Lens
Light sensor
• The shield must not obstruct the view of the camera, i.e must be parallel to the camera housing.
PD-273-945
Doc. No. Y250787 (EN - Rev. 000)
November 2016 iTAP Camera
Installation
• The camera must be rigidly mounted on the centre line of the vehicle.
• The camera must be installed where it provides the full field of view.
• Either of the two cameras may be used as a rear view or a load view camera although, in practice, the camera
with 105° field of view is preferred for use as a rear view camera.
Rear view camera
FOV
M-KB-123
Load view camera
FOV
FOV
Doc. No. Y250787 (EN - Rev. 000)

• Cables are available for the connection single camera and two camera systems.
• For full details of the cables see PD-272-025, Document No. Y142784.
Single-camera system
Extension cable Adapter

cable
Two-camera system
Adapter
Extension cables cable
• Ensure that the rubber sleeve is fitted over the metal connectors.
Note:
The iTAP Wireless Interface (ECU) is designed to work only with the iTAP Camera. Knorr-Bremse accepts no
responsibility if any other type or make of camera is used with the device.
PD-273-945
Doc. No. Y250787 (EN - Rev. 000)
November 2016 iTAP Camera
Configuring the Camera

When the TEBS module is configured using
the ECUtalk® software the camera can also be
configured.
With iTAP installed on the trailer, select the “Change
configuration” option to find the “Components” tab.
Use the drop down window and select “iTAP with
Camera”.
Once an “iTAP” option has been selected

a “iTAP SSID” window will appear. In this
window create a unique network name for
the iTAP wireless connection (e.g. Chassis
Number).
Once the “iTAP with Camera” option is

selected the “Camera” tab will appear.
Select this tab and the camera can be
configured. There is the option to select
one or two cameras.
Either camera may be configured as a

reversing camera or load view camera.
Doc. No. Y250787 (EN - Rev. 000)

Revision Details
Rev. 000 September 2016 New document.
Rev. 000 November 2016 Extra point added to Installation. Note added on page 4.
PD-280-450
Product TEBS G2
DATA iLvl Valve
Doc. No. Y172342 (EN - Rev. 001)
August 2016
Function
The iLvl Valve forms part of the iLvl suspension control
system which operates with TEBS G2.2 Standard
Plus and Premium brake modules to control the air
suspension system of trailers.
The iLvl Valve receives electrical signals from the TEBS
G2.2 brake module and in response to these it supplies
or exhausts air to the suspension air bags in order to
raise or lower the chassis height to achieve desired
setting.
There are two variants, one with “pneumatic backup”
having the ability to receive pneumatic inputs from
manual push button valves which override the normal
drive height. The other does not have this backup
function.
Technical Features Standard Symbol as DIN ISO 1219
With Backup
Maximum operating pressure: 10.0 bar
Nominal voltage: 12 V 41
Operating voltage: 10 to 16 V 1
Weight: see table

2
3
4
Range Overview
Weight
Part No. Type No. Pneumatic Backup 3
[kg approx.]
K058032 1) - Yes 1.24

11 22 23 24
K066949 1) - No 1.20 Without Backup

The part number will carry a suffix “N00” which defines that it is supplied without
1)
packaging. 1
2
3
Service Parts:
4
Blanking Plug for 8 mm pipe 96210008
Note:
3
The valve has ‘cross-throttling’ between the outputs for the left and
right air bags which provides effective separation between the two
sides of the suspension when in operation. There is also throttling
between the air bag outputs and the signal to the TEBS brake module 11 22 23 24
in order to minimise operational fluctuations in pressure.
TEBS G2
Doc. No. Y172342 (EN - Rev. 001)
iLvl Valve August 2016
Ports 22 and 23 K058032 only
Number of Push-to-connect (PTC) Fitting

Port Connection/remarks
ports (to suit pipe O/D)
11 1 Supply from reservoir 12x1.5
Delivery to air bags

22 3 8x1.0
on one side of the trailer
Delivery to air bags
23 3 8x1.0
on the other side of the trailer
Delivery to TEBS G2.2 brake module
24 1 8x1.0
(air suspension signal)
Exhaust
3 1 -
(via silencer)
‘Raise’ signal from manual push
41 1 8x1.0
button valve (if fitted)
‘Lower’ signal from manual push
42 1 8x1.0
button valve (if fitted)
Important notes:
If the valve with pneumatic backup is fitted then pneumatic push buttons must be fitted as the ports 41 and 42
must not be plugged (sealed) and they cannot be left open as this would risk water and dirt ingress into the valve.
PD-280-450
TEBS G2
Doc. No. Y172342 (EN - Rev. 001)
August 2016 iLvl Valve
3 2
Pin No. Function
To raise the suspension solenoids
1 Solenoid 1 supply
1 and 2 are energised.
2 Solenoid 2 supply
To lower the suspension solenoid
3 (internal link to pin 2)
1 4 2 only is energised.
4 Ground
Bayonet Socket
DIN 72585
Special cables are available for the iLvl Valve (see PD-272-025, Document No. Y142784 for more details):
K097070N00 to connect the iLvl valve to the TEBS G2.2 brake module
K111594N00 (with diodes) to connect the iLvl valve to the TEPM-P. Important note: this cable must be
used for front axle applications!
Dimensions
K066949
TEBS G2
Doc. No. Y172342 (EN - Rev. 001)
Installation
Mount the valve with the exhaust silencer pointing horizontally or vertically downwards (see drawing on page 3) and
as close to the axle/bogie as possible in order to keep the pipes to the air suspension bags as short and as equal in
length as possible.
Use M8 bolts in the mounting holes provided with a maximum tightening torque of:
18 ± 2 Nm if plain washers are used
24 ± 4 Nm if no washers are fitted
Ensure that there is adequate clearance around the exhaust silencer for maintenance.
Typical Wiring Diagram - TEBS G2.2 Standard Plus with iLvl and TIM G2
RD
ISO 7638 1
BK
2
3 YE
BN

4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
2
4 GND_M
WH 5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
TIM G2
In-Out
WH
2 AUX IO 2
1 1
3 3 WH
4 4 4 SENS_GND
(BK) 5 BK
5
7
1 2 3 4 5 6
(BN) 7 7 BN
12 11 10 9 8
BK
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
Valve 3 YE
YE
12 AUX IO 12 - RET
1 BK
iLvl WH
S-D
2
Level 3 YE
D
Sensor 4
C
S-C
TEBS-G2.2+-iLvl_TIM
PD-280-450
TEBS G2
Doc. No. Y172342 (EN - Rev. 001)
August 2016 iLvl Valve
Typical System Diagram - TEBS G2.2 Standard Plus with 1-point iLvl system
iLvl VALVE
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
“Control”
iLvl SENSOR
ISO 7638 (7Pin)

Typical System Diagram - TEBS G2.2 Standard Plus with iLvl and Lift Axle
iLvl VALVE
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
Lift Axle Valve

“Control” Lift
Bag
iLvl SENSOR
ISO 7638 (7Pin)

TEBS G2
Doc. No. Y172342 (EN - Rev. 001)
Typical System Diagram - TEBS G2.2 Standard Plus with iLvl and Pneumatic Backup
iLvl VALVE
with pneumatic
backup
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
“Control”
iLvl SENSOR
ISO 7638 (7Pin)

Important note:
linked via double check valves - see PD-280-700, Document No. Y172343.
Revision Details
Rev. 000 December 2013 New document.
Rev. 000 August 2014 Correction - valve drawing on page 3 brought in line with possible installations.
Rev. 001 August 2016 Port 21 removed from valve.
PD-280-700
Product TEBS G2
DATA iLvl Push Button
Doc. No. Y172343 (EN - Rev. 002)
September 2016
Function
The iLvl Push Button forms part of the iLvl suspension
control system which operates with TEBS G2.2
Standard Plus and Premium Brake Modules to control
the air suspension system of trailers.
Two iLvl Push Buttons K064890 are used with Label
K102853 (supplied separately) to provide ‘pneumatic
backup’ (manual, pneumatic override) of the suspension
control system to allow an operator to adjust the
chassis height of a stationary vehicle to suit specific
loading/unloading requirements.
Note:
The iLvl Push Button K064890 has sealing which
makes it suitable for both internal and external
applications. Valves designed for internal (cab
mounting) applications must not be used in its place. Standard Symbol as DIN ISO 1219
Technical Features
Maximum operating pressure: 13.0 bar

Way through: Ø4 mm
Stroke: 5 mm 3
Weight: 0.06 kg
1 2
Push-to-connect (PTC) Fitting

Part No. Type No.
(to suit pipe O/D)
K064890 1) CP6PLF 8 mm
The part number will carry a suffix “N00” which defines that it is supplied without
1)
packaging.
Label Part No. K102853 is available separately (see page 2)
TEBS G2
Doc. No. Y172343 (EN - Rev. 002)
iLvl Push Button September 2016
Dimensions
Push Button K064890
Ports:
1 = Supply
2 = Delivery
3 = Exhaust
Label K102853
PD-280-450
TEBS G2
Doc. No. Y172343 (EN - Rev. 002)
September 2016 iLvl Push Button

Two iLvl Push Buttons K064890 are used in the pneumatic backup system. The iLvl Push Button K064890 can
be installed in any orientation, but when used with Label K102853 they should be installed with the pipes to the
valves being horizontal. The preferred mounting is with the exhaust port 3 pointing downwards (ensure that there is
clearance around the exhaust port). The drawing below shows the holes required for installation.
15,5
15,5
4 x Ø8 mm
58 min.
15,5
Ensure that there is

15,5
clearance around
2 x Ø28 mm the exhaust port
15,5 15,5
RAISE
1
42
2
41
LOWER 1
iLvl Valve with ‘Pneumatic Backup’
From Air Suspension Reservoir
Important note:
linked via double check valves.
RAISE
1
Double Check Valves
2 iLvl Valve with ‘Pneumatic Backup’
LOWER
1 42
41
From Air Suspension Reservoir
1
RAISE
2
1
LOWER
2
TEBS G2
Doc. No. Y172343 (EN - Rev. 002)
iLvl Push Button September 2016
Typical System Diagram - TEBS G2.2 Standard Plus with iLvl and Pneumatic Backup
iLvl VALVE
with pneumatic
backup
“Supply”
KNORR-BREMSE
ECU
TEBS G2.2
“Control”
iLvl SENSOR
ISO 7638 (7Pin)

Revision Details
Rev. 000 December 2013 New document.
Rev. 002 September 2016 Notes concerning clearance around the exhaust port added.
PD-551-000
Product
DATA Tyre Pressure Monitoring System (TPMS)
Doc. No. Y095833 (EN - Rev. 004)
September 2015
Function
ECU, Wireless
The Tyre Pressure Monitoring System (TPMS) is a Gateway Receiver
system to alert the driver if any monitored tyre runs under
its normal pressure or above its normal temperature. To
do this a battery powered pressure sensor is rim mounted
in each tyre. The sensor measures tyre pressure and
temperature and sends the data wirelessly to a chassis
mounted electronic control unit (ECU, Wireless Gateway
Receiver). The ECU interprets the data from each tyre
sensor and sends it to various user-selected devices.
Possibilities are:
- via TEBS G2 * CAN on the trailer to the truck and External
then shown on the display Standard Antenna
- via TEBS G2 * to a stand alone display Tyre Sensor
- via RS232 to an installed Telematic unit
- ECUtalk® Diagnostics
- TIM G2
Simultaneous communication with different systems is possible.
Using an external antenna optimises the wireless data transmission from sensor to final receiver.
The design and installation of the system means that all sensors are separately initialized. This prevents a false sensor
signal and ensures that no signals from other systems on the trailer will be registered by the ECU.
* TPMS is supported by:
• TEBS G2.0 and TEBS G2.1 Brake Modules with “V04” in the Part Number or modules ‘flashed’ to Software
version 700.124.1.8 or above
• All TEBS G2.2 Brake Modules
Technical Features
ECU, Wireless Gateway Receiver
Tyre Sensor
Pressure range: 0 to 13 bar
External antenna
Maintenance hand tool

LF tool
Doc. No. Y095833 (EN - Rev. 004)

Tyre Pressure Monitoring System (TPMS) September 2015
Range Overview

090.0011 1) - Maintenance Tool
090.0021 1) - LF Tool
115.0005 2)
- Kit - Tyre Sensor/Transmitter (yellow), with Cradle (ADR approved)
201.0007 2)
- Tyre Sensor/Transmitter (yellow), with Cradle
201.0014 3)
- ECU - Wireless Gateway Receiver with UDS trailer
240.0162 - External Antenna
260.0270 - Length 3 m
260.0254 - Length 6 m
Coaxial cable 10FT TNC F / TNC M
260.0266 - Length 9 m
260.0232 - Length 12 m
264.0228 - Cradle
264.0332 - Strap, stainless steel clamp, max. length to suit 578 mm dia.
269.0155 - Label, rim
K092282 - TNC T-piece to connect two antennae
1)
The part number may carry a suffix “F”.
2)
Tyre Sensor/Transmitter 201.0007 will be available until all stock is depleted and then it will be replaced by Tyre Sensor/Transmitter Kit
115.0005 which contains the sensor/transmitter plus ADR approval documentation.
3)
Example: 201.0014V00N00 - is supplied with software to revision 00 and is supplied without packaging.
Systems for Commercial Vehicles
PD-551-000
Doc. No. Y095833 (EN - Rev. 004)
September 2015 Tyre Pressure Monitoring System (TPMS)
Features
ECU, Wireless Gateway Receiver (201.0014VxxNxx)
1) Housing
Robust black nylon 6/6 plastic housing
1 2) Mounting
2 x Ø7.5 mm reinforced holes for chassis mounting
3) Connector
26-way TYCO AMP Superseal
4) Potting
Polyurethane material to ensure IP67 protection
5) Diagnostic LED
Red LED with blink codes for various diagnostic conditions
6 6) Antenna connection
5 2
4 3 TNC threaded connection to connect supplementary antenna
• Communication via J1939 interface (J1708 option)

• RS232 interface option (e.g. to Telematics unit, third party ECU or for testing)
• 3 control outputs to drive LED warning light, incandescent bulb, buzzer, or other control function (2 x 2A
high-side, 1 x 100mA low-side)
• Weather-proof, robust chassis-mount enclosure (IP67 rating)
• Tested to SAE J1455 standards. Radio and EMC approvals in NAFTA, EU
• Retains alerts after power down and has on-board LED for advanced diagnostics
• Programmable pressure and temperature alert levels including temperature compensation
• Internal antenna plus connection for external antenna
On-board LED
MAIN CONNECTOR
TYPE: TYCO AMP 1473711-1
1 13
14 26
TNC Connector
LEFT
Ground 14 1 Ground Line colours versus Pin Numbers for SmartWave Harnesses (configuration may vary
Ignition ON Voltage 15 2 Ignition ON Voltage by harness in terms of populated pins):
Ground 16 3 LED Output Pin 1 2 3 4 5 6 7 8 9 10 11 12 13
X 17 4 Auxiliary Input 2 Line White Purple
Colour Black Red Orange Red Grey Pink & Red White Blue Green Yellow Black
X 18 5 Auxiliary Input 1 Pin 14 15 16 17 18 19 20 21 22 23 24 25 26
X 19 6 Lift Axle Position Clear
Auxiliary Output Line Black Red Black N/A N/A N/A N/A N/A N/A N/A Black Black
X 20 7 Colour or
White
X 21 8 LAMP Output
X 22 9 RS-232 Receive
X 23 10 RS-232 Transmit The general purpose I/O lines are:
Ground 24 11 CAN Low ∙ 3 digital inputs 0 - 32 V (pins 4, 5 and 6)
CAN Shield 25 12 CAN High ∙ 2 high-side drivers, 2 A max. each (pins 7 and 8)
Ground 26 13 Ground ∙ 1 low-side LED driver, 0.15 A max. (pin 3)
RIGHT ∙ Pins 1, 14, 24, 26, 13: Common Grounds
Doc. No. Y095833 (EN - Rev. 004)

Tyre Pressure and Temperature Sensor/Transmitter (without Cradle)

1) Housing
Lightweight, 2 piece plastic housing
1 2) Battery
BR2450 lithium battery
3) Centrifugal switch
Senses motion to change transmission modes
4) ASIS
2 Application Specific Integrated Sensor – pressure and temperature sensor
that also provides the processing of the data
3
5) LF Coil
4
6 5 Acts as pick-up for the hand-tool signal to cause an activation of a
transmission or change modes
6) Helical antenna
Optimizes signal transmission throughout the full rotation of the wheel
• Measures air pressure, temperature, internal battery voltage and detects motion of the wheel
- Operating pressure accuracy ±0.17 bar (±2.5 psi)
- Operating temperature accuracy ±3 °C @ 0 to 50 °C
• Sensor function:
- measures pressure & temperature every 12 seconds; transmits immediately if pressure difference is
greater than 0.2 bar (3 psi), otherwise every 3 to 5 minutes
• Universal attachment to wheel via stainless steel strap
• Self contained lithium battery power with life >5 yrs
• Transmits data to receiver wirelessly on 433.92 MHz
• Tested and proven with unmatched environmental resistance
• Can be activated by hand-tool for manual pressure checks
• Optional sensors with other functions are available
External Antenna (240.0162)
• Receives the RF data from the wheel modules and transmits to the
receiver
• Robust, easy to install and inexpensive solution
Antenna T-piece (K092282)
• Permits two antennae to be linked on trailers where the body or load

may diminish the signal, such as steel carrying vehicles
PD-551-000
Doc. No. Y095833 (EN - Rev. 004)
Maintenance Tool (090.0011) 1)
• Robust service and maintenance tool to support the TPMS

On/Off
Button
Antenna
• Used in conjunction with sensors to check pressure and temperature of
tyre
Flash
• Displays and records sensor ID, pressure, temperature and battery
Connector
status
Display • Can be used to learn new sensor IDs and program them into the
Screen
Selection receiver
Buttons
• Adaptable for altitude compensation
• Ability to add new features via software upload
LF Tool (090.0021) 1)
• Robust Service Tool for the TPMS

• Activation of the sensors to transmit pressure and temperature. Report
is displayed on the tool.
• Activation of the sensors for start-up (allocation of the sensors in
relation to the tyres)
Cradle (0264.0228)
• Replacement Cradle for Tyre Sensor/Transmitter
Rim Label (0269.0155)
• Fix to the wheel rim adjacent to

the sensor
Note:
When working on a trailer ensure that all typical safety instructions are followed - see Document No. Y075876.
For further instructions and information please contact your Knorr-Bremse representative.
1)
The part number may carry a suffix “F”.
Doc. No. Y095833 (EN - Rev. 004)

Dimensions (mm)
ECU, Wireless Gateway Receiver (201.0014VxxNxx)

152.40
89.41
168.15
13.72
40.13
Tyre Sensor, Transmitter with Cradle (201.0007)

34
40
91
PD-551-000
Doc. No. Y095833 (EN - Rev. 004)
External Antenna (240.0162)
610
90.3
125
20 25 25 20
14
32
Antenna T-piece (K092282)

22,6 ref
28,4 ref
33,0 ref
Doc. No. Y095833 (EN - Rev. 004)

Monitoring/Diagnostic
Several methods of monitoring the tyre pressure and temperature are available:
Directly on the trailer
• Knorr-Bremse offers the TIM G2 (Part No. K009166; see PD-273-920,
Document No. Y050665) as a trailer monitoring system for tyre pressure
and temperature
• Graphical display
• Simple operation (3 buttons)
• Individual tyre pressure read out
• Tyre temperature
• Deviation from nominal pressure (incl. temperature compensation)
and / or
Via TEBS G2.0 / G2.1 / G2.2 and CAN to display in the cab
• If you require this variant, for further information please contact your truck partner or local Knorr-Bremse
representative.
and / or
Via Telematic link

• There are two posibilities:
- via RS232 (by arrangement with your Telematic supplier - additional cables required)
- via J1939 (by arrangement with your Telematic supplier - installation required)
and
Diagnostics via ECUtalk®

• This platform runs all Knorr-Bremse diagnostic programs (for
TEBS4, TEBS G2, TIM, TIM G2, TRM, etc.) and from Version
2.2.4.3 via this diagnostic tool it is possible to access the tyre
pressure monitoring system.
• To do this it is necessary to obtain the Knorr-Bremse diagnostic
hardware and software and additionally a PIN for using the
ECUtalk®
• Diagnostic platform for programming via 9-pin J1939 connection
• Program new pressure sensors
• Changing tyre pressure and temperature parameters
• Fault report
• To activate the link between ECUtalk® and TPMS, in

ECUtalk® use the “Change Configuration” button and
navigate to find the “TPMS connected” option. Select
“Yes” then “OK”.
PD-551-000
Doc. No. Y095833 (EN - Rev. 004)
Diagnostics directly at the ECU, Wireless Gateway Receiver

• If there is no ECUtalk® available, you also can diagnose the system at the ECU directly. An LED for that purpose
is installed.
• If the LED is blinking and there is no data being transmitted from the receiver, but the display is powered and has
initialized, check the blink code:
Alarms Priority On-board LED Solution

No alarm 0 Off
Second level low pressure (SAL) 13 Off
Previous SAL 13 Off
SAL cleared 0 Off
First level high pressure (FAL) 11 Off
First level low pressure (FAL) 11 Off
FAL cleared 0 Off
High temperature 9 Off
Previous high temperature 9 Off
High temperature cleared 0 Off
RF sub-section fault 7 Pattern flashing code: 7 Replace ECU, Wireless Gateway Receiver
Internal error 7 Pattern flashing code: 7 Replace ECU, Wireless Gateway Receiver
ROM to both copy performed 5 Pattern flashing code: 5 Check settings with DDT
Set up fault 5 Pattern flashing code: 5 Check settings with DDT
Sensor fault set 3 Pattern flashing code: 3 Diagnose sensor fault
Previous sensor fault 3 Pattern flashing code: 3 Diagnose sensor fault
Sensor fault cleared 0 Off
Factory to custom copy performed 1 Pattern flashing code: 1 Normal operation
Custom to factory copy performed 1 Pattern flashing code: 1 Normal operation
Black box initialized 1 Pattern flashing code: 1 Normal operation
Watchdog reset 1 Pattern flashing code: 1 Normal operation
Autolearn complete 1 Pattern flashing code: 1 Normal operation
Note: The flash pattern will have periods of 0.3 seconds ON and 0.3 seconds OFF repeating every 6 seconds.
The number of ON phases in every 6-second period will identify the code.
Example
ON
1 2 Code = 2
OFF
0.3 s 0.3 s 0.3 s
6s
Note:
For further instructions and information please contact your Knorr-Bremse representative.
Doc. No. Y095833 (EN - Rev. 004)

System Configurations
For standard semi- and centre-axle trailers

ECU, Wireless Gateway TIM G2
Receiver
No. Description Length

1 Diagnostic cable K022272 4 m or 6 m
2 5 V CAN Splitter cable K027815 1m+3m
3 TIM G2 K009166 1m
4 TPMS cable K027823 0.9 m 4
3
TEBS G2
1 2
For drawbar trailers

ECU, Wireless Gateway TIM G2 TEPM-S or -P
Receiver
No. Description Length
1 Diagnostic cable K022272 4 m or 6 m
2 5 V CAN Splitter cable K027815 1m+3m
3 Power + CAN for TEPM * 3m
4 TIM G2 K009166 1m 4
5
5 TPMS cable K027823 0.9 m
* See PD-272-020, Document No. Y107795
3
TEBS G2
1 2 2
Revision Details
Rev. 002 January 2015 Note added concerning tool part numbers on page 2. T-piece K092282 added.
Note added on page 7 concerning End of Line testing.
Rev. 003 July 2015 Note on page 7 concerning End of Line testing deleted.
Rev. 004 September 2015 Note added on page 8 concerning activation within ECUtalk®.
Doc. No. Y136319 (EN - Rev. 005)

August 2016 Wiring Diagrams
PD-140-100 TEBS G2 Wiring Diagrams Y213753
13
Knorr-Bremse Group
Doc. No. Y136319 (EN - Rev. 005)
August 2016
Knorr-Bremse Group
PD-140-100
Product TEBS G2
TRANSDUCER
SUPPLY VOLTAGE 1
PRESSURE
DATA
OUTPUT 2
ISO7638
3
1 SENSOR SUPPLY RD
24V_VALVE 1 1
4
In Out
GND
2 SENSOR INPUT 1 BK
Rear
24V_ECU 2 2
1
Wiring Diagrams
3 SENSOR INPUT 2 YE
GND_H 3 3
4
TRANSDUCER
1
2
SUPPLY VOLTAGE 4 BN
PRESSURE
GND GND_M 4 4
OUTPUT 2 5 TRI STATE INPUT 1 WH
WL 5 5
3
7
7
3 6 AUXIO 1 24V-CAN-H WH/GN
6 6
GND 4
6
7
Doc. No. Y213753 (EN - Rev. 001)
AUX RETURN
7 24V-CAN-L WH/BN
7
July 2016
SOLENOID
TRM
VALVE
SUPPLY VOLTAGE 1
GND 2
RD RD
ISO7638 1 1 24V_VALVE RD
Design and Function

24V_VALVE 1
2 BK BK BK
Front
2 24V_ECU
Local
24V_ECU 2
1
3 YE YE 3 GND_H YE
4
GND_H 3
2
BN BN 4 BN
4 GND_M GND_M 4
WH WH 5 WH
5 WL WL 5
3
7
7
WH/GN WH/GN
The wiring diagrams in this document are designed

6 6 24V-CAN-H 24V-CAN-H 6 WH/GN
6
WH/BN WH/BN 24V-CAN-L 7 WH/BN
7 7 24V-CAN-L
to provide guidance for connecting TEBS G2 Brake

Modules to auxiliary inputs and outputs, and to assist
troubleshooting in the event of a fault. The diagrams
show most of the options available with the TEBS G2
systems but do not represent the full range, so if in any
doubt contact your local Knorr-Bremse representative.
The Cables used for the connections can be found in RD 1 24V_VALVE
BK

PD-272-025, Document No. Y142784.
Power
2 24V_ECU
YE 3
1
GND_H
4
BN
2
4 GND_M
When installing the wiring on a trailer follow the guidance WH 5 WL
7
WH/GN 6 24V-CAN-H
given in PD-272-005, Document No. Y136137.
6
WH/BN 7 24V-CAN-L
BK 1 AUX IO 1
In-Out
BK
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
7
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
12 AUX IO 12 - RET
S-D
D
C
S-C
Colour Coding used in this document TEBS-G2.2Std_TRM
BK Black GN Green YE Yellow

BN Brown RD Red
BU Blue WH White
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
Wiring Diagrams July 2016
Pin Configurations
1 2 1
7 2
3 7
6 3
24 V coding 4 6
5 4 5

Pin 3 yellow ECU ground
Pin 4 brown Valve ground
ISO 7638 Socket Pin 6 white/green CAN-Hi
(24 V) Pin 7 white/brown CAN-Lo
ISO 7638 Plug
(24 V)
6
7 6
3 2 2 3
5 5 7
3
3
4 2
2 4
1
1
1 4 4 1
7-pin Bayonet Socket 7-pin Bayonet Plug
(ISO 7638 Power) (ISO 7638 Power) 4-pin Bayonet Socket 4-pin Bayonet Plug
Deutsch 4-way Plug Deutsch 6-way Plug Deutsch 12-way Plug

TEBS G2.2 and TEPM-A use a Code A Plug (Grey)
6 5 4 3 2 1
1 4 1 3 5
A coding A coding
7 8 9 10 11 12
2 3 Coding 2 4 6
Fits the TEBS G2.2 Premium 6-way Socket TEBS G2.2 Premium uses the 6-pin Plug TEBS G2.0/G2.1 uses a Code B Plug (Black)
(No Coding for 3rd Modulator) (A and B Coding) B coding
TEPM-A uses the 6-pin Plug
(A Coding)
6 5 4 3 2 1
Deutsch 18-way Plug

B coding
TEPM-P uses the 18-way Plug 7 8 9 10 11 12
6 5 4 3 2 1 MKS PLUS 4-pin Plug MKS PLUS 6-pin Plug

MKS PLUS 2-pin Plug
12 11 10 9 8 7
18 17 16 15 14 13 B Coding
1 4 1 3 5
B Coding 1 2
C Coding
2 3 2 6
4
AB Coding
TEPM-S uses the 2-pin, 4-pin and 6-pin Plug
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
July 2016 Wiring Diagrams
Index of Wiring Diagrams
1 TEBS G2.0 with Traction Help (TH) input and Lift Axle Control (LAC) output
2 TEBS G2.1 with Mechanical Suspension input
3 TEBS G2.1 with Lift Axle Control (LAC) and Speed Pulse (SP/RtR) outputs
4 TEBS G2.1 with two Lift Axle Control (LAC) outputs
5 TEBS G2.1 with iCargo output
TEBS G2.1 with Pad Wear (PW) input and Lift Axle Control (LAC) and Speed Pulse (SP/RtR) outputs
6
with Diagnostic Socket
7 TEBS G2.1 with Body Lift Sensor (BLS) and Road Laying Function (RLF) inputs
8 TEBS G2.1 with Trailer Brake Release (TBR) switch input
9 TEBS G2.1 with Diagnostic Socket (Magic Eye)
10 TEBS G2.1 with Lift Axle Control (LAC) output and ADL2017 switch input
11 TEBS G2.1 with ADL2025 and Aspöck Reversing System
12 TEBS G2.1 with ADL2081 controlling a separate flashing stop lamp
13 TEBS G2.1 with ADL2107 and a solenoid output via an external interlock
14 TEBS G2.1 with ADL2200 input and P28 output
15 TEBS G2.1 4S/3M Drawbar with TEPM-P and Trailer Information Module (TIM G2)
16 TEBS G2.1 4S/3M with TEPM-S, Lift Axle Control (LAC) and Speed Pulse (SP/RtR) outputs
17 TEBS G2.1 4S/3M with TEPM-P and Integrated Speed Switch (ISS) output
18 TEBS G2.2 Standard Plus with Mechanical Suspension input
19 TEBS G2.2 Standard with Diagnostic Socket and stop lamp supply
20 TEBS G2.2 Standard with Lift Axle Control (LAC) and Speed Pulse (SP/RtR) outputs
21 TEBS G2.2 Standard with two Lift Axle Control (LAC) outputs
22 TEBS G2.2 Standard with Integrated Speed Switch (ISS) output
23 TEBS G2.2 Standard with Trailer Suspension Release (TSR) switch input
24 TEBS G2.2 Standard with Body Lift Sensor (BLS) input
25 TEBS G2.2 Standard with Body Lift Sensor (BLS) input and Tilt Angle (TA) output
26 TEBS G2.2 Standard with Body Lift Sensor (BLS) and Road Laying Function (RLF) inputs
27 TEBS G2.2 Standard with Reversing Lamp (RL) input and Steering Axle Lock (SAL) output
28 TEBS G2.2 Standard with Manoeuvring Help (MH) input and Lift Axle Control (LAC) output
29 TEBS G2.2 Standard Plus with iLvl and Diagnostic Socket
30 TEBS G2.2 Standard Plus with iLvl and Trailer Information Module (TIM G2)
31 TEBS G2.2 Standard Plus with iLvl and electrical raise/lower
32 TEBS G2.2 Standard Plus with iLvl and iTAP
33 TEBS G2.2 Premium with ADL2025 and Aspöck Reversing System
34 TEBS G2.2 Premium 4S/3M Drawbar with Two-Point iLvl and iTAP
35 TEBS G2.2 Premium 4S/3M with iCargo
TEBS G2.2 Premium and TEPM-A 4S/3M Semi-trailer with Two-Point iLvl, Lift Axle Control (LAC), Integrated
36
Speed Switch (ISS), Pad Wear sensing (PW) and stop lamp powering
37 TEBS G2.2 Standard with TRM
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
1. TEBS G2.0 with traction help input, electrical LAC output
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.0 - ECU

BN 4 GND_M
WH
3
5
7
WL
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
LAC 3 2 AUX IO 2
4
3 AUX IO 3
BK 4 SENS_Sup / TriState 1
7
1 2 3 4 5 6
12 11 10 9 8
6 SENS_GND
WH 7 Brake-Light 24V
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 WH
7
8 2
BK
1
9
10 3
TH
S-C
1
11 4
12
13 Junction
14 Junctionbox
box
15 TEBS-G2-053b
2. TEBS G2.1 semi-trailer with Mechanical Suspension and Diagnostic Socket S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
1
7 GND_H
4
BN
2
TEBS G2.1 - ECU
4 GND_M
WH 5
5
WL
3
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
BK
7
1 2 3 4 5 6
YE 5 SENS_In / TriState 2
12 11 10 9 8
BK
1 WH
Deflection
Deflection 2 WH 6 SENS_GND
YE
Sensor
Sensor 3
4 7 Brake-Light 24V
8 Brake-Light GND
B
WH 9
1 5V-CAN-L
2 YE
BN
Diagnostic
Diagnostic 3 10 5V-CAN-H
Socket
Socket 4
BK 11
5 AUX IO 12 - RET
6 WH
BN BK
7 12 AUX IO 3 - RET
S-E
S-C
TEBS-G2.1 defln sensor_a
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
3. TEBS G2.1 with electrical Speed Pulse (SP/RtR) and Lift Axle Control (LAC) outputs
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
1
7 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH 5
5
WL
7
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SP/RtR 3 2 AUX IO 2
4
BK
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
1 BK
YE 6 SENS_GND
2
4
B
9 5V-CAN-L
10 5V-CAN-H
1
2
ISO 12098 3
4
YE
S-E
5
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13 Junction
14 Junctionbox
box
15
TEBS-G2-053dw
4. TEBS G2.1 with electrical LAC1 and LAC2 outputs S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
TEBS G2.1 - ECU
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
LAC1 3 2 AUX IO 2
4
BK 3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
1 BK
YE 6 SENS_GND
2
4
B
9 5V-CAN-L
10 5V-CAN-H
1
2
ISO 12098 3
4
YE
S-E
5
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13 Junction
14 Junction box
box
15
TEBS-G2-053aw
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
5. TEBS G2.1 with iCargo output
RD
ISO 7638 1
BK
2
3 YE
4 BN
S-D
WH
5
6 WH/GN
7 WH/BN
S-F
Pressure Control
RD
Valve (PCV)
(BK) 1 24V_VALVE
6.1 1
(WH) BK
Power
6.2 2 2 24V_ECU
6.3 3 (YE)
YE
1
4 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
YE
S-B
1 AUX IO 1
In-Out
BK
2 AUX IO 2
6 YE 3 AUX IO 3
18
1
1 1
7
1 2 3 4 5 6
(YE) (YE) 5 SENS_In / TriState 2
7 2 2
12 11 10 9 8
3 3
4 4 6 SENS_GND
2 (BK) 5 5 (BK)
(WH) (WH) 7
(TEPM-P)
6 6 Brake-Light 24V
10 11 12
13 14 15 16 17 18
3
6
(BN) 7 7 (BN)
4
5
8 Brake-Light GND
B
5
X1
4
8 WH
3
9 5V-CAN-L
9
2
10 BN 10
1
5V-CAN-H
11
WH 11 AUX IO 12 - RET
12
13 BK
14
12 AUX IO 3 - RET
15
16
17
S-E
S-A
S-C
iCargo_002
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
6. TEBS G2.1 with Pad Wear (PW) & Lift Axle Control (LAC) inputs, Speed Pulse
(SP/RtR) & Lift Axle Control (LAC) outputs and diagnostic socket
A BK
PW B
C BN
S-D
1 RD
ISO 7638 BK BK
2
S-F
YE BN
3
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SP/RtR 3 BK
2 AUX IO 2
4
YE 3 AUX IO 3
WH
7
1 2 3 4 5 6
2 YE
12 11 10 9 8
BK 3 GN GN
1 6 SENS_GND
YE 4
LAC 2 Diagnostic BK
3 5 BK
Socket 6 WH 7 Brake-Light 24V
4 BN
7 YE 8 Brake-Light GND
B
WH
9 5V-CAN-L
BN 10 5V-CAN-H
1
2
ISO 12098 3
4 BK
S-E
5 YE
BN
6 1 BK
7
8 2
WH
1
9
1
10 LLTH 3
S-C
11 4
12
13
14 BK BN
15 Junction box
TEBS-G2-057_a-trg
LL_ALL
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
7. TEBS G2.1 with Body Lift Sensor (BLS) and Road Laying Function (RLF) input
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK 1 AUX IO 1
1
In-Out
2 2 AUX IO 2
ISO 12098 3
4 RLF YE
5 YE 3 AUX IO 3
6 1 BK
7 4
1
9
7
1 2 3 4 5 6
12 11 10 9 8
1
11 4
12 6 SENS_GND
13 Junction
14 Junctionbox
box
8 Brake-Light GND
B
9 5V-CAN-L
10 5V-CAN-H
S-E
BK BN
BLS
S-C
TEBS-G2-063rlf
8. TEBS G2.1 with Trailer Brake Release (TBR) switch input S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
TEBS G2.1 - ECU
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
BK 1 AUX IO 1
In-Out
2 AUX IO 2
BK 3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
6 SENS_GND
7 Brake-Light 24V
8 Brake-Light GND
B
9 5V-CAN-L
1
2
ISO 12098 3 10 5V-CAN-H
4
5 YE YE 11 AUX IO 12 - RET
6 TBR 1
7 BN
8 Enable 2 12 AUX IO 3 - RET
BK
1
9
1
10 3
11 4 BK BN
12
S-E
13 Junction box
14
15 TBR On
S-C
TEBS-G2-066
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
9. TEBS G2.1 with Diagnostic Socket (Magic Eye)
S-D
RD
ISO 7638 1
BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
3
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
1
7
1 2 3 4 5 6
12 11 10 9 8
GN
Diagnostics
Diagnostics 3 GN 6
(TIM,
(TIM G2,Magic Eye)
MagicEye) 4 SENS_GND
5 BK
6
7 BN
B
WH
9 5V-CAN-L
BN 10 5V-CAN-H
11 AUX IO 12 - RET
BK
S-E
1
2 YE
ISO 1185
3
4
S-C
TEBS-G2-057me
10. TEBS G2.1 with Lift Axle Control (LAC) output and ADL2017 tri-state switch input
S-D
1 RD
ISO 7638 BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
BK
2 AUX IO 2
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
1 BK
YE 6 SENS_GND
2
4
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 BK
7
1
8 2
9
1
10 3 ADL2017
S-C
11
12 4 Lift axle switch
13
14
Junction box BK BN
15
TEBS-G2-057_adl2017
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
11. TEBS G2.1 with ADL2025 controlled from reversing light and Aspöck controller
End Outline
End Outline
Marker Light
Marker Light
S-D
1 RD
ISO 7638 BK BK
2
S-F
YE BN +
3
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
7 GND_H
1
4
BN
TEBS G2.1 - ECU

4 GND_M
WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
GND
YE
7
1 2 3 4 5 6
Aspöck 24 V 5 SENS_In / TriState 2
12 11 10 9 8
GND
RDC controller 24 V 6 SENS_GND
GND
7 Brake-Light 24V
24 V
8 Brake-Light GND
B
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 12 - RET
12 AUX IO 3 - RET
1
2
S-E
ISO 12098 3
4
5 GND
6 1 BK
7
8 2
S-C
1
9 YE
1
10 3
11 4
12
13 Junction
14 Junctionbox
box
15
Reversing
Reversing
Light
Light
EndOutline
End Outline
MarkerLight
Marker Light
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
12. TEBS G2.1 with ADL2081 controlling an additional, flashing Stop Lamp
S-D
1 RD
ISO 7638 BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
1
7 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH 5
5
WL
7
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
6 SENS_GND
B
9 5V-CAN-L
10 5V-CAN-H
BN
11 AUX IO 12 - RET
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13 Junction
Junctionbox
box
14
15
BN Additional
Additional
Stop
StopLamp
Lamp
BK
TEBS-G2-057_adl2081
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
13. TEBS G2.1 with ADL2107 and a solenoid valve output via external interlock
S-D
1 RD
ISO 7638 BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
TEBS G2.1 - ECU

4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK BK BK 1 AUX IO 1
In-Out
2 AUX IO 2
Interlock
Interlock
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
1 BK
YE 6 SENS_GND
Solenoid
Solenoid 2
Valve 3 BK
Valve 7 Brake-Light 24V
4
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13 Junction
14 Junctionbox
box
15
TEBS-G2-057_adl2107
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
14. TEBS G2.1 with P28 output and ADL2200 switch input
S-D
1 RD
ISO 7638 BK
2
S-F
3 YE
4 BN
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK 1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
6 SENS_GND
B
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 3 - RET
1
2
ISO 12098 3
4
S-E
5 YE
6 1 BK
7
1
8 2
9
1
10 3
S-C
11 4
12
13 Junction
14 Junctionbox
box BK BN
15
TEBS-G2-057_adl2200
ADL2200
ADL2200
PP28 switch
switch
28
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
15. TEBS G2.1 and TEPM-P drawbar with 4S/3M system and TIM G2
1 RD
ISO 7638 BK
2
3 YE
S-D
4 BN
WH
5
6 WH/GN
S-F
7 WH/BN
1 BK
2 YE
SP/RtR RD 1 24V_VALVE
3
BK
Power
4 2 24V_ECU
YE 3 GND_H
1
4
TIM G2 BN
TEBS G2.1 - ECU

4 GND_M
WH 5 WL
7
1 1 WH/GN
(YE) YE 6 24V-CAN-H
6
2 2
(GN) 3 3 WH/BN 7 24V-CAN-L
4 4
(BK) 5 5 BK
(WH) 6 6 WH
BN BK 1 AUX IO 1
(BN) 7 7
In-Out
2 AUX IO 2
YE 3 AUX IO 3
1 1
(YE)
7
(YE)
1 2 3 4 5 6
(GN)
12 11 10 9 8
S-B
Premium
3 3
GN 6
4 4 SENS_GND
(BK) 5 5 (BK)
YE (WH) 6 6 (WH) BK 7 Brake-Light 24V
6
Premium
(BN) 7 7 (BN)
18 BK YE 8 Brake-Light GND
B
1 WH WH
Module
9 5V-CAN-L
7 BN
BN
1 1 10 5V-CAN-H
(YE) 2 (YE)
2
3 3 YE
4 4
10 11 12
13 14 15 16 17 18
(TEPM-P)
3 (BK) (BK)
Electro-Pneumatic
BK
(TEPM-P)
5 5 12 AUX IO 3 - RET
5
4 (WH) (WH)
6 6
4
5 (BN) (BN)
X1
7 7
3
8
2
S-E
1
10
11
12 1
13 2
ISO 12098
S-C
3
14 4 YE
5
Trailer
15 1
16 6 BK
7 2
17 8
Trailer
9 3
1
10
11 4
S-A
12
13 Junction
JunctionBox
box
14
15
TEBS-G2-057_emp_tim a_trg
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
16. TEBS G2.1 4S/3M with TEPM-S, Lift Axle Control (LAC) and Speed Pulse (SP/RtR)
outputs
RD
ISO 7638 1
BK
2
3 YE
S-D
4 BN
WH
5
6 WH/GN
S-F
7 WH/BN
1 BK
YE RD 1 24V_VALVE
2
SP/RtR 3 BK
Power
2 24V_ECU
4
YE
1
3 GND_H
TEBS G2.1 - ECU

BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
1 BK WH/BN
YE 7 24V-CAN-L
2
LAC 3
4 BK 1 AUX IO 1
In-Out
BK
2 AUX IO 2
YE 3 AUX IO 3
4
Standard
SENS_Sup / TriState 1
1 1
7
1 2 3 4 5 6
ModuleStandard
(YE)
S-B
2 2 (YE) 5 SENS_In / TriState 2
12 11 10 9 8
B
3 3
4 4 6 SENS_GND
(BK) 5 5 (BK)
2
(WH) 6 6 (WH) 7 Brake-Light 24V
1
(BN) (BN)
Electro-Pneumatic Module
Power
1 7 7
8 Brake-Light GND
B
4
WH 9 5V-CAN-L
3
4
3
(TEPM-S)
(TEPM-S)
Electro-Pneumatic
BN 10 5V-CAN-H
1 YE 11 AUX IO 12 - RET
2
1
Aux
4
3
5
5
S-E
Trailer
Trailer
S-A
A
S-C
TEBS-G2-057_ems_c
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
17. TEBS G2.1 and TEPM-P with Integrated Speed Switch (ISS) output
1 RD
ISO 7638 BK
2
3 YE
S-D
4 BN
WH
5
6 WH/GN
S-F
7 WH/BN
RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
BK 3 GND_H
4
1
TEBS G2.1 - ECU

YE BN 4 GND_M
2
ISS 3 WH
3
5 WL
7
4 WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
7
1 2 3 4 5 6
12 11 10 9 8
S-B
Premium
6 SENS_GND
YE 7 Brake-Light 24V
Premium
B
WH
Module
1 WH 9 5V-CAN-L
7 BN
1 1 BN 10 5V-CAN-H
(YE) 2 (YE)
2
2 3 3 11 AUX IO 12 - RET
(TEPM-P)
TrailerElectro-Pneumatic
3 4 4
10 11 12
13 14 15 16 17 18
(TEPM-P)
(BK) (BK)
6
5 5 BK 12 AUX IO 3 - RET
4 (WH) (WH)
5
6 6
5 (BN) (BN)
X1
4
7 7
8
3
S-E
2
10
1
11
12
13
S-C
14 BK
15
YE
Trailer
16
17
TEBS-G2-057_emp_iss
S-A
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
18. TEBS G2.2 Standard Plus with hydraulic suspension sensor input
RD
ISO 7638 1
BK
2
3 YE

BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
1
WH/BN YE 3
7 GND_H
2
BN 4 GND_M
5
WH
7
5 WL
6
WH/GN 6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
Hydraulic 1 BK
WH 2 AUX IO 2
Pressure 2
3 YE
3 AUX IO 3
Sensor 4
WH 4 SENS_GND
YE
7
1 2 3 4 5 6
12 11 10 9 8
BK
YE
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
12 AUX IO 12 - RET
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 BK
2
D
1
8
9
10 3
C
1
11
S-C
12 4
13
14 Junction box
15
TEBS-G22-053g
19. TEBS G2.2 Standard with stop lamp powering and diagnostic socket
RD
ISO 7638 1
BK
2
RD 1
3 YE 24V_VALVE
BK
Power
BN 2 24V_ECU

4
1
YE 3 GND_H
WH
4
5
2
BN 4 GND_M
WH/GN
6
5
WH
3
5 WL
WH/BN
7
6
WH/GN 6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
YE 3 AUX IO 3
4 SENS_GND
1
YE
7
1 2 3 4 5 6
2 5 SENS_In 1 / TriState 2
12 11 10 9 8
Diagnostic 3
Socket 5
BK
WH BK 7
6 Brake-Light 24V
7 BN
A
WH 9 5V-CAN-L
BN 10 5V-CAN-H
1
ISO 12098 3
4
5 YE
6 1 BK
7
1
8 2
S-D
9
10 3
D
11 4
12
C
13
Junction box
S-C
14
15
TEBS-G2.2-054a
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
20. TEBS G2.2 Standard with Speed Pulse (SP/RtR) and Lift Axle Control (LAC) outputs
RD
ISO 7638 1
BK
2
3 YE
RD 1
BN 24V_VALVE
4
BK

Power
WH 2 24V_ECU
5 YE 3
1
WH/GN GND_H
6
4
BN
2
WH/BN 4 GND_M
7 WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SP/RtR 3 2 AUX IO 2
4
BK 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
1 BK
12 11 10 9 8
YE 6 SENS_Sup / TriState 1
2
LAC 3 7 Brake-Light 24V
4
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
YE
11 AUX IO 3 - RET
YE
12 AUX IO 12 - RET
S-D
D
C
S-C
TEBS-G2.2-053d
21. TEBS G2.2 Standard with electrical LAC1 and LAC2 outputs
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
3
7 GND_H
2
BN 4 GND_M
WH
3
5 WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
LAC1 3 2 AUX IO 2
4
BK
3 AUX IO 3
4 SENS_GND
5
7
1 2 3 4 5 6
BK
12 11 10 9 8
1 6
2 YE SENS_Sup / TriState 1
4
A
9 5V-CAN-L
10 5V-CAN-H
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 BK
8 2
D
9
10 3
C
11 4
S-C
12
13 Junction
14 Junctionbox
box
15
TEBS-G2.2-053aw
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
22. TEBS G2.2 Standard with Integrated Speed Switch (ISS) output
RD
ISO 7638 1
BK
2
3 YE
BN
4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
7 3 GND_H

BN
2
4 GND_M
WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK
YE 1 AUX IO 1
In-Out
2
ISS 3 2 AUX IO 2
4
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
S-D
D
C
S-C
TEBS-G2.2-053e
23. TEBS G2.2 Standard with Trailer Suspension Release (TSR) switch input
RD
ISO 7638 1
BK
2
3 YE
BN RD
4 1 24V_VALVE
WH BK
Power
5 2 24V_ECU
WH/GN YE 3
1
6 GND_H
BN
2
WH/BN 4 GND_M
7
WH 5 WL
3
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
BK
BK 1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
BN
12 AUX IO 12 - RET
BK BN
TSR
S-D
D
C
S-C
TEBS-G22-064
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
24. TEBS G2.2 Standard with Body Lift Sensor (BLS)

RD
ISO 7638 1
BK
2
3 YE
BN RD 1
4 24V_VALVE
WH BK
Power
5 2 24V_ECU

WH/GN YE 3 GND_H
6
2
WH/BN BN 4 GND_M
7
3
WH
7
5 WL
6
WH/GN 6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
BK 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
12 AUX IO 12 - RET
S-D
BK BN
D
BLS
C
S-C
TEBS-G2.2-063bls
25. TEBS G2.2 Standard with Body Lift Sensor (BLS) and Tilt Angle (TA) output
RD
ISO 7638 1
BK
2
3 YE
BN RD 1
4 24V_VALVE
WH BK
Power
5 2 24V_ECU
WH/GN YE 3 GND_H
1

WH/BN BN
2
7 4 GND_M
WH 5 WL
3
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
TA YE
In-Out
2
3 2 AUX IO 2
4
BK 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
BN
11 AUX IO 3 - RET
BK BN
S-D
BLS
D
C
S-C
TEBS-G22-063
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
26. TEBS G2.2 Standard with Body Lift Sensor (BLS) and Road laying Function (RLF) inputs
RD
ISO 7638 1
BK
2
YE RD 1 24V_VALVE
3
BK
Power
BN 2 24V_ECU
4
YE
1
3

WH GND_H
5
2
BN 4 GND_M
WH/GN
6 WH
3
5 WL
7
WH/BN
7 WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK 1 AUX IO 1
1
In-Out
2 2 AUX IO 2
ISO 12098 3
4
5 RLF YE YE 3 AUX IO 3
6 1 BK
7 4
1
8 2 SENS_GND
9
10 3 5
7
1 2 3 4 5 6
11 4
12 11 10 9 8
13 Junction box
box
14 Junction
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
BK
11 AUX IO 3 - RET
BK BN
S-D
BLS
D
C
S-C
TEBS-G2.2-063rlf
27. TEBS G2.2 Standard with Reversing Lamp (RL) input and Steering Axle Lock (SAL) output
RD
ISO 7638 1
BK
2
3 YE
BN RD 1 24V_VALVE
4
BK
Power
WH 2 24V_ECU
5
YE 3
WH/GN GND_H
1

6
BN 4
2
WH/BN GND_M
7 WH 5 WL
3
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
SAL 3 2 AUX IO 2
4
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
WH
12 11 10 9 8
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
1
2
ISO 12098 3
4
5 YE
6 1 BK
S-D
7
8 2
1
WH
D
9
1
10 RL 3
11
C
4
S-C
12
13 Junction
14 Junctionbox
box
15
TEBS-G22-053salw
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
28. TEBS G2.2 Standard with Manoeuvring Help (MH) input and Lift Axle Control (LAC) output
RD
ISO 7638 1
BK
2
3 YE
BN RD 1 24V_VALVE
4
BK
Power
WH 2 24V_ECU
5
YE 3
1
WH/GN GND_H

6
4
BN
2
WH/BN 4 GND_M
7 WH 5
5
WL
7
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
1 BK BK 1 AUX IO 1
YE
In-Out
2
LAC 3 2 AUX IO 2
4
WH 3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
A
9 5V-CAN-L
10 5V-CAN-H
YE
11 AUX IO 3 - RET
1
2
ISO 12098 3
4
5 YE
6 1
S-D
7 BK
8 2
D
WH
1
9
1
10 MH 3
C
11
S-C
12 4
13
14 Junctionbox
Junction box
15
TEBS-G22-053c
29. TEBS G2.2 Standard Plus semi-trailer with iLvl and Diagnostic Socket
RD
ISO 7638 1

2 BK
3 YE RD 1 24V_VALVE
BN BK
Power
4 2 24V_ECU
WH YE
1
5 3 GND_H
4
WH/GN BN 4 GND_M
6
WH
5
WH/BN 5
7
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK BK
1 1 AUX IO 1
iLvl WH
In-Out
2 WH
Valve 3 YE
2 AUX IO 2
4
YE 3 AUX IO 3
WH
4 SENS_GND
YE 5
7
1 2 3 4 5 6
12 11 10 9 8
BK BK
iLvl 2 WH
Sensor 3 YE 7 Brake-Light 24V
4
8 Brake-Light GND
A
WH 9
1 5V-CAN-L
2 YE
BN 10
Diagnostic 3 5V-CAN-H
4
Socket 5
BK BK 11 AUX IO 3 - RET
6 WH
BN YE
S-D
D
C
S-C
TEBS-G2.2-iLvl_a
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
30. TEBS G2.2 Standard Plus with One-Point iLvl and TIM G2
RD
ISO 7638 1
BK
2
3 YE
BN

4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE
1
7 3 GND_H
4
BN
2
4 GND_M
WH 5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
TIM G2
In-Out
WH
2 AUX IO 2
1 1
3 3 WH
4 4 4 SENS_GND
(BK) 5 BK
5
7
1 2 3 4 5 6
(BN) 7 7 BN
12 11 10 9 8
BK
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
2 WH BN
iLvl 10 5V-CAN-H
Valve 3 YE
YE
12 AUX IO 12 - RET
1 BK
WH
S-D
iLvl 2
3 YE
Sensor
D
4
C
S-C
TEBS-G2.2+-iLvl_TIM
31. TEBS G2.2 Standard Plus with Rocker Switch for Chassis Control
RD
ISO 7638 1
BK
2
3 YE
BN

4
WH RD
5 1 24V_VALVE
WH/GN BK
Power
6 2 24V_ECU
WH/BN YE 3
1
7 GND_H
4
BN
2
4 GND_M
WH 5
5
WL
3
WH/GN 6
6
24V-CAN-H
WH/BN 7 24V-CAN-L
Diagnostic
Socket
BK
1 AUX IO 1
In-Out
WH
2 AUX IO 2
YE
YE
BK
WH
3
BN
AUX IO 3
WH
4 SENS_GND
YE 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
Vehicle Battery 24 V
Rocker BK
12 11 10 9 8
Switch
Vehicle Ground 7 TRI_IN / TriState 3
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
Valve 3 YE BK
4 11 AUX IO 3 - RET
YE
12 AUX IO 12 - RET
1 BK
iLvl WH
S-D
2
Sensor 3 YE
D
4
C
S-C
TEBS-G2.2+-iLvl_rocker
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
32. TEBS G2.2 Standard Plus with iLvl and iTAP

RD
ISO 7638 1
BK
2
3 YE
BN
4
WH
5
WH/GN
6

WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
3 GND_H
2
BN 4
iTAP ECU GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
BK
1 AUX IO 1
In-Out
1 2 3 4 5 6 7 8 9 101112 WH
2 AUX IO 2
1 1
YE 2 2 YE YE 3
3 3 WH
4 4 4 SENS_GND
BK 5 BK
5
7
1 2 3 4 5 6
BN 7 7 BN
12 11 10 9 8
BK
8 DR_IN / Digital
A
WH 9
BK 5V-CAN-L
1
Valve 3 YE BK
4 11 AUX IO 3 - RET
YE
12 AUX IO 12 - RET
1 BK
iLvl WH
S-D
2
Sensor 3 YE
D
4
C
S-C
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
33. TEBS G2.2 Premium with ADL2025 controlled from Reversing Lamp and Aspöck
Reversing System
EndOutline
End Outline
MarkerLight
Marker Light
BN
S-F
BU +
D
C
S-E
1 AUX IO 4
In-Out 2.3
2 AUX IO 4 - RET
2
3 AUX IO 5
4
4 AUX IO 5 - RET
5 5V-BRAKE CAN-L
6
6 5V-BRAKE CAN-H
1 SENS_Sup2
In-Out 2.4
2 SENS_GND2
2
3 AUX IO 6

3
4
4 AUX IO 6 - RET
5 SENS_In2
6
1 RD 6 n/c
ISO 7638 BK
2
3 YE 1
In-Out 2.5
4 BN 2
2
WH 3
5
4
6 WH/GN 4
WH/BN 5
6
7
6
RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE 3
1
GND_H
4
BN
2
4 GND_M
WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
BU 4 SENS_GND
GND
YE
Aspöck 24 V 5 SENS_In 1 / TriState 2
7
1 2 3 4 5 6
GND
RDC controller
12 11 10 9 8
24 V 6 SENS_Sup / TriState 1
GND 7 Brake-Light 24V
24 V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
12 AUX IO 12 - RET
1
2
ISO 12098 3
4
S-D
5 GND
6 1
D
7 BK
8 2
C
9 YE
S-C
1
10 3
11 4
12
13 Junction
14 Junctionbox
box
15
Reversing
Reversing
Light
Light
EndOutline
End Outline
Marker
MarkerLight
Light
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
34. TEBS G2.2 Premium 4S/3M Drawbar with TEMP-P, Two-Point iLvl System, iTAP,
Diagnostic Socket and ISO 12098 stop lamp powering
S-B
S-F
D
WH
5V-CAN-L 1
X1
C
2
S-E
3
SENS_Sup 1
BK
4
5
24 V (+) 6
YE
BN YE 1 AUX IO 4
10 11 12
13 14 15 16 17 18
(TEPM-P)
In-Out 2.3
5V-CAN-H 7
WH BK
5
2
YE
4
WH
3
SENS_GND 1 10
4
AUX IO 5 - RET
2
SENS_Sup 2 11
WH 4
1
12 5V-BRAKE CAN-L
6
BK
AUX IO 1 14
YE BK
AUX IO 12 RET 15 1
WH 2 iLvl BK
SENS_GND 2 16 1 SENS_Sup2
In-Out 2.4
BK YE 4 WH
2 SENS_GND2
2
GND (-) 18
BK 3 AUX IO 6
1 BK

WH 1
4
S-A
YE 2
3 Sensor YE YE
Sensor 3 5 SENS_In2
6
4
4
6 n/c
In-Out 2.5
2
2
RD
ISO 7638 1
BK
3
4
2 4
3 YE
5
6
BN
4 6
WH
5
WH/GN
6
WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
iTAP ECU YE
1
3 GND_H
2
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
1 2 3 4 5 6 7 8 9 101112 BK
1 AUX IO 1
In-Out
WH
1 1
3 3
4 4 4 SENS_GND
BK 5 BK
5
7
1 2 3 4 5 6
BN 7 7 BN
12 11 10 9 8
1 2 3 4 5 6 7 7 Brake-Light 24V
8 Brake-Light GND
YE BN BK
A
WH 9
WH BK 5V-CAN-L
1
Valve 3 YE
YE
12 AUX IO 12 - RET
S-D
1 2 3 4 5 6 7
D
Diagnostic Socket /
C
TPMS
S-C
1
2
ISO 12098 3
4
5 YE
7
1
8 2
9
1
10 3
11 4
12
13 Junction box
14
15
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
35. TEBS G2.2 Premium 4S/3M with iCargo output

S-B
S-F
D
WH
5V-CAN-L 1
X1
C
2
S-E
3
4
5
24 V (+) 6
YE
(TEPM-P)
BN YE 1 AUX IO 4
10 11 12
13 14 15 16 17 18
6
In-Out 2.3
5V-CAN-H 7
BK
5
8 2 AUX IO 4 - RET
2
4
9 AUX IO 5
3
10
4
AUX IO 5 - RET
2
11
WH 4
1
12 5V-BRAKE CAN-L
6
14
15
16 1 SENS_Sup2
In-Out 2.4
17
BK 2 SENS_GND2
2
GND (-) 18
3 AUX IO 6

3
4
4 AUX IO 6 - RET
S-A
5 SENS_In2
6
6 n/c
In-Out 2.5
2
2
RD
ISO 7638 1
BK
3
4
2 4
3 YE
5
6
BN
4 6
WH
5
WH/GN
6
WH/BN
7 RD 1 24V_VALVE
BK
Power
2 24V_ECU
YE
1
3 GND_H
2
BN 4 GND_M
WH
5
5
3
WL
7
WH/GN
6
6 24V-CAN-H
WH/BN 7 24V-CAN-L
YE
1 AUX IO 1
In-Out
BK
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
7
1 2 3 4 5 6
12 11 10 9 8
WH
7
Pressure Control
Brake-Light 24V
Valve (PCV)
BK YE 8 Brake-Light GND
6.1 1
WH
A
6.2 2
6.3 3 YE 9 5V-CAN-L
4
10 5V-CAN-H
11 AUX IO 3 - RET
1 WH 12 AUX IO 12 - RET
2
ISO 12098 3
4
5 YE
6 1 WH
7
8 2
S-D
9
10 3
D
11 4
12
C
13
S-C
14
15 Junction box
TEBS-G2.2Prem_TEPM-P_iCargo
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
36. TEBS G2.2 Premium and TEPM-A 4S/3M Semi-trailer with Two-Point iLvl, Lift Axle Control
(LAC), Integrated Speed Switch (ISS), Pad Wear sensing (PW) and stop lamp powering
A BK
RD
ISO 7638 1
BK
PW B
C BN
2
S-F
YE
S-F
3
BN
D
D
4
WH BK
C
C
S-E
S-E
WH/GN BN
6
WH/BN
7
BK BK
In-Out 2.3
In-Out 2.3
YE YE
1
2
BK 3
3
YE YE
4
3
LAC WH
5 5 5V-BRAKE CAN-L
5
5V-BRAKE CAN-L
5
4
6
BN 6
1 BK 1 SENS_Sup2
In-Out 2.4
In-Out 2.4
2 WH
2 SENS_GND2
1
2
3 BK 1 3 AUX IO 6
YE 2 BK

3
4
3 iLvl 2
YE YE
5 4 3 5
5
SENS_In2
6
6
Sensor 4
6 6 n/c
1 1
In-Out 2.5
In-Out 2.5
2 2
1
2
3 3
3
4
4 4
5 5
5
6
6 BK 1 6
WH 2 iLvl
YE
3 Sensor
4
1 RD 1 24V_VALVE
Power
BK
Power
2 2 24V_ECU
YE
1
1
3 GND_H
4
4
2
2
4 BN 4 GND_M
WH
5
5
3
5
5
3
7
BK WL
7
1
WH iLvl WH/GN
6
6
2 6 24V-CAN-H
7 3 Valve WH/BN 7
YE 4
24V-CAN-L
In-Out
In-Out
AUX IO 2 2 WH
2 AUX IO 2
1
WH iLvl 2 WH
Valve 3 YE
7
1 2 3 4 5 6
7
1 2 3 4 5 6
BK
12 11 10 9 8
12 11 10 9 8

BK WH

8 Brake-Light GND
WH
A
A
5V-CAN-H 10 BN
10 5V-CAN-H
1
2
ISO 12098 3
4
S-D
S-D
5 YE
6 1
D
WH
D
7
1
8 2
C
9
S-C
S-C
1
10 3
11 4
12
13
14 Junction box
15
PD-140-100
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
37. TEBS G2.2 Standard with TRM for Roadtrain with integrated speed switch output
TRANSDUCER TRANSDUCER
SUPPLY VOLTAGE 1
PRESSURE
OUTPUT 2
ISO7638
3
1 SENSOR SUPPLY RD
24V_VALVE 1 1
4
In Out
GND
2 SENSOR INPUT 1 BK
Rear
24V_ECU 2 2
1
3 SENSOR INPUT 2 YE
GND_H 3 3
4
1
2
SUPPLY VOLTAGE
SOLENOID PRESSURE
4 GND
4 BN
GND_M 4
OUTPUT 2 5 TRI STATE INPUT 1 WH
WL 5 5
3
7
7
3 6 AUXIO 1 24V-CAN-H WH/GN
6 6
GND 4
6
7 AUX RETURN 24V-CAN-L 7 WH/BN
7
ISS
TRM
VALVE
SUPPLY VOLTAGE 1
GND 2
RD RD
ISO7638 1
BK BK
1 24V_VALVE
24V_VALVE 1
RD
2 BK
Front
2 24V_ECU
Local
24V_ECU 2
1
3 YE YE 3 GND_H YE
4
GND_H 3
2
BN BN 4 BN
4 GND_M GND_M 4
WH WH 5 WH
5 WL WL 5
3
7
7
WH/GN WH/GN 24V-CAN-H 6 WH/GN
6 6 24V-CAN-H
6
WH/BN WH/BN 24V-CAN-L 7 WH/BN
7 7 24V-CAN-L
RD 1 24V_VALVE
BK

Power
2 24V_ECU
YE 3
1
GND_H
4
BN
2
4 GND_M
WH 5 WL
7
WH/GN 6 24V-CAN-H
6
WH/BN 7 24V-CAN-L
1 AUX IO 1
In-Out
2 AUX IO 2
3 AUX IO 3
4 SENS_GND
1 2 3 4 5 6
7
12 11 10 9 8
7 Brake-Light 24V
8 Brake-Light GND
A
9 5V-CAN-L
10 5V-CAN-H
11 AUX IO 3 - RET
12 AUX IO 12 - RET
S-D
D
C
S-C
TEBS-G2.2Std_TRM
TEBS G2
Doc. No. Y213753 (EN - Rev. 001)
Revision Details
Rev. 000 November 2015 Correction to Diagram No. 11 on page 10 and Diagram 33 on page 25.
Rev. 001 February 2016 New Diagram No. 36 added and old Diagram No. 36 moved to No. 37.
Rev. 001 July 2016 Correction to Diagram No. 8 on page 8.
Y037243,EN,0112 11.2016
Knorr-Bremse Systeme für
Nutzfahrzeuge GmbH
Moosacher Straße 80
80809 München
Deutschland
Tel: +49 89 3547-0
Fax: +49 89 3547-2767
[email protected]
W W W.K N O R R - B R E M S E C V S.CO M
The information contained herein is subject to alteration without notice and therefore may not be the latest release. Please check our website www.knorr-bremseCVS.com for the latest update
or contact your local Knorr-Bremse representative. The figurative mark “K” and the trademarks KNORR and KNORR-BREMSE are registered in the name of Knorr-Bremse AG. Additional terms and
conditions apply; please refer to our website knorr-bremseCVS.com for full Disclaimer.
Note: If service work is carried out on a vehicle based on information provided herein, 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.

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Y037243 (EN - REV.

Rev. 011 March 2016 Corrections to documents:

Doc. No. Y136318 (EN - Rev. 003)

ABS Anti-lock Braking System ODR Operational Data Recorder

LAC Lift Axle Control TEPM-S Trailer Electro-Pneumatic Module - Standard

LL Lower Lift axle(s) TH Traction Help

Doc. No. Y136318 (EN - Rev. 003)

Disposal of Waste Equipment by Business Users in the European Union

Doc. No. Y136319 (EN - Rev. 005)

Features of TEBS G2 Brake Modules 2

Auxiliary Functions for Suspension and Lift Axle control 3

Auxiliary Functions for Tipping Trailers 4

Auxiliary Functions for Trailers with Steering Axle 5

Auxiliary Functions for Extendable or Multiple Trailers 6

Auxiliary Functions for Servicing 7

Auxiliary Functions - Other 8

Control and Data Interchange via CAN 9

Auxiliary Design Language 11

Cables and System Components 12

Doc. No. Y136138 (EN - Rev. 005)

Title Doc. No. PD No.

Doc. No. Y136138 (EN - Rev. 005)

Title Doc. No. PD No.

6. Auxiliary Functions for Extendable or Multiple Trailers

Doc. No. Y136138 (EN - Rev. 005)

Title Doc. No. PD No.

Cable Installation Guidelines Y136137 PD-272-005

Doc. No. Y136138 (EN - Rev. 005)

Doc. No. Y136319 (EN - Rev. 005)

PD No. Title Document No.

PD-214-300 TEBS G2.2 Standard Brake Module Y136107

PD-214-325 TEBS G2.2 Standard Plus Brake Module Y172339

PD-214-350 TEBS G2.2 Premium Brake Module Y200882

PD-214-600 Trailer Electro-Pneumatic Module (TEPM-S/TEPM-P) Y095618

PD-214-700 Trailer Electro-Pneumatic Module Advanced (TEPM-A) Y232989

PD-214-800 Trailer Roadtrain Module (TRM) Y095620

- an optional pneumatic auxiliary port (P28) which can be P42 P1 P4

programmed to support all available auxiliary functions.

- variants of the module are available with push-to-connect (PTC) 42

fittings. P21 P22

- all electrical connections face downwards for improved accessibility. P V V P

Module except that in place of the anti-compounding double check 12

- an integrated emergency valve to provide the automatic brake

brakes directly at the TEBS G2.1 Brake Module ensuring P

faster response. The emergency valve also performs the 42

anti-compounding function. P21

TEBS G2.0 Brake Module).

The service-proven anti-roll system, RSP (Roll Stability Program), is

included as standard in all TEBS G2 Brake Modules. 28

Operating pressure: 10.5 bar

Max. permissible pressure: 12.5 bar

Operating temperature range: -40 °C to +65 °C 21

Weight: 5.7 kg approx.

Towing vehicle requirements

2. Non-Standard Auxiliary Functions:

3. Stop lamp powering:

Plastic pipe Minimum inside diameter 9 mm