ZF_AS-TRONIC Technical Manual

Technical Manual for Installation, Function, and Initial Start-Up

Truck

1328 765 101h

Subject to alterations in design Copyright by ZF This Technical Manual is protected by copyright. Printed in Germany

ZF Friedrichshafen AG, MC-C / 1999

Edition: 2007-10

ZF-AS Tronic

Preface

ZF-AS Tronic and ZF-AS Tronic mid are automatic transmission systems.

A ZF-AS Tronic application contains the following stages:

To avoid

• Writing of customer specification for the transmission system by vehicle manufacturer and ZF,

• Damage or failure of the transmission and vehicle,

• Documentation by ZF,

• Functional limitations for the transmission system,

• Initial installation,

• Limitations in terms of operating quality,

• First installation check and initial setup by ZF staff,

the details on the function, installation, and initial start-up of the transmission system MUST be noted.

• Approval on the basis of the customer specification and parts list.

This technical manual serves as a technical guide for the ZF-AS Tronic system for both vehicle and vehicle body manufacturers as well as ZF staff.

NOTE If the specifications noted in this technical manual are not observed or if parts which are not approved by ZF or are not genuine ZF parts are used, this may result in damage as well as functional limitations for which ZF shall assume no responsibility.

This manual describes the standard ZF application. Customer-specific deviations must be agreed on in writing with ZF.

If you have any questions, suggestions or possible improvements, please contact your Technical Sales department contact directly.

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List of Chapters

1

Brief Description of the ZF-AS Tronic

2

Transmission System and its Components

3

Function Description

4

Installation

5

Annex

5

ZF-AS Tronic

Table of Contents

Applicable Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

List of Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14

Overview of Amendments: 1328 765 101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

1


1.1

General

......................................................................

1-3

1.2

Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-4

2


2.1

System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-3

2.2

Transmission and Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-4

2.2.1

Description of Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-4

2.2.2

Description of Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-6

2.2.3

Overview of Product Families . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-7

2.2.4

Product Family 1: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . .

2-8

2.2.5

Product Family 1: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . .

2-9

2.2.6

Product Family 2: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-10

2.2.7

Product Family 2: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

2.2.8


2.2.9


2.2.10


2.2.11


2.2.12


2.2.13


2.3

2.4

Transmission Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 2.3.1

Transmission Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18

2.3.2

Clutch Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

Peripheral Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20 2.4.1

ZF Selector Lever With Integrated E-Module and Additional ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20

2.4.1.1

ZF Selector Lever with Integrated E-module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20

2.4.1.2

ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22

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2.5

Table of Contents

2.4.2

ZF Range Selector Module + ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

2.4.2.1

ZF Range Selector Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

2.4.2.2

ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

2.4.3

Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 2.5.1

Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.2

Mechanical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.3

Oil Grade and Oil Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.4

Coolant Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.5

Pneumatic Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.6

Electrical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.1.7

Communication Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.1.8

Speedo Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.2

PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.2.1

Clutch-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.2.2

Vehicle Driven PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29

2.5.2.3

Engine-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29

2.5.2.4

Retrofitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29

3

Description of Function

3.1

Basic Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-3

3.1.1

Shift Engagement Characteristics / Ignition On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2

Gear Selection With Vehicle Stationary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2.1

Shifting from Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2.2

Shifting From One Gear to Another . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2.3

Shifting to Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.3

Setting Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-5

3.1.4

Gear Selection during Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-7

3.1.4.1

Upshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-7

3.1.4.2

Downshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-8

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3.2

3.3

Table of Contents

3.1.5

Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-8

3.1.6

Protective Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.1.6.1

Engine Protection Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.1.6.2

Clutch Overload Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.1.7

Control of PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

3.1.7.1

PTO Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

3.1.7.2

PTO Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

3.1.8

Ignition Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 3.2.1

Activating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.2.2

Automatic Selection of Setting Off Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.2.3

Automatic Gear Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.2.4

Deactivating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

ZF-AS Tronic Malfunction Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17 3.3.1

Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

3.3.2

System Analyses Undertaken . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

3.3.3

Clutch Actuator Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

3.3.4

Transmission Control Unit Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

3.3.5

Interface Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

3.3.6

Driving Modes Investigated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

3.4

Error Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

3.5

Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 3.5.1

Error Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

3.5.2

On-Board Diagnosis (When Using the ZF Selector Lever) . . . . . . . . . . . . . . . . . . . . . . . . 3-21

3.5.3

Off-Board Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

4

Installation

4.1

Transmission Installation Investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5

4.1.1

Standard Transmission Installation Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5

4.1.2

PTO + Emergency Steering Pump Installation Drawings*

.......................

4-5

4.1.3

Input Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5

4.1.4

Clutch Bell Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-6

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4.1.5

Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-6

4.1.6

Clutch Release Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-8

4.1.7

Engine Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-9

4.1.8

Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10

4.1.9

Transmission Installation Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13

4.1.10

Propshaft Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14

4.1.11

Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18

4.1.11.1 Permissible vibrations at transmission input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18 4.1.11.2 Uniformity of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18

4.2

4.3

4.1.12

Bending Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.13

Cover / Protective Floor Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.14

Additional Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.15

Fording Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.16

Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20

4.1.17

Additional Guidelines for Vehicle Body Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

4.1.18

Vehicle Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22 4.2.1

Permissible Ambient Temperatures on Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

4.2.2

Permissible Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

4.2.3

Causes of Excess Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

4.2.4

Additional Transmission Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23

4.2.5

Use in Sub-Zero Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24

4.2.6

Storing the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24

Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 4.3.1

Oil Grade and Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25

4.3.2

Oil Fill Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25

4.3.3

Draining the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.3.4

Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.3.5

Oil Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.3.6

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27

4.3.7

Information about Bleeding the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27

4.3.8

Venting by Means of Hose Line in Dry Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28

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9

ZF-AS Tronic 4.4

Electrics

Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29

4.4.1

System Layout and Circuit Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29

4.4.2

Description of Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30

4.4.2.1

Connector on Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30

4.4.2.2

Power Supply Connector to Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31

4.4.3

Power Supply Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32

4.4.4

CAN Bus Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33

4.4.5

Quality Requirements of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35

4.4.6

Connector and Mating Connector Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36

4.4.7

Other Electrical Interfaces on the ZF-AS Tronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.7.1

Neutral Switch (S12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.7.2

Speedo Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.8

CAN Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.9

EMC Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38

4.5

Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39

4.6

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.7

4.6.1

ZF-Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.6.2

Third Party Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.6.3

ZF Power Take Off Units (PTOs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.6.4

Third Party PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42

4.6.5

Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42

Transmission Installation on Assembly Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42 4.7.1

Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42

4.7.2

Supplying the Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.3

Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.4

Subsequent Paintwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.5

Assembly of Engine, Clutch, and Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.6

EOL Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44

4.7.7

Delivery Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45

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10

ZF-AS Tronic 4.8

Table of Contents

Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46 4.8.1

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46

4.8.1.1

Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46

4.8.1.2

Setting Off, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47

4.8.1.3

Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47

4.8.1.3.1 Maneuvering via the accelerator pedal with rotary switch in D or R position . . . . . . . . 4-47 4.8.1.3.2 Maneuvering acc. to rotary switch position DM or RM . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48 4.8.1.4

Moving off Downhill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48

4.8.1.5

Changing Operating Mode: Manual / Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48

4.8.1.6

Changing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49

4.8.1.7

Reverse Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49

4.8.1.8

Engine Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

4.8.1.9

Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

4.8.1.10 Switching Off Engine / Stopping Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50 4.8.1.11 Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50 4.8.1.12 Tow Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51 4.8.1.13 Clutch Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51 4.8.1.14 Engine Overspeed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52 4.8.1.15 Operations with Clutch-Driven PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52 4.8.1.16 Roller test rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53 4.8.1.17 System Faults (Error Messages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53

4.9

4.8.2

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

4.8.2.1

Visual Inspection of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

4.8.2.2

Maintenance of Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

4.8.3

Vehicle Handover to End Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

Application and Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55 4.9.1

Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.9.2

ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.9.3

Type Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.9.4

Explanation for ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56

1328 765 101 - 2007-10

11

ZF-AS Tronic

Table of Contents

5

Annex

5.1

Designations for AS Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-3

5.2

AS Transmission Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-4

5.2.1

AS Transmission Program for Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-4

5.2.2

AS Transmission Program for Special Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-5

5.2.3

AS Transmission Program for Rail Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-5

Attached Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-6

5.3

1328 765 101 - 2007-10

12

ZF-AS Tronic

List of Documents warranty cover granted by ZF cannot otherwise be assured. The documents attached to the technical manual are provided for information only. Please contact your personal contact in the Technical Sales department if you need binding drawings for installation investigations etc.

Other Applicable Documents (Attached and/or other documents to which reference is made in the technical manual) The specifications listed in these documents must be observed because fault-free operation of the ZF-AS Tronic transmission systems as well as the

Documents to which reference is made in the technical manual Order no.

Type of document

Techn. information

0000 0000 6255

Form

Customer Specification (German)

0000 0000 6240

Form

Customer Specification (English)

0000 701 972

Standard

Conservation, paintwork for AS Tronic solo

0000 701 973

Standard

Conservation, paintwork for AS Tronic with Intarder (rear left heat exchanger)

0000 701 974

Standard

Conservation, paintwork for AS Tronic with Intarder (rear right heat exchanger)

0000 702 371

Specification

Conservation, paintwork for AS Tronic mid solo

0000 766 707

CD-Rom

Propshaft calculation program

0000 766 708

Diskette

Propshaft calculation program

TE-ML 02

List of Lubricants

TE-ML 02 (for current List of Lubricants, refer to www.zf.com)

1328 757 152

Type sheet

PTO ZF-AS Tronic

1328 761 005

TKI

Signal specification

1328 761 053

Specification

Clutch

1336 757 151

Type sheet

PTO ZF-AS Tronic mid

6009 796 001

TKI

Transmission actuator

6029 705 003

TKI

Vehicle wiring

6041 622 026

Installation drawing

ZF range selector module + ZF extension module

6041 722 041

TKI (E-Module 2)

ZF range selector module / ZF extension module

6085 765 104

Technical manual

ZF-Intarder

6085 766 104

CD-Rom

ZF-Intarder

6090 754 140

Installation manual

PTOs

---

Type sheet

Testman Pro

1328 765 101 - 2007-10

13

ZF-AS Tronic

List of Abbreviations

List of Abbreviations ABS

ABS anti-lock braking system

ASC

Anti-Slip Control

BA

Operating Instructions

Bu

Bush contact

CAN

Controller Area Network

DBV

Pressure relief valve

E-box

Electronics box

E-module

Electronic module

EBZ


ECU

Electronic control unit

EDC

Electronic diesel control (engine electronics)

EMC

Electro-magnetic compatibility

EOL programming

End-of-line programming

FMEA

Failure Mode and Effects Analysis

GP

Rear-mounted range change group

GV

Splitter group or front-mounted group

HF line

High frequency line

IT

Intarder

JPT

Junior Power Timer

K line

Communication line

KWP

Key Word Protocol

MV

Solenoid valve

PF

Product family

PTO

Power take off

Rear axle

Hydraulic connection

RSV

Non-return valve

ST MNL

Pin contact, Mate-N-Lock

STVZO

Highway code

SW

Software

TCU

Transmission Control Unit

Term. 15

Terminal 15 (switched to +)

Term. 30

Terminal 30

TKI

Technical Customer Information

Torque converter clutch

Torque converter clutch

WS

Travel sensor

1328 765 101 - 2007-10

14

ZF-AS Tronic

Index

Date of issue

a

1999-12

b

2000-09

Overview of Amendments: 1328 765 101

Chapter

2 4

Initiator

Remark

LPE2-B

Complete revision

LPE2-B

2.2.3 - 2.2.8, 2.3.2, 2.4.1, 2.4.3 4.1.1, 4.1.3, 4.1.5 - 4.1.9, 4.1.16 - 4.1.18, 4.2.4, 4.2.5, 4.3, 4.4.2.2, 4.4.9, 4.5, 4.6.3, 4.7.1, 4.7.5, 4.7.6 4.9.4 Annex

5 c

2002-09

LPE2-B

Contents revised: List of documents , 2.2 - 2.5, 3.1 - 3.5, 4.1.5, 4.1.8, 4.1.9, 4.1.17, 4.1.18, 4.2, 4.4.1, 4.4.5, 4.4.6, 4.4.7, 4.5, 4.7.5, 4.7.7 Editorial revision: 1, 2.1, 4.1.1, 4.1.2, 4.1.4, 4.1.6, 4.1.10, 4.1.16, 4.3, 4.4.8, 4.7.6, 4.1.10, 4.1.16, 4.3, 4.4.8, 4.7.6, 4.8.1, 4.9.1 Added: List of abbreviations, 5.1, 5.2 Replaced by: –

d

2002-10

LPE2-B

Contents revised: 2.2.9, 2.2.11, 3.2.4, 4.2, 4.2.5, 4.7.4, 5.1, 5.2.2 Editorial revision: Copyright, Preface, 3.1.3, 4.4.6 Added: – Replaced by: –

e

2003-08

LPE2-A

Contents revised: 2.2, 2.5, 3.1.6, 3.1.7, 4.1 - 4.5, 5.1, 5.2 Editorial revision: 1, 2.4.1, 3.5, 4.7, 4.9 Added: 2.4.2, 4.8.1, 4.8.2 Replaced by: –

f

2005-04

LPE2-A

Contents revised: 2.2.4 - 2.2.16, 2.4.2.1, 2.4.4, 2.5.2, 3.2, 4.1.1, 4.1.6, 4.1.8, 4.1.15, 4.2.4, 4.3.1, 4.3.2, 4.3.7, 4.4.7, 4.5, 4.6.5, 4.7.1, 4.9.3, 5.2 Editorial revision: 3.1.3 - 3.1.7, 3.3.2, 3.5.2, 4.1.5, 4.1.9, 4.1.10, 4.1.16, 4.3.6, 4.4.4, 4.7.7 Added: 1.2, 2.2.3, 2.4.2.2, 2.4.3, 4.3.8, Fig. 2.3 Replaced by: –

g

2006-05

LPE2-A

Contents revised: 1, 2.1, 2.2.3 - 2.2.16, 2.4.1 - 2.4.2.2, 3.1, 3.1.7, 3.5.2, 4.1.8, 4.1.16, 4.2.4, 4.3.2, 4.3.4, 4.4.1, 4.4.6, 4.4.7.2, 4.7.4, 4.8.1, 4.8.1.1, 4.8.1.3, 4.8.1.5 - 4.8.1.7, 4.8.1.11, 5.2.1, 5.2.3, 5.3 Editorial revision: 3.3.2, 4.1.10 Added: 4.1.11.1, 4.1.11.2, 4.8.1.3.1, 4.8.1.3.2 Replaced by: –

1328 765 101 - 2007-10

1 2 3 4 5

15

ZF-AS Tronic

Overview of Amendments: 1328 765 101

Index

Date of issue

Chapter

h

2007-09

2 3 4

1328 765 101 - 2007-10

Initiator

Remark Contents revised: 2.2.4 - 2.2.13, 2.4.1.1, 3.1.3, 3.1.5, 3.1.7, 3.1.7.1, 3.1.7.2, 3.2.2, 4.1.7, 4.1.9, 4.2.4, 4.2.5, 4.3.1, 4.7.6, 4.9.4, 5.3 Editorial revision: Bus-specific descriptions were removed as SB is preparing its own THB (Technical Manual). Standardization of descriptions: TCU, ECU, EST and System CAN, Vehicle CAN, and Vehicle System CAN Added: – Replaced by: –

16

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

1


1.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-3

1.2

Interfaces

1-4

.................................................

1-1

1328 765 101 - 2007-10

1-2

ZF-AS Tronic 1

Brief Description


ZF-AS Tronic 027530

ZF-AS Tronic mid 026809

1.1

General The driver has the opportunity to drive the vehicle in both semi-automatic mode and fully automatic mode. When in semi-automatic mode, manual shifting is simplified through the use of a range selector.

The ZF-AS Tronic transmission system is a combination of an electronically-pneumatically shifted constant mesh gearbox and an automated dry clutch. An electronic engine control unit and CAN communication must be in place before the ZF-AS Tronic transmission system can be used.

When in fully automatic mode, gears are selected and shifted by the electronic transmission control unit, although the driver can intervene if so desired. All system functions needed, e.g. Neutral, gear change, clutch overload, and diagnosis information are shown on the display.

The automated clutch (no clutch pedal) renders clutch operation by the driver unnecessary. The actual shift process is undertaken by the electronic transmission control unit.

1328 765 101 - 2007-10

1-3

ZF-AS Tronic 1.2

Brief Description

Interfaces

1

5

6 9 13 2

4 15 14

7

10

12

2

16

11

17

3

8

024350

For key, see page 1-5

1328 765 101 - 2007-10

1-4

ZF-AS Tronic

Brief Description

Key Item

Parameter

Possible interface problems in the event of non-compliance of specified limit values

Link / Resp. HB

Mechanical interface 1

Engine

Geometry of SAE 1

Chap. 4.1.7

Torque arm

Chap. 4.1.8

Bending and torsional vibration

Chap. 4.1.11 / 12

Temperature

Chap.2 ff.

2

Transmission suspension

(optional)

3

Output

Rotational irregularity

Engaging gears / Spline / Synchronizer unit

Chap. 4.1.10

Nout max

Transmission damage, overspeed

2.2.3 ff.

4

5

Input shaft

Clutch

Chap. 4.1.8

Rotational irregularity

Engaging gears / Spline / Synchronizer unit

Chap. 4.1

Minp max, Ninp max

Bearing damage / Gear damage

Chap. 2.2 ...

Pilot bearing

Bearing damage in transm. / splitter group spline / transm. brake

Chap. 4.1.7

Release forces / Travel

Clutch plate, release bearing, quality of setting off / gear shifting

Chap. 4.1.6

Friction characteristics

Quality of setting off / gear shifting

Chap. 4.1.5

Inertia torque

Transmission brake, splitter group synchronizer unit

Chap. 4.1.5

Geometry

Collision

Chap. 4.1.6

Electronic interface 6

6a


Vehicle-CAN signal interface

Connector on vehicle

See integration FMEA

Chap. 4.4.2 ff.

Wiring


Chap. 4.1.17 / 18 Chap. 4.1.16

Accessibility

Additional costs for warranty are not reimbursed

Engine messages


ABS/EBS messages


Onboard computer / PTO messages


Speedo messages


Display messages


Diagnosis messages

Diagnosis capability

Chap. 4.4.8

Speed range selector messages See integration FMEA 6b

ZF-CAN signal interface

CAN hardware interface


Chap. 4.4.4

Messages ZF selector lever, ZF range selector module / ZF extension module


Agreement with ZF

Interface / Application / testing

BUS use of capacity

6c

K-LINE signal interface

Diagnosis messages

Diagnosis capability

7

Neutral switch

Nominal voltage 24 V

Starter interlock or other vehicle functions

Chap. 3.5 ff. Chap. 4.4.7.1

8

Speedometer

Tachograph

Sensor selection

Chap. 4.4.7.2


Pressure

Air pressure too low, cable cross-section too small, pneumatic boiler too small, no non-return valve, see integration FMEA

Chap. 4.5

Clutch actuator

Air quality

Dirt results in failure

Pneumatic interface 9 10

Additional interface 11

Heat exchanger

optional

Chap. 4.2.4

Bypass valve 12

13

ZF PTO (optional)

ZF Power Take Off Units (PTOs)

Chap. 2.5.2


Chap. 2.4.1.2 / Chap. 2.4.2.2

Compressed air connection

Chap. 4.1.17 / Chap. 4.5

Transmission bleeding

Oil change interval, synchronizer damage / Corrosion / Water ingress (corrosion)

Chap. 4.3.7

Ambient condition 14

Oil

15

Corrosion protection

Chap. 4.7.3

16

Water (not fordable)

Chap. 4.1.15

17

Temperature

Chap. 4.2 ff.

1328 765 101 - 2007-10

Approved oil grades

Cooling / Water / Bearing / Spline

1-5

Chap. 4.3 ff.

1328 765 101 - 2007-10

1-6

ZF-AS Tronic

Table of Contents

2


2.1

System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-3

2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.2.7 2.2.8 2.2.9 2.2.10 2.2.11 2.2.12 2.2.13

Transmission and Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description of Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description of Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overview of Product Families . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Product Family 1: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . Product Family 1: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . Product Family 2: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . Product Family 2: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . Product Family 3: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . Product Family 3: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . Product Family 3: Technical Data 16-Speed / Direct Drive . . . . . . . . . . . . . . Product Family 3: Technical Data 16-Speed / Overdrive . . . . . . . . . . . . . . . Product Family 4: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . Product Family 4: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . .

2-4 2-4 2-6 2-7 2-8 2-9 2-10 2-11 2-12 2-13 2-14 2-15 2-16 2-17

2.3 2.3.1 2.3.2

Transmission Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 Transmission Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 Clutch Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

2.4 2.4.1

Peripheral Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF Selector Lever With Integrated E-Module and Additional ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF selector lever with integrated E-module . . . . . . . . . . . . . . . . . . . . . . . . . ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF Range Selector Module + ZF Extension Module . . . . . . . . . . . . . . . . . . . ZF Range Selector Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4.1.1 2.4.1.2 2.4.2 2.4.2.1 2.4.2.2 2.4.3

1328 765 101 - 2007-10

2-1

2-20 2-20 2-20 2-22 2-23 2-23 2-23 2-24

ZF-AS Tronic

Table of Contents

2.5 2.5.1 2.5.1.1 2.5.1.2 2.5.1.3 2.5.1.4 2.5.1.5 2.5.1.6 2.5.1.7 2.5.1.8 2.5.2 2.5.2.1 2.5.2.2 2.5.2.3 2.5.2.4

1328 765 101 - 2007-10

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Grade and Oil Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coolant Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pneumatic Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communication Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speedo Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vehicle Driven PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Retrofitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-2

2-27 2-27 2-27 2-27 2-27 2-27 2-27 2-28 2-28 2-28 2-28 2-28 2-29 2-29 2-29

ZF-AS Tronic


2


2.1

System Design components and instead uses the vehicle’s systems such as engine electronics with accelerator pedal (6) and brake pedal (7), electronic brake system with wheel speed sensors etc.

The transmission system consists of the transmission (1) and the components needed to automate the system. The transmission actuator (2) and clutch actuator (3) components are integrated in the transmission. The peripheral components, i.e. the range selector (4), rotary switch (9), display (5), and ZF extension module (8) should also be installed in the vehicle.

The ZF-AS Tronic is integrated in the overall vehicle system by networking the vehicle electronics by means of a CAN bus. The reciprocal system dependencies this produces must be investigated as part of a vehicle integration FMEA.

When integrated in the vehicle system, the ZF-AS Tronic no longer needs its own peripheral

8 1 4

5

D DM

N

2

R RM

9

6 7

1 2 3 4 5

Transmission Transmission actuator Clutch actuator Range selector Display

3

6 7 8 9

Accelerator Brake pedal ZF extension module Rotary switch 027513

Fig. 2.1 ZF Standard System Design

1328 765 101 - 2007-10

2-3

ZF-AS Tronic 2.2


Transmission and Shift System

2.2.1 Description of Transmission The ZF-AS Tronic family covers the following transmission types: • ZF-AS Tronic mid (product families 1+2) • ZF-AS Tronic (product families 3+4)

– The precise assignment of all transmissions to product families and the max. permissible torques can be found in the Annex (5.1 + 5.2).

All transmissions of the ZF-AS Tronic family consist of a four-speed section in the 16-speed version or a three-speed section in the 12-speed version and a splitter group (GV) and rear-mounted range change group (GP) in a planetary design. The 4(3)-speed transmission section has constant mesh engagement. Speed-matching (synchronization) is performed by the engine control unit and the transmission brake. The splitter group and range change group have synchromesh. The transmissions of product families 1+2 have one countershaft. The transmissions of product families 3+4 have two countershafts. This compact design (with reduced weight) ensures a good distribution of torque, lower gear loading levels, and therefore greater efficiency in this performance class.

1328 765 101 - 2007-10

2-4

ZF-AS Tronic


Distribution of power: In constants K1 and/or K2 to both countershafts. K2 K1

4

Transmission brake Splitter group

3 2

1

4-speed transmission

Range-change group

014867

Fig. 2.2 Example: ZF-AS Tronic, 16-speed with 2 countershafts Splittergroup

3-speed transmission

3

K1

2

K2

Reverse

Range-change group

1

R

Transmission brake 024459_en

Fig. 2.3 Example: ZF-AS Tronic mid with one countershaft 1328 765 101 - 2007-10

2-5

ZF-AS Tronic


2.2.2 Description of Shift System The shift cylinders are integrated in the transmission actuator and are actuated pneumatically.

16-speed shift system 2

3

4

g Gpaened 1166-s

1

5

GV

3/4

1/2

R

GP

12-speed shift system 2

3

4

ged sGpaen 1212-

1

GV

5

2/3

1 2 3 4 5

1/R GP

019489 / 019490

Fig. 2.4

1328 765 101 - 2007-10

Transmission actuator Shift cylinder for splitter group Shift cylinder for main transmission Shift cylinder for the range change group Selector cylinder for main transmission

2-6

1328 765 101 - 2007-10

Input torque [Nm]

2-7

12

0

AS

200

400

600

800

1000

1200

1400

1600

1800

2000

10 10

TO

12

AS

1

AS

TD

12

0 01

1

0 21

TO

12

AS

1

AS

TD

12

0 22

1

AS

TO

12

0 42

1 AS

TD

12

0 42 1

0 62 12

TO

* under development

Directdrive

2400

2200

Overdrive

Key

AS

900 mm Installation length

16 AS

TD

12

30

Product Family 2 2 Produktfamilie

2600

2800

3000

3200


Product Family 11 Produktfamilie

ZF - AS Tronic mid 1 countershaft ZF - AS Tronic mid

2.2.3 Overview of Product Families

1

AS

TO 12

0 93

1

AS

TD 12

0 93

21

AS

TO 12

30

2

AS

TD 12

0 13

2

12

0 33

AS

TO


Product Family 3 12-speed

23

AS

TD 12

30

2

0 53

TO 16

AS

2 countershafts

2

16

AS

TD 2

O 63

TO 12


AS


0 23

ZF - AS Tronic

2

12

0 14

AS

TD 2

12

0 34

AS

TD 2

AS

TO 12

0 54

AS

TD 12

40 25

40 27

TO 12



AS

* AS

TO 12

40 29

3

0 14

TO

*

028962_en

ZF-AS Tronic Transmission System and its Components

ZF-AS Tronic

Transmission System and its Components Max.input torque (traction/coasting)*:

2.2.4 Product Family 1: Technical Data 12-Speed / Direct Drive

Input speed:

max. 2 650 rpm (traction) max. 2 800 rpm (coasting)

2

Oil volume:

approx. 7.8 liters

840 mm

Weight:

183 kg**

12.83 - 1.0 13.07 - 10.56

Center of gravity: Refer to installation drawing (Section 4.1.1)

Number of forward gears:

12

Number of reverse gears: Length: Ratio range:

Forwards Reverse

1 000 Nm / 700 Nm1)

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions. ** Without peripherals, oil fill, PTOs, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator. Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg. 1) Higher torque upon request.

12-speed / direct drive

Powerflow diagram

KI Gear 1.

Ratio i

Gear ratio step

12.834

Inertia torque 1) kgm2

10.369

0.062

1

0.086

2

0.067

3

0.093

4

0.078

5

0.109

6

0.083

7

0.118

8

0.120

9

0.174

10

0.205

11

1.291 3.

8.029 1.238

4.

6.487 1.253

5.

5.176 1.238

6.

4.182 1.363

7.

3.069 1.238

8.

2.480 1.291

9.

1.920 1.238

10.

1.551 1.253

11.

1.238 1.000

R1

13.072

0.304

10.561 – –

– –

0.086 0.059 0.081

PL PTO

R1

0.062 1.238

R2 N K1 N K2

R

12

1.238 12.

2 1

Gear

1.238 2.

3 KII

R2 PTO-K1

1) Values relate to input end.

PTO-K2 019425

1328 765 101 - 2007-10

2-8

ZF-AS Tronic

Transmission System and its Components max. input torque (traction/coasting)*:

2.2.5 Product Family 1: Technical Data 12-Speed / Overdrive

Input speed:


2

Oil volume:

approx. 7.8 liters

840 mm

Weight:

183 kg**

Number of forward gears:

12

Number of reverse gears: Length: Ratio range:

Forwards Reverse

1 000 - 1 200 Nm / 840 Nm1)

10.37 - 0.81 10.56 - 8.58



12-speed / overdrive

Powerflow diagram

3 KI Gear 1.

Ratio i

Gear ratio step

10.369


8.428

0.084

1

0.108

2

0.091

3

0.118

4

0.107

5

0.143

6

1.299 3.

6.487 1.230

4.

5.273 1.261

5.

4.182 1.230

6.

3.399

7.

2.480

8.

2.015

9.

1.551

10.

1.261

11.

1.000

12.

0.813

0.437

R1

10.561

0.084

R2 N K1 N K2

8.584 – –

1.371

PL PTO

7

0.116 1.230

8

0.156

9

1.299 0.172 1.230

10

0.241

11

1.261 0.302

12

1.230

R1

1.230 – –

R

Gear

1.230 2.

KII

2 1

0.107 0.105 0.075

R2 PTO-K1


PTO-K2 019426

1328 765 101 - 2007-10

2-9

ZF-AS Tronic




2

Oil volume:

approx. 9.3 liters

900 (910) mm

Weight:

201 kg**

12.83 - 1.0 13.07 - 10.56


12

Number of reverse gears: Length: Forwards Reverse

1 200 - 1 400 Nm / 980 Nm1)

Input speed: Number of forward gears:

Ratio range:

max. input torque (traction/coasting)*:



Powerflow diagram

KI Gear 1.

Ratio i

Gear ratio step

12.834


10.369

0.072

1

0.101

2

0.077

3

0.108

4

0.089

5

0.126

6

0.094

7

0.134

8

0.132

9

0.193

10

0.221

11

1.291 3.

8.029 1.238

4.

6.487 1.259

5.

5.176 1.238

6.

4.182 1.363

7.

3.069 1.238

8.

2.480 1.291

9.

1.920 1.238

10.

1.551 1.253

11.

1.238 1.238

12.

1.000

R1

13.072

0.329 0.072 1.238

R2 N K1 N K2

10.561 – –

– –

0.100 0.069 0.096

2 1

R

PL PTO

Gear

1.238 2.

3 KII

12 R1 R2 PTO-K1


PTO-K2 019425

1328 765 101 - 2007-10

2-10

ZF-AS Tronic




2

Oil volume:

approx. 9.3 liters

900 (910) mm

Weight:

201 kg**

12


1 400 - 1 600 Nm / 1 120 Nm1)


Ratio range:


10.37 - 0.81 10.56 - 8.58




Powerflow diagram

3 KI Gear 1.

Ratio i

Gear ratio step

10.369


8.428

0.098

1

0.127

2

0.106

3

0.138

4

0.123

5

0.165

6

0.131

7

0.177

8

1.299 3.

6.487 1.230

4.

5,273 1.261

5.

4.182 1.230

6.

3.399

7.

2.480

1.371 1.230 8.

2.015

9.

1.551

1.299

1.261

0.266

10

0.326

11

1.261 11.

1.000

12.

0.813

R1

10.561

0.473

R1

0.098 1.230

8.584 – –

– –

0.126 0.124 0.087

PTO

12

1.230

R2 N K1 N K2

PL

9

0.190 1.230

10.

R

Gear

1.230 2.

KII

2 1

R2 PTO-K1


PTO-K2 019426

1328 765 101 - 2007-10

2-11

ZF-AS Tronic




2

Oil volume:

approx. 12 liters

910 mm

Weight:

242 kg**

15.86 - 1.0 14.68 - 11.41


12


1 600 - 2 300 Nm


Ratio range:


* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions. ** Without peripherals, oil fill, PTOs, Intarder, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator. Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.


Powerflow diagram

KI

KII 3

21

PTO

R PL

Gear 1.

Ratio i

Gear ratio step

15.858


Gear

0.092

1

0.143

2

0.096

3

1.287 2.

12.326 1.289

3.

9.565 1.287

4.

7.435

4

0.150 1.266

5.

5.873

0.106

5

0.167

6

0.112

7

0.176

8

0.151

9

0.241

10

0.252

11

0.409

12 R1

1.287 6.

4.565 1.314

7.

3.474 1.287

8.

2.700

9.

2.095

10.

1.629

11.

1.287

12.

1.000

R1

14.683

R2 N K1 N K2

11.413 – –

1.289 1.287 1.266 1.287

1.287 – –

0.090 0.140

R2 PTO-K1


1328 765 101 - 2007-10

2-12

018742

ZF-AS Tronic




2

Output speed:

max. 3 200 rpm (coasting)

910 mm

Oil volume:

approx. 12 liters

12.33 - 0.78 11.41 - 8.88

Weight:

240 kg**

12


1 900 -2 500 Nm


Ratio range:


Center of gravity: Refer to install. drawing (Sec. 4.1.1)



Powerflow diagram

KI

KII 3

21

R

PTO PL

Gear 1.

Ratio i

Gear ratio step

12.326


Gear

0.118

1

0.186

2

0.123

3

0.195

4

0.137

5

0.218

6

0.155

7

0.247

8

0.225

9

0.362

10

0.406

11

0.662

12

1.285 2.

9.590 1.290

3.

7.435 1.285

4.

5.784 1.267

5.

4.565 1.285

6.

3.552 1.316

7.

2.700 1.285

8.

2.101 1.290

9.

1.629 1.285

10.

1.267 1.267

11.

1.000 1.285

12.

0.778

R1

11.413

R1 1.285

R2 N K1 N K2

8.880 – –

– –

0.181 0.115

R2 PTO-K1


1328 765 101 - 2007-10

2-13

018741

ZF-AS Tronic




2

Oil volume:

approx. 13 liters

953 mm

Weight:

255 kg**

17.03 - 1.0 15.77 - 13.07


16


2 200 Nm


Ratio range:




Powerflow diagram KI

KII 4

32

1R

PTO PL

Gear 1.

Ratio i

Gear ratio step

17.029


Gear

0.100

1

0.139

2

0.102

3

0.143

4

0.107

5

0.149

6

0.115

7

0.162

8

0.120

9

0.169

10

0.146

11

0.207

12

0.201

13

0.287

14

0.309

15

0.443

16

1.206 2.

14.120 1.227

3.

11.504 1.206

4.

9.539 1.213

5.

7.864 1.206

6.

6.521 1.184

7.

5.506 1.206

8.

4.565 1.224

9.

3.730 1.206

10.

3.093 1.227

11.

2.520 1.206

12.

2.089 1.213

13.

1.723 1.206

14.

1.428 1.184

15.

1.206 1.206

16.

1.00

R1

15.768

R2 N K1 N K2

13.074 – –

R1

1.206 – –

0.098 0.137

R2 PTO-K1

1) Values relate to input end. 1328 765 101 - 2007-10

2-14

014282

ZF-AS Tronic




2

Output speed:


953 mm

Oil volume:

approx. 13 liters

14.12 - 0.83 13.07 - 10.81

Weight:

252 kg**

16


2 600 Nm


Ratio range:





Powerflow diagram KI

KII 4

3

2

1R

PTO PL

Gear 1.

Ratio i

Gear ratio step

14.120


Gear

0.123

1

0.174

2

0.126

3

0.178

4

0.133

5

0.188

6

0.145

7

0.206

8

0.152

9

0.217

10

0.191

11

0.272

12

0.270

13

0.389

14

0.427

15

0.617

16

1.209 2.

11.677 1.224

3.

9.539 1.209

4.

7.889 1.210

5.

6.521 1.209

6.

5.393 1.181

7.

4.565 1.209

8.

3.776 1.221

9.

3.093 1.209

10.

2.558 1.224

11.

2.089 1.209

12.

1.728 1.210

13.

1.428 1.209

14.

1.181 1.181

15.

1.000 1.209

16.

0.827

R1

13.074

R1 1.209

R2 N K1 N K2

10.812 – –

– –

R2 0.170 0.120

PTO-K1

1) Values relate to input end. 1328 765 101 - 2007-10

2-15

014283

ZF-AS Tronic




2

Oil volume:

approx. 13 liters

953 mm

Weight:

256 kg**

15.86 - 1.0 14.68 - 11.38


12


2 100 - 2 500 Nm


Ratio range:




Powerflow diagram

KI

KII 3

21

PTO

R PL

Gear 1.

Ratio i

Gear ratio step

15.858


Gear

0.100

1

0.158

2

0.104

3

0.163

4

0.112

5

0.177

6

0.127

7

0.202

8

0.177

9

0.286

10

0.306

11

0.501

12 R1

1.290 2.

12.292 1.285

3.

9.565 1.290

4.

7.414 1.259

5.

5.890 1.290

6.

4.565 1.314

7.

3.474 1.290

8.

2.693 1.285

9.

2.095 1.290

10.

1.624

11.

1.290

12.

1.000

R1

14.680

R2 N K1 N K2

11.380 – –

1.259 1.290

1.287 – –

0.099 0.155

R2 PTO-K1


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018740

ZF-AS Tronic




2

Output speed:


953 mm

Oil volume:

approx. 13 liters

12.29 - 0.78 11.38 - 8.88

Weight:

252 kg**

12


2 500 - 2 700 Nm


Ratio range:





Powerflow diagram

KI

KII 3

21

PTO

R PL

Gear 1.

Ratio i

Gear ratio step

12.292


Gear

0.132

1

0.207

2

0.137

3

0.216

4

0.151

5

0.240

6

0.176

7

0.281

8

0.260

9

0.418

10

0.475

11

0.771

12

1.282 2.

9.590 1.293

3.

7.414 1.282

4.

5.784 1.267

5.

4.565 1.282

6.

3.562 1.323

7.

2.693 1.282

8.

2.101 1.294

9.

1.624 1.282

10.

1.267 1.267

11.

1.000 1.282

12.

0.780

R1

11.380

R1 1.285

R2 N K1 N K2

8.880 – –

– –

R2 0.202 0.129

PTO-K1


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018743

ZF-AS Tronic 2.3


Transmission Components

2.3.1 Transmission Actuator All functions needed for open loop/closed loop transmission control can be found in the transmission actuator. It has a mechanical, electrical, and pneumatic interface and is integrated in the transmission housing in a space saving manner. •

The integrated transmission electronics contain all functions needed for open loop / closed loop transmission and clutch control.

•

The electropneumatic valves control the shift cylinder and transmission brake.

•

The pneumatic shift cylinders actuate the mechanical shift elements in the transmission.

Integrated transmission electronics

•

The sensors record - the current position of all shift cylinders - the transmission input speed - the transmission temperature - the level of air pressure available.

•

The vehicle end connector is the electrical interface to the vehicle CAN system network, the interface to the display, range selector, power supply, diagnosis units, etc.

•

The transmission electronics are integrated in the housing cover. The diagram (Fig. 2.5, on right) shows the transmission actuator with open housing cover.

•

Pneumatic connections are provided by the corresponding connection channels – electric connections by short connection cables.

Compressed air connection and pressure relief valve

Valves • Shifting • Selecting • Transmission brake • Splitter group • Range-change group • Central air

Connector on transmission


Sensors • Travel • Temperature • Speed • Pressure

Shift cylinder • Splitter group • Range-change group • Main transmission (shifting, selecting)

014869 / 010834

Fig. 2.5

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ZF-AS Tronic


2.3.2 Clutch Actuator

024474

Fig. 2.6

The clutch actuator is flange-mounted on the integrated clutch bell housing of the transmission. The clutch is actuated by the clutch actuator, which in turn is actuated by the electronics in the transmission actuator. Clutch actuator and transmission actuator are connected (electrically) by the wiring harness integrated in the clutch actuator and the relevant transmission actuator connector (transmission end connector). In addition to the pneumatic actuation piston responsible for the clutch release, the following components are integrated in the clutch actuator: Two cyclic valves are used each for opening and closing the clutch, whereby both valves have rearmounted orifices of different diameters.

The position of the pneumatic piston and therefore the clutch is recorded by a travel sensor. An electronics module in the clutch actuator provides the sensor signal for the transmission control unit. The clutch can be engaged in a very finely metered manner for sensitive setting off and maneuvering. For very quick clutch actuations, if necessary, the opening and closing times and/or cycle frequencies can be varied to ensure adjustment speeds appropriate for the situation. During every starting procedure, the present clutch initial contact point is learnt in and stored in the transmission actuator for use at a later date (clutch control). This learning in procedure ensures that up to date information about the wear status of the clutch lining is available to the control software at all times. The driver is warned in good time before the clutch is fully worn.

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2-19

ZF-AS Tronic 2.4


Peripheral Components

2.4.1 ZF Selector Lever With Integrated E-Module and Additional ZF Extension Module

Additional interfaces for ZF-AS Tronic

ZF Selector Lever

ZF extension module

ZF-CAN ZF-AS Tronic transmission electronics

027514

Fig. 2.7

2.4.1.1 ZF selector lever with integrated E-module

A/M Changeover +

+ S DM D N R RM

Upshift Cumulative Upshift = = = = = =

A = Automatic

M = Manual

–

Downshift

–

Cumulative Downshift

Search function* Maneuver forwards Drive (forwards, automatic or manual) Neutral Reverse Maneuver in reverse

* If the “S” position (search function) is selected during manual operation and the engine brakes are not activated, the transmission shifts into the ECO gear (low engine speed). If the “S” position (search function) is selected with the engine brake actuated, the transmission shifts into POWER gear (high engine speed). 024451, 023867

Fig. 2.8

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2-20

ZF-AS Tronic As a further range selector variant, the new ZF selector lever with integrated E-module can be used for the ZF-AS Tronic system. This range selector contains the electronics (E-module) needed for recording, transfer, and activation:

Transmission System and its Components Input: “low active” Vin_low < 3,0 V, Impedance: > 1 kΩ (pull-up onVP) Output: “high active”

Selector lever (cpl.) Part number: 6006 039 005 Drawing number: 6006 639 002 Rotary switch (cpl.) Part number: 6006 199 080 Drawing number: 6006 629 032 The range selector is the control element for: • Selecting the driving range, • Selecting the gear, • Activating / Deactivating automatic mode, • Selecting the search function. The positions of the lever-type range selector are recorded using a sensor matrix and converted into CAN signals by the electronics in the range selector. In addition to recording the driver’s request, an input and an output signal can also be connected to the range selector. The definition of the components connected to the input or output as well as their wiring should if necessary be established in agreement with ZF. If the range selector output is used to activate a component, then the ground / earth connection of this component MUST be routed back to the range selector. The definitions of the corresponding implementations must be agreed upon with ZF.

Vin_high > 8,0 V, Impedance: > 150 kΩ (pull-down on VM) The following limit values are to be observed for the wiring of the digital outputs: Total current (sum of all ADs): 730 mA Maximum current per output (AD): 600 mA Maximum extinction energy: 15 mJ

A valid inductive-load reference value may be: Lmanufacturer = Specified inductance value of manufacturer or measured value [mH] IL = Rated current [A] RL = Rated resistance [Ω] The approximate inductive-load limit value referred to the maximally permitted extinction energy can be determined as follows: Lmanufacturer <

15 mJ I 2L

and Lmanufacturer < 0,026 • R2L (If necessary, four more outputs can be depicted on the lever-type range selector – applications for implementation can be clarified on request.) NOTE The cover (hood) do not fall within the standard ZF scope of supply. Customer-specific parts should be ordered separately. – More details of the lever-type and rotary switch can be found in the installation drawings.

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2-21

ZF-AS Tronic


2.4.1.2 ZF Extension Module The extension module serves to extend the I/O scope of a transmission control unit. The module and transmission control unit communicate through a CAN interface. Outputs can be served by the transmission control unit (TCU) via the CAN interface. Consumers which are connected to one of the ground/earth switching outputs can, in the event of an error, be deactivated by the central deactivation channel (two pins). Input signals are recorded and are then made available for the TCU via CAN communication. These are e.g. PTO request, PTO confirmation signal, or the door signal. Outputs, whose software functions can be assigned, are also activated, e.g. activate Neutral in transmission or PTO1/2. If an earth/ground-switching output of the extension module is used to activate a component (e. g. PTO), the component must be attributed to the VPS output. The definitions of the corresponding implementations must be agreed upon with ZF. Part number: Drawing number:

6041 322 047 6041 622 026

More data on the ZF extension module can be found in the installation drawing and technical customer information no. 6041 722 041.

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2-22

ZF-AS Tronic 2.4.2


ZF Range Selector Module + ZF Extension Module


ZF range selector module

ZF extension module

ZF-CAN ZF-AS Tronic transmission electronics

024472

Fig. 2.9

2.4.2.1 ZF Range Selector Module

2.4.2.2 ZF Extension Module

The range selector module is used to record range selector signals from the customer’s controls and/or to extend the I/O scope of a transmission control unit. The module and transmission control unit communicate through a CAN interface.

The module is identical to the extension module described in Section 2.4.1.2.

The signals are permanently assigned to inputs and outputs. Item number: Drawing number:

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6041 322 044 6041 622 026

2-23

ZF-AS Tronic

Transmission System and its Components drawing no. 0501 211 422

2.4.3 Display

The display shows operating displays, warning information, and system errors. The display communicated with the transmission electronics via a ZF-specific interface. The display can if necessary be replaced by a vehicle manufacturer’s interface-compatible display device. OPERATING DISPLAYS Display

Description • System self-check (with ignition ON)

024367

• Drive maneuvering

024368

• Transmission in Neutral

024369

• PTO - Arrow pointing upwards means PTO 1 is activated. - “PN” means PTO (P) activated and transmission is in Neutral (N). 024370

• PTO - Arrows pointing upwards and downwards means PTOs 1 and 2 are activated. - “P1” means PTO activated and 1st gear engaged in transmission. 024371

• Reverse gear “high” engaged

024445

• Reverse gear “low” engaged

024444

• Reverse maneuvering

024373

• Manual operations 4th gear is engaged in the transmission. 024374

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ZF-AS Tronic


• Gearshift recommendation in manual operations. - 2 bars and downwards pointing arrow mean downshift option of up to 2 gears. - “5” means 5th gear is engaged. 024375

• Automatic operation is shown in display by 4 bars with 2 arrows. (3rd gear engaged in transmission) 024376

WARNING INFORMATION Display

Description • «AL» = Airless • Insufficient air pressure

024377

• «CC» = Clutch check • Clutch position cannot be learnt. 024378

• «CL» = Clutch • Clutch overloaded. • Select lower gear. 024379

• «CW» = Clutch wear • Clutch worn. 024380

• «EE» = Electronic error • Appears if communication between the display and transmission electronics is interrupted. 024381

• «FP » = Accelerator pedal • Remove foot from accelerator. 024383

• «HT» = High temperature • Excess transmission temperature. 024384

• «TC» = Transmission check • Transmission positions cannot be learnt. 024386

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2-25

ZF-AS Tronic


SYSTEM ERROR Display

Description • System error ! • Restricted further travel possible.

024387

S T O P

• System error STOP! • Stop ! • Further travel not possible.

024388

• Error number display • Example: Error no.: 53 024473

• Example: Error no.: 168 • If 4 bars are displayed in addition to the number shown, this means: Error no. + 100. 024390

• Example: Error no. 227 • If 4 bars and 2 arrows are displayed in addition to the number shown, this means: Error no. + 200 024391

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2-26

ZF-AS Tronic 2.5

Transmission System and its Components – More information can be found in the ZF-Intarder technical manual order no. 6085 765 104.

Auxiliaries

2.5.1 Intarder The Intarder is a hydrodynamic and therefore zerowear transmission brake. Transmission of product families 3 and 4 can be supplied with a ZF-Intarder. The ZF-Intarder is not available for product families 1 and 2.

2.5.1.3 Oil Grade and Oil Fill

2.5.1.1 General

The ZF-AS Tronic with integrated Intarder may only be filled with the oils approved in List of Lubricants TE-ML 02.

The Intarder and ZF-AS Tronic transmission share a common oil supply. The therefore increased oil volumes can be found in the Intarder technical manual (order no. 6085 765 104).

An overview of the system concept, structure, function, operating elements, function variants, periphery and safety functions, as well as installation and diagnosis information can be found in technical manual (order no. 6085 765 104).

– List of Lubricants TE-ML 02 (refer to Section 4.3) provides information about the precise oil specification as well as the oil change intervals.

– A separate technical manual is available for the ZF-Intarder (order no. 6085 765 104 / CD 6085 766 104).

2.5.1.4 Coolant Connection An oil-water heat exchanger is fitted to the Intarder. This has to be included in the engine cooling water circuit.

2.5.1.2 Mechanical Interface The Intarder is integrated in the ZF-AS Tronic transmission. The Intarder can only be retrofitted by converting the transmission. At the point of ordering the ZF-AS Tronic transmission, a decision must therefore be made regarding the additional delivery of an Intarder. The installation of the SAE 1 flange in relation to the output flange is the same as with the ZF-AS Tronic without Intarder attachment. – The installation position of the transmission can be found in the standard installation drawings (refer to Section 4.1.1).

– More information can be found in the ZF-Intarder technical manual order no. 6085 765 104.

2.5.1.5 Pneumatic Interface The air connection for the ZF-Intarder may either be provided via the air reservoir of the ZF-AS Tronic transmission (refer to Section 4.5) or via a separate connection on the air reservoir for auxiliary consumers. – Refer to information provided in the ZF-Intarder technical manual order no. 6085 765 104.

Electronics supplied with the Intarder are housed in the dry area of the vehicle (e.g. driver’s cab).

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2-27

ZF-AS Tronic


2.5.1.6 Electrical Interface

2.5.2

The Intarder has an electrical interface to the vehicle wiring. There is no direct electrical connection to the ZF-AS Tronic.

2.5.2.1 Clutch-Dependent PTOs

– The circuit diagrams and wiring diagrams for the various Intarder systems can be found in the ZF-Intarder technical manual no. 6085 765 104.

2.5.1.7 Communication Interface The Intarder electronics contain a CAN-interface in accordance with SAE J 1939. This interface is used for the exchange of signals with other systemcompatible vehicle electronics. – The signal contents and signal specification should be agreed with ZF Friedrichshafen AG.

2.5.1.8 Speedo Signal – When using the Intarder, ensure the use of speedo signals corresponding to the instructions provided in the ZF-Intarder technical manual order no. 6085 765 104.

PTOs

Clutch-dependent ZF-PTOs can be used for many different operations. The PTOs can either be fitted in the factory and supplied with the ZF-AS Tronic or retrofitted onto the ZF-AS Tronic. The PTOs are either available with output flange or for pump attachment. It should be noted that the control unit for engageable PTOs is integrated in the ZF-AS Tronic electrical system and has to be released via software configuration (ZF-AS Tronic and if necessary, vehicle computer). The PTO ratio should be selected so that the engine speed during PTO operations under load is at least 800 rpm. Engine vibrations or resonances during PTO operations should be observed in accordance with Section 4.1. ZF-AS Tronic has two software configurations for different application scenarios: • Stationary mode. Gears cannot be selected. PTOs can only be used at a standstill. • Stationary/Mobile mode. Gears can only be selected at a standstill. Travel possible with PTO engaged in the setting off gears authorized for this purpose. – An overview of the ZF-PTOs available in terms of permissible torque and the speeds which can be reached can be found on the type plates, order no. 1336 757 151 (product families 1+2) and 1328 757 152 (product families 3+4).

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2-28

ZF-AS Tronic


2.5.2.2 Vehicle Driven PTOs The vehicle driven PTO can be used to drive a ZF emergency steering pump or a 2nd steering circuit. There are various versions of vehicle driven PTOs. Drive-dependent PTO

ZF-AS Tronic without ZF-Intarder (product families 1 - 4)

ZF-AS Tronic with ZF-Intarder (product families 3 + 4)

Integration

Additional attachment

PTO integrated in Intarder housing

Retrofitting

possible

not possible

The speeds of these PTOs depend on the output speed of the ZF-AS Tronic. The drive-dependent PTOs can be fitted in addition to all clutch-dependent PTOs. – More information on this PTO can be found on the type sheets, page no. 1336 757 151 (product families 1+2) and 1328 757 152 (product families 3+4).

2.5.2.3 Engine-Dependent PTOs Engine-dependent PTOs for the ZF-AS Tronic are not available from ZF.

2.5.2.4 Retrofitting ZF-PTOs can be retrofitted on the ZF-AS Tronic. – Please observe installation instruction 6090 754 140 (product families 3+4) or 6090 754 150 (product families 1+2) and the OEMspecific connection and programming instructions 6090 754 ...

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2-29

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2-30

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

3

Description of Function

3.1 3.1.1 3.1.2 3.1.2.1 3.1.2.2 3.1.2.3 3.1.3 3.1.4 3.1.4.1 3.1.4.2 3.1.5 3.1.6 3.1.6.1 3.1.6.2 3.1.7 3.1.7.1 3.1.7.2 3.1.8

Basic Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shift Engagement Characteristics / Ignition On . . . . . . . . . . . . . . . . . . . . . . Gear Selection With Vehicle Stationary . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shifting from Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shifting From One Gear to Another . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shifting to Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear Selection during Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Downshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protective Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Protection Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch Overload Protection (also refer to Section 4.8.1.3) . . . . . . . . . . . . . . Control of PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-7 3-7 3-8 3-8 3-10 3-10 3-10 3-11 3-11 3-12 3-12

3.2 3.2.1 3.2.2 3.2.3 3.2.4

Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Activating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Selection of Setting Off Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Gear Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Deactivating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-13 3-14 3-14 3-14 3-16

3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5 3.3.6

ZF-AS Tronic Malfunction Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Analyses Undertaken . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch Actuator Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission Control Unit Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interface Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driving Modes Investigated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-17 3-17 3-17 3-18 3-18 3-19 3-19

3-1

ZF-AS Tronic

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Table of Contents

3.4

Error Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

3.5 3.5.1 3.5.2 3.5.3

Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Error Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On-Board Diagnosis (When Using the ZF Selector Lever) . . . . . . . . . . . . . . Off-Board Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-2

3-21 3-21 3-21 3-21

ZF-AS Tronic 3



The function of the ZF-AS Tronic transmission system is sub-divided into two key blocks; the basic function and the automatic drive program.

Basic function CANinterface • receiving • converting • sending

Automatic drive program

Function software

Signal processing

• shift process • clutch • diagnosis • actuator activation • boot software • operating system

Activating operating mode

Operating modes

Help functions

Velicle CAN

028963_en

Fig. 3.1 Function structure

3.1

Basic Function – Detailed descriptions of the signals can if necessary be found in signal specification ZF no. 1328 761 005.

The basic function ensures that the ZF-AS Tronic and the pneumatically activated clutch are operated in the relevant operating / drive situations. Amongst other things, this includes selecting gear, setting off, maneuvering, and gear shifting.

In the standard application of the ZF-AS Tronic transmission system, data is exchanged via another CAN interface to ZF components (such as e.g. ZF selector lever, extension module, range selector module) for recording range selector information and also for activating PTOs. This CAN bus connection is operated separately from the vehicle CAN.

The basic function includes the recording of all signals needed for the function. These are signals from sensors, such as travel, speed as well as pressure and temperature sensors, which are fitted on and in the transmission. Further function-relevant information is exchanged between the vehicle's electronic systems and the transmission control unit (TCU) via the vehicle CAN (Control Area Network).

1328 765 101 - 2007-10

A good diagnosis concept is needed to handle the large number of signals makes. Sections 3.4 and 3.5. contain descriptions of this.

3-3

ZF-AS Tronic


3.1.1 Shift Engagement Characteristics / Ignition On

3.1.2

Gear Selection With Vehicle Stationary

In general during standstill shifts, the transmission control unit specifies zero filling, i.e. load reduction to the engine control unit. A distinction is made between three different shifts.

When the ignition is switched on, the sensor and control elements, valves, actuator cylinders etc. are checked for errors (e.g. short circuit, interrupt, main transmission in Neutral, plausibility in accordance with specification). During this ignition on and/or check phase, the transmission and clutch-related sensor values are acquired by the system.

3.1.2.1 Shifting from Neutral When shifting from Neutral, the clutch is opened and the splitter group, range change group, and gate are shifted in parallel into their nominal positions. The transmission brake is used to reduce the transmission input speed and then the main transmission activated.

This “learn-in” procedure can only start if there are no errors on the clutch actuator and Neutral is successfully learnt in via the transmission sensors. During the learning in procedure, the main points of the clutch actuator’s adjustment range must be determined and saved. The clutch actuator needs these points (once determined) during travel, depending on the relevant drive situation. The absolute position of these points depends on the stretch and tolerances of the mechanics of the entire clutch activation path as well as depending on the present degree of clutch wear. The clutch learn in procedure can be used to compensate for any possible clutch wear.

3.1.2.2 Shifting From One Gear to Another If the setting off gear is manually corrected (to select a higher or lower gear) when the vehicle is at a standstill, this is a shift from one gear to another. In this instance, if the clutch is already open, the transmission input and output speeds are zero so that the new gear requested can be selected directly.

3.1.2.3 Shifting to Neutral If the driver selects Neutral from the setting off gear, this request is implemented immediately by shifting from one gear to the next and the clutch then closed.

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3-4

ZF-AS Tronic


3.1.3 Setting Off

Phase 1

Phase 2

Phase 4

Present engine torque (mMot akt) Clutch travel (sKup) Speed (vFzg)

Accelerator (alphaFP) Engine speed (nMot ) Transmission input speed (nGe)

018991_en

Fig. 3.2 Setting off under full load

transmission may include the 5th gear while it may include the 7th gear for the 16-speed transmission. As regards the 16- and 12-speed transmissions, always engage the slower R gear for rearward driving. No automatic gearchange takes place. The fast R gear must be manually selected on the range selector.

The starting gear for forward driving can be corrected by the driver. On the basis of the starting gear selected by the (automatic) shifting strategy, and depending on the application, free gear selection is possible either upwards or downwards, including the maximum starting gear. Depending on the application, the maximum starting gear for the 12-speed

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Phase 3

3-5

ZF-AS Tronic

Function Description If thermal overloading arises during the second phase, the driver is informed of this via the display. The nominal engine speed is continuously reduced at the same time. This is achieved by successively closing the clutch. The nominal engine speed can be reduced until the engine stalls.

Through actuation of the accelerator pedal in various situations (loaded/empty, level road/uphill/downhill), comfortable starting without clutch damage is possible. If the vehicle rolls in the opposite direction of travel, the engine does not stall when setting off. The setting off procedure is aborted if the load is reduced or the brake pedal is actuated.

If the clutch travel sensor fails, a changeover is made to time-controlled closing / opening of the clutch.

The setting off procedure basically consists of four phases: In the first phase, the clutch’s idle stroke is surmounted. This is the range in which the clutch does not transfer torque. The position up to where the clutch is closed is applicable. After every clutch learning in procedure, the applied position is entrained in accordance with the modified clutch travel. Overriding the idle stroke serves to pass through the range in which the clutch transfers no torque as quickly as possible. Clutch closed loop control then starts in the second phase. This varies the clutch position and therefore the clutch torque to set a nominal engine speed. The nominal engine speed is determined using characteristics which depend on the gear selected, transmission input speed, and engine idling speed. If the speed falls below an applicable difference in speed between engine and transmission input speed (typically 50 rpm), the system switches into the third phase. In this phase, the clutch is closed in a controlled manner, the speed of which depends on the accelerator position. The third phase is exited once the clutch is around 90 % closed. The fourth phase starts when the clutch is closed. Residual venting is then used to fully vent the pressure chamber of the clutch actuator. During the setting off procedure, the engine torque is increased via ramp from an initial value to the torque level requested by the driver. Engine torque intervention makes comfortable setting off possible.

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ZF-AS Tronic


3.1.4 Gear Selection during Travel During travel, a shift can be triggered automatically by the automatic drive program, or manually by the driver. The general shift processes of upshifts and downshifts are described in the next two sections.

3.1.4.1 Upshifts

Engine speed

Transmission input speed

Clutch closed

Clutch open

B2

Gear engaged Transmission in Neutral Transmission brake Off Transmission brake On

Speed adjustment

Time

A

B1 C

D E

F G 018992

Fig. 3.3

A

B1

Partial opening of clutch and at the same time reduction in load by reducing the fuel injection volume.

B1

C

Rapid, complete opening of clutch once load reduction is complete.

B2

C

The transmission actuator deselects the present gear.

C C

Sensors report “transmission in Neutral”. D

D

Activation of transmission brake to adapt speed between transmission shift elements. Deactivation of transmission brake once minimum difference in speed of transmission shift elements is reached.

D

E

Transmission actuator selects new gear.

E

F

The clutch closes again in parallel to the build-up of load.

F

G

Once clutch has closed completely, the shift procedure is complete.

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ZF-AS Tronic


3.1.4.2 Downshifts

Engine speed

Transmission input speed Clutch closed

Synchronize

Clutch open

Gear engaged Transmission in Neutral

Time

A

BCD

E F

G 018993

Fig. 3.4

A

B

Partial opening of clutch and at the same time reduction in load.

B

C

Rapid, complete opening of clutch.

C

D

Transmission actuator deselects the present gear.

D

Sensors report “transmission in Neutral”.

D

E

Partial closing of clutch and “blipping of throttle” by briefly increasing fuel injection volume. Transmission shift elements are brought up to connecting speed of gear to be selected.

E

F

Once shift elements are at the same speed, the clutch opens and the transmission actuator selects the gear requested.

F

G

When “Gear selected” signal is displayed, clutch begins to close in parallel to build-up of load.

G

Clutch is closed, shift is complete.

3.1.5 Maneuvering closed position and the target engine speed increases. Sliding friction is produced on the friction interfaces as a result of the partially closed clutch. The transfer torque on the clutch is set by the control unit so that drive resistance is surmounted. The vehicle can thereby be moved slowly and sensitively forwards or backwards using the accelerator.

If the driver actuates the accelerator within a defined range, appropriate clutch travel is also set via the clutch actuator. Here, the electronic transmission control unit (TCU) governs the engine speed bringing it to the level required for maneuvering operations. As the accelerator is increasingly actuated, the clutch is moved further towards the

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ZF-AS Tronic

Function Description There is no automatic gear change during maneuvering. A gear change must be requested manually by the driver using the range selector.

The clutch travel depends not only on the accelerator position but also on the maneuvering gear selected and shifted using the range selector. If the automatically selected starting gear for “maneuvering via accelerator pedal position” is not a practicable maneuvering gear, the maneuvering gear will have to be selected manually on the range selector.

Depending on vehicle features (maneuvering via accelerator pedal position or maneuvering via maneuvering switch), the maneuvering mode will be exited as soon as the accelerator pedal is no longer within the range defined for maneuvering or as soon as the driver selects “D” on the range selector.

Current engine torque (mMot akt) Clutch travel (sKup) Speed (vFzg)

Accelerator pedal (alphaFP) Engine speed (nMot ) Transmission input speed (nGe)

018988_en

Fig. 3.5 Maneuvering (via maneuvering switch)

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ZF-AS Tronic 3.1.6

Function Description In this instance, the driver receives both visual and acoustic warnings (passive protective measure). The warning is reset once a defined lower load limit value is reached.

Protective Functions

3.1.6.1 Engine Protection Function In the “automatic” drive program, an automatic upshift may occur to protect the engine from overspeed when engine speeds exceed a defined speed threshold (x% above nominal engine speed). Automatic upshifts do not occur in manual mode.

If the warnings are not observed, active protective measures are automatically initiated. If the setting off gear selected is greater than 1st gear, then the clutch engagement speed increases as the friction energy increases so that as clutch loading increases, the period of loading (slip time) is reduced sufficiently. Depending on the clutch load calculated, a shift is also automatically made back into a lower setting off gear.

NOTE This function must be discussed by the customer and ZF.

3.1.6.2 Clutch Overload Protection (also refer to Section 4.8.1.3) In order to prevent the clutch from being damaged as a result of excessively long friction processes, the present clutch load is continuously calculated from the clutch torque, differential speed on clutch and the slip time. Taking the previous friction processes into consideration, checks are undertaken to determine whether the load limit value has been exceeded.

When in maneuvering mode and when a defined threshold value is reached, a shift is made from maneuvering mode into setting off mode. In other words, the clutch automatically begins to close to encourage the driver to set off. Once cooled down to below the threshold valve, maneuvering mode is again permitted.

Slip time Clutch: Difference in speed

Driver information

Algorithm for protecting against clutch overload

n ∆n

Driver influence

t

Clutch activation P

Engine torque T m

018964

Fig. 3.6

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ZF-AS Tronic

Function Description NOTE The transmission control unit (TCU) only checks transmission-internal conditions for the acceptance of PTO operation. The vehicle manufacturer is responsible for the safety-related requirements of PTO operation.

3.1.7 Control of PTOs With the transmissions AS Tronic and AS Tronic mid, independent software configuration (stationary or stationary/mobile) and control of 2 clutch-dependent PTOs is possible. PTO engagement is only possible during vehicle standstill and if the main transmission is engaged in neutral position and the accelerator pedal is not actuated. Depending on the individual configuration, it may or may not be possible to engage a starting gear accepted for PTO operation once power transmission to the PTO is established.

3.1.7.1 PTO Activation PTO requests will only be accepted as long as no error on the transmission end is active which prevents PTO operation.

If a stationary PTO operates it will not be possible to engage a gear, no matter whether another stationary/mobile PTO is installed or operating.

PTO requests are activated through actuation of the PTO switch. The PTO selected must be off at that point in time.

If only stationary/mobile PTOs are operating, a starting gear accepted for PTO operation can be engaged and the vehicle can be moved. Gear engagement and gearchanges will only be possible during vehicle standstill.

Only the conditions “ON” or “OFF” may be present on any other PTO. If these conditions are fulfilled, the engagement process will be initiated. While the PTO is being engaged, the EDC will receive the injection rate specification % (= load reduction) from the TCU.

Product families 1 + 2: PTOs can be operated via both constants of the splitter unit (see power-flow diagram, Section 2.2). Which of the two constants is active in neutral position of the transmission depends on the software. As regards mobile PTOs, all starting gears and all rear gears are possible. Product families 3 + 4: PTOs may only be operated via the constant K1 (see power-flow diagram / Section 2.2). The slow splitter ratio is thus always engaged on direct-drive transmissions while the fast splitter ratio is always engaged on overdrive transmissions. As regards stationary/mobile PTOs, the gears R1, 1, 3, 5 and 7 are possible (gear 7 only in the 16-speed version) in the direct-drive version while the gears R2, 2, 4 and 6 are possible in the overdrive version (gear 6 only in the 16-speed version).

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The engagement process is as follows: 1. “Vehicle standstill”, “main transmission in neutral”, and “accelerator pedal not actuated” are the conditions checked. 2. If the ratio on the splitter unit is not as specified for stationary PTO operation (K1 or KII), this will now be set. 3. The clutch is opened and the transmission brake will bring the countershaft(s) to a standstill. 4. When the countershaft(s) is/are at a standstill, the output of the TCU will be activated for mechanical engagement of the PTO. 5. At the same time, the clutch starts to close according to a process particularly specified for PTO operation.

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6. Once the clutch is closed, the EDC injection rate will be released again by the TCU.

3.1.8 Ignition Off If the ignition is switched off, or the voltage switched via the ignition key falls (terminal 15) below a defined threshold value, a check is undertaken to determine whether the transmission is in Neutral and whether the clutch is closed. If this is not the case, the transmission undertakes an enforced shift to Neutral and the clutch is closed.

7. As soon as the PTO is engaged, a PTO indication will appear on the display.

3.1.7.2 PTO Deactivation PTO deactivation is possible in all operating conditions (driving/standstill; neutral/gear engaged). The deactivation process is as follows: 1. The deactivation command causes the output of the TCU to the PTO to be switched off. 2. At the same time, load reduction in the EDC takes place and the clutch is opened. 3. As soon as the PTO feedback signal is reset, the clutch will be closed again and load reduction in the EDC will be stopped. CAUTION Deactivation of a stationary/mobile PTO during driving operation and with a gear engaged is not permitted as in such a case the connection to the PTO is not load-free. If the PTO is nevertheless deactivated, this may result in deactivation malfunctions and the PTO may be damaged. Ignition OFF (terminal 15) during PTO operation will result in automatic deactivation of the PTO.

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The clutch is opened for the shift to Neutral. The clutch then closes at a defined speed. If while at a standstill the transmission cannot be shifted to Neutral, the clutch remains open. The driver is informed acoustically of this malfunction. Once a defined delay period has passed, the battery voltage (terminal 30) of the electronic control unit (TCU) is disconnected via the disengagement relay. The TCU is only switched off when the vehicle is at a standstill. Special scenario: If the ignition is switched off during travel, a shift to Neutral is not undertaken. The gear selected remains selected, the clutch remains closed. Only once the speed falls below a defined threshold speed value does the clutch open and the transmission shift to Neutral (enforced neutral switch). During the ignition off phase, error memory data and driving mode information is saved from the volatile memory area (RAM) into the non-volatile memory area (EEPROM). It is therefore important to ensure that the permanent positive supply (terminal 30) is not switched off at the same time as the switched positive supply but remains on for a defined period (refer to Section 4.4.2.2.).

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ZF-AS Tronic 3.2


Automatic Drive Program

When the ZF-AS Tronic automatic drive program is installed, only accelerator and brake (service brake and 3rd brake) actuation is needed to move the vehicle. The transmission is fully automatically shifted by the transmission control unit (TCU). With the automatic drive program, customer benefits come to the fore. A reduction in fuel consumption when compared with the average driver in long haulage transport and frequency of shifting together with optimum gear selection are some of the key features of this function. The program can also be adapted to different vehicles and engines.

Other

ABS/DTC

Subsequent changes to the driveline ratio, not approved by ZF, may impact negatively on driving characteristics, especially on the vehicle’s automatic drive program. The existing vehicle CAN signals are used to network EDC (Electronic Diesel Control), ABS (Antilock Braking System), ASC (Anti-Slip Control), Intarder, and transmission. It is therefore very easy to determine the necessary driving modes. – Detailed descriptions of the signals can if necessary be found in signal specification ZF no. 1328 761 005.

Transmission

Intarder

Engine

Present fuel injection volume Present braking torque of engine brake and Intarder Accelerator position Kick-down Cruise control mode

Engine power in target gear Drive resistance with corner recognition (topography) Vehicle mass

Optimum setting off gear

ISMA nominal gear

028666_en

Fig. 3.7 Exchange of signals

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Driver

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ZF-AS Tronic


3.2.1 Activating Automatic Drive Program

3.2.3 Automatic Gear Change

The automatic drive program is activated by switching on the electrical system (ignition on), starting the engine and selecting the forwards driving range. Once the parking brake has been released and the accelerator depressed, the vehicle moves, gear shifts are undertaken fully automatically.

An operating mode control unit controls (closed loop) the transitions between various operating modes. This control unit detects driveline traction mode or coasting mode from a large number of external and internal signals. Different processes are selected within traction and coasting mode depending on kick-down, with or without engine braking Intarder operations or cruise control operations. Furthermore, the operating mode control unit decides whether manual intervention is influencing the automatic drive strategy or whether a standstill shift is present with the vehicle virtually at a standstill.

During travel, the range selector can be used to switch between the manual and automatic drive programs at any time. – For more information, refer to Section 2.4 (peripheral components/range selector).

Numerous calculations, parameters and characteristics curve evaluations, and interpolations are needed for the different operating modes. Vehicle status parameters, such as present vehicle acceleration and the present traction or coasting torque are calculated in these help functions. The drive resistance and the mass calculation are key influencing parameters for determining the shift point. Other status parameters, such as speed and the acceleration of the transmission shafts and an estimate of the vehicle mass when setting off, are used for a harmonic drive strategy.

3.2.2 Automatic Selection of Setting Off Gear When the automatic drive program is activated, the setting off gear is calculated (fully automatically) in accordance with the setting off conditions (incline, loading, etc.) and can if necessary be corrected by the driver. If the driver believes that the setting off gear, as shown in the display, is too high, then the setting off gear can be corrected (reduced) using the den range selector. – Also refer to Section 2.4, Range Selector Functions. Upward correction for protection of the clutch is only possible up to a maximally defined starting gear (depending on the application, this may include the 5th gear of the 12-speed transmission and the 7th gear of the 16-speed transmission). Even once the ignition has been switched off and the vehicle started again, a setting off gear is automatically selected.

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ZF-AS Tronic

Function Description If this shift speed is above the maximum shift speed area, the change in ratio and/or speed must be recalculated. The limit points in the upper speed range result from the accelerator position and acceleration of the transmission input speed. The ratio step is therefore determined via the shift speed calculation.

The figure (below) shows a simple upshift under traction in engine performance characteristics by way of example. A target speed range in which the engine speed is to fall after the shift process is defined in these characteristics. The target speed is determined on the basis of the current accelerator pedal position and a road-resistance-dependent correction, here a speed increase. The final shift speed results from the change in speed brought about by the relevant ratio step and a supplementary value for increased drive resistance.

kW

300

P_mot

350

250

Supplementary value for increased drive resistance

Speed loss through drive resistance of shift

Valid shift speed

Upper shift speed limit range

Change in speed brought about by ratio change

Target speed range for upshifts under traction

200 150 100 50

Acceleratordependent

0 -50 -100 600

Target speed 800

1000

1200

Shift speed calculated from target speed 1400

1600

1800

2000 N_mot

U/min

018978_en

Fig. 3.8 Principle of upshift under traction

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2200

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ZF-AS Tronic


3.2.4 Deactivating Automatic Drive Program The driver can use the range selector to end automatic mode at any time and make manual interventions in the automatic drive program. The driver is able to retain the present gear or undertake manual upshifts or downshifts. If downshifting would lead to overrevving of the engine, the gearshift will be prevented. If the gear is manually retained and the vehicle accelerated, this can result in overrevving of the engine. The engine protection function described under 3.1.6.1 is not active in the manual driving mode. If an error occurs in the transmission system or in the exchange of signals with other systems, the automatic program may be deactivated depending on the error found. This is, for example, the case if the mass calculation can no longer be undertaken because an important relevant signal is not longer transferred on the CAN bus or if this error is incorrect. In the standard application, the driver is informed of restricted system functions by a display. – For more information, refer to Section 2.4.3, Displays. NOTE When operated manually using the range selector, fuel consumption may if necessary increase depending on driver’s manual gear selection. The automatic setting off gear selection even also retained in manual operations.

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ZF-AS Tronic 3.3

Function Description The following were identified as safety-related malfunctions as defined in VDI/ VDE 3542 Page 1 in the risk analysis:

ZF-AS Tronic Malfunction Concept

3.3.1 Principles The ZF-AS Tronic is an automatic system, which unlike conventional driveline components, takes on all or some of the processes controlled by the driver. In some instances, responsibility for these processes passes from the driver to the system. In order to fully satisfy this level of responsibility, the ZF-AS Tronic transmission system has been subjected to a state-ofthe-art technical system error analysis.

3.3.2 System Analyses Undertaken • • • • •

Risk analysis as defined in DIN V 19250 Error tree analysis System FMEA Design FMEA Integration FMEA (part of the application)

Previously defined vehicle responses (commonly referred to as TOP EVENTS) which take various driving modes into consideration formed the starting point for analyzing conceivable malfunctions resulting from faults or errors occurring during correct system usage. The risk analysis as defined in DIN V 19250 resulted in requirement class 4 for the ZF-AS Tronic transmission system under unfavorable circumstances. The following were defined as safe nominal statuses to be aimed for in the event of an error, depending on the driving mode: • “driveline closed” during travel • “driveline open” with vehicle at a standstill The electronic system must have at least partial function for these nominal statuses to be set. If this is no longer the case, the system stabilizes in the present operating mode (failsafe mode).

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• Automatic setting off • Setting off in opposite direction of travel • Blocked driveline during travel Errors which does not result in the aforementioned vehicle characteristics, affect the correct function of the ZF-AS Tronic and therefore vehicle reliability and availability. The system responses to simple errors are described in a malfunction specification written specifically for the relevant application. Since the vehicle manufacturer is responsible for the interaction of all systems integrated in the vehicle (also in the event of error), the error responses of the ZF-AS Tronic are discussed and agreed upon with the manufacturer as part of a vehicle integrations FMEA. During this process, vehicle-related errors which can act on the ZF-AS Tronic are included in the analysis. During development of the system, up-to-date quality assurance methods and tools have been and are being applied in accordance with state-of-the art technology. The function and service life of the mechanical and pneumatic components are designed accordingly and investigated through the use of tests. System checks are carried out before and during operations so that redundancies and error protection systems are available if required. The avoidance of safety-related malfunction is reliably reached in individual instances. Attempts are made to achieve maximum possible vehicle availability for these individual instances when defining failure responses. Vehicle availability is not usually provided in instances of accidental multiple failure which cannot be systematically covered by the system. In such instances, the system is switched into the aforementioned nominal status. If it is no longer technically possible for the nominal status to be set, the last system status is retained.

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ZF-AS Tronic


electric pneumatic

Clutch actuator Nonreturn valve

Control and display elements

Range selector

MV4

Rotary switch

MV3

Sensor

Vehicle circuit interfaces for ZF-AS Tronic MV2

Display

ZF extension module

MV1

Transmission actuator Sensor

Range-change group

Sensor

Pressure relief valve

Pressure sensor

ZF-AS Tronic transmission electronics

Splitter Sensor

Select Sensor

ZF-CAN

ABS ASR

Intarder

Engine electronics

Shift valves Y1 Y9

Main transmission

Main cut-off valve

Vehicle CAN

027623

Fig. 3.9 System diagram of ZF-AS Tronic 2

3.3.3 Clutch Actuator Concept

3.3.4 Transmission Control Unit Concept

The clutch actuator and corresponding software functions are designed so that individual errors do not result in undesirable responses. The redundant valve system, travel measurement and pressure relief valve enable a defined nominal status to be retained or set.

The transmission control unit is designed so that at least two valves always have to be switched to trigger a shift (central air and shift valve). The position of the shift cylinder in the transmission actuator is permanently monitored by a travel measuring system. The design of the transmission control unit puts this in a position where it is able to prevent undesirable shift processes in the event of individual errors.

One conceivable exceptional situation: the clutch is closed, the nominal status is “open driveline” and the air supply or voltage supply is interrupted. In this instance, the driver has to shut down or stall the engine.

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ZF-AS Tronic


3.3.5 Interface Concept Great importance (in terms of security and availability) is assigned to the interfaces between ZF-AS Tronic and vehicle. In the event of errors / faults, error responses and protection measures in the ZF-AS Tronic result in the nominal status being retained and/or the nominal status being set. One precondition for this is that vehicle malfunctions which affect the transmission system must be clearly recognizable. In order to check and ensure this principle, a “vehicle integration FMEA” (refer to Section 3.3.2 “System analyses carried out”) is created with the vehicle manufacturers and corresponding measures initiated if necessary.

3.3.6 Driving Modes Investigated In addition to the safety-related malfunctions already discussed, the following possible vehicle malfunctions were analyzed and taken into consideration: • Vehicle not setting off (gear already shifted). • Driveline interrupted during travel. • Acceleration not OK. • Vehicle rolling away (exclusion: Conscious operating error). • Vehicle cannot stop. • Unintended gear selection or gear selected with driver’s request for Neutral. • Vehicle becoming stranded.

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ZF-AS Tronic 3.4

Function Description Error class 1

Error Responses

Unrestricted operation available

If the ZF-AS Tronic detects system faults or errors, the system responds by providing substitute functions. These are described in what are commonly referred to as malfunction specifications. The errors themselves are sub-divided into error classes 1 to 3 and entered into the ZF-AS Tronic error memory once the ignition is switched off. The errors are shown on the display as agreed with the OEM.

• No error display. • Entry in error memory. • Possibly reduced driving comfort. • Error can be rectified during next visit to workshop.

The error presently in place is usually deleted and the resultant error response cancelled once the error is no longer in place or after “vehicle stop” and “ignition off ” (reset, transmission electronic deenergized). The error numbers can be called up via the range selector, refer to Section 3. 5 Diagnosis.

Error class 2 Restricted operation available • Error display (“Screwdriver” symbol). • Entry in error memory. • Reduced driving comfort.

Error class

Displays

1

None

• Possible deterioration in manoeuvring and setting off quality. • Possibly increased shift times. • Take vehicle to specialist workshop.

2

3

S T O P

Error class 3 No further operation available. • Error display (“STOP” and “Screwdriver” symbol). • Entry in error memory. • No further gear shifting during travel, the gear selected is retained. • When the vehicle comes to a standstill, a shift is made to Neutral, no further travel available. • Contact nearest specialist workshop.

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ZF-AS Tronic 3.5


Diagnosis

3.5.3 Off-Board Diagnosis ZF can provide the OEM with the following diagnosis tools for troubleshooting on the ZF-AS Tronic in the workshop:

3.5.1 Error Memory If the ZF-AS Tronic system has detected an error, an error response and/or substitute function is activated and the error saved in the error memory (RAM). During the TCU run-down (after “ignition off ”), the error memory contents are copied into the nonvolatile memory (EEPROM).

Testman pro, ZF diagnosis system for PC applications incl. ZF diagnosis adapter DPA 05 and connection cable with ISO and/or SAE connection; – For description, refer to type sheet for ZF-Testman pro.

When the error first arises, not only the error number but various ambient conditions, such as speeds, present function status, gear, operating hours, etc. can also be saved. After this, only the frequency at which the error arises is counted.

All the necessary, transmission-specific data for a rapid and comprehensive diagnosis can be called up using the ZF Testman pro diagnosis system. The “diagnosis” function includes:

Up to 10 different errors can be saved in the error memory. If the error memory is full, non-active errors are overwritten. If an error no longer occurs after a defined number of ignition ON/OFF operations(TCU resets), the error will be erased.

• Reading present error; • Reading error memory; • Deleting error memory; • Reading identification block. The “Test inputs and outputs” function includes:

3.5.2 On-Board Diagnosis (When Using the ZF Selector Lever)

• System test when at standstill; • System test during travel;

If an error occurs, the error number can be called up on the display in the vehicle. Further vehicle operations are not permitted in the instance of serious system errors (“STOP” and “wrench” symbol). In order to show the number of the active errors on the display, the rotary switch must be turned to the “N” position and the control lever must be pressed in « + » direction. By simultaneously actuating the service brake, the existing errors which are not active are shown on the display.

• Test device (displays all digital inputs and outputs); • Displaying digital and analog parameters e.g. speeds, current strengths, and voltage levels. When undertaking specific troubleshooting, this device allows staff trained by ZF to rapidly find the error in the transmission system. Once the error has been detected, the diagnosis system proposes remedial measures. Communication occurs in the form of a serial interface. Each screen page can be printed out or saved for error documentation. The diagnosis software is available in all major languages.

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ZF-AS Tronic


Terminal tester A terminal tester, complete with adapter for 20 and/ or 18-pin plug connections is available for the electrical troubleshooting of input and output signals of the vehicle interface to the ZF-AS Tronic.

OEM diagnosis tools If the vehicle manufacturer has its own diagnosis tools, these can be adapted to the ZF diagnosis interface which is produced in accordance with ISO 14230-1 (K line). The following protocols are supported for diagnosis via K line: • ISO 9141 • Key Word Protocol (KWP) 2000 Alternatively, diagnostics communication via vehicle CAN is possible (SAE J 1939). Diagnosis communication via CAN accordance with SAE J 1939 only covers the messages defined in this standard and its function is not identical to diagnosis communication via the K line. The protocols listed below are available in the CAN variants: • ISO 9141 • Key Word Protocol (KWP) 2000

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ZF-AS Tronic

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Table of Contents

4

Installation

4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.1.5 4.1.6 4.1.7 4.1.8 4.1.9 4.1.10 4.1.11 4.1.11.1 4.1.11.2 4.1.12 4.1.13 4.1.14 4.1.15 4.1.16 4.1.17 4.1.18

Transmission Installation Investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Transmission Installation Drawings . . . . . . . . . . . . . . . . . . . . . . . PTO + Emergency Steering Pump Installation Drawings* . . . . . . . . . . . . . . Input Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch Bell Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch Release Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission Installation Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propshaft Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Permissible vibrations at transmission input . . . . . . . . . . . . . . . . . . . . . . . . Uniformity of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bending Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cover / Protective Floor Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fording Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Guidelines for Vehicle Body Manufacturer . . . . . . . . . . . . . . . . . Vehicle Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5 4-5 4-5 4-5 4-6 4-6 4-8 4-9 4-10 4-13 4-14 4-18 4-18 4-18 4-19 4-19 4-19 4-19 4-20 4-21 4-21

4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6

Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Permissible Ambient Temperatures on Transmission . . . . . . . . . . . . . . . . . . Permissible Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Causes of Excess Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Transmission Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Use in Sub-Zero Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Storing the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-22 4-22 4-22 4-22 4-23 4-24 4-24

4.3 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5 4.3.6 4.3.7 4.3.8

Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Grade and Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Fill Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Draining the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Information about Bleeding the Transmission . . . . . . . . . . . . . . . . . . . . . . . Venting by Means of Hose Line in Dry Compartment . . . . . . . . . . . . . . . . . .

4-25 4-25 4-25 4-26 4-26 4-26 4-27 4-27 4-28

4-1

ZF-AS Tronic

Table of Contents

4.4 4.4.1 4.4.2 4.4.2.1 4.4.2.2 4.4.3 4.4.4 4.4.5 4.4.6 4.4.7 4.4.7.1 4.4.7.2 4.4.8 4.4.9

Electrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Layout and Circuit Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description of Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connector on Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Supply Connector to Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Supply Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAN Bus Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quality Requirements of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connector and Mating Connector Designations . . . . . . . . . . . . . . . . . . . . . Other Electrical Interfaces on the ZF-AS Tronic . . . . . . . . . . . . . . . . . . . . . . Neutral Switch (S12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speedo Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAN Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMC Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5

Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39

4.6 4.6.1 4.6.2 4.6.3 4.6.4 4.6.5

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF-Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Third Party Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF Power Take Off Units (PTOs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Third Party PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-41 4-41 4-41 4-41 4-42 4-42

4.7 4.7.1 4.7.2 4.7.3 4.7.4 4.7.5 4.7.6 4.7.7

Transmission Installation on Assembly Belt . . . . . . . . . . . . . . . . . . . . . . . Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplying the Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Subsequent Paintwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly of Engine, Clutch, and Transmission . . . . . . . . . . . . . . . . . . . . . . EOL Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delivery Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-42 4-42 4-43 4-43 4-43 4-43 4-44 4-45

Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting Off, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maneuvering via the accelerator pedal with rotary switch in D or R position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8.1.3.2 Maneuvering acc. to rotary switch position DM or RM . . . . . . . . . . . . . . . .

4-46 4-46 4-46 4-47 4-47

4.8 4.8.1 4.8.1.1 4.8.1.2 4.8.1.3 4.8.1.3.1

1328 765 101 - 2007-10

4-2

4-29 4-29 4-30 4-30 4-31 4-32 4-33 4-35 4-36 4-37 4-37 4-37 4-37 4-38

4-47 4-48

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

4.8.1.4 4.8.1.5 4.8.1.6 4.8.1.7 4.8.1.8 4.8.1.9 4.8.1.10 4.8.1.11 4.8.1.12 4.8.1.13 4.8.1.14 4.8.1.15 4.8.1.16 4.8.1.17 4.8.2 4.8.2.1 4.8.2.2 4.8.3

Moving off Downhill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changing Operating Mode: Manual / Automatic . . . . . . . . . . . . . . . . . . . . . Changing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switching Off Engine / Stopping Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tow Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Overspeed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operations with Clutch-Driven PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Roller test rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Faults (Error Messages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Visual Inspection of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance of Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vehicle Handover to End Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-48 4-48 4-49 4-49 4-50 4-50 4-50 4-50 4-51 4-51 4-52 4-52 4-53 4-53 4-54 4-54 4-54 4-54

4.9 4.9.1 4.9.2 4.9.3 4.9.4

Application and Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Type Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Explanation for ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-55 4-55 4-55 4-55 4-56

4-3

1328 765 101 - 2007-10

4-4

ZF-AS Tronic

Installation

4

Installation

4.1.3 Input Shafts

4.1

Transmission Installation Investigation

A

4.1.1 Standard Transmission Installation Drawings • 12-speed product family 1 (SAE1)

1336 600 019

• 12-speed product family (SAE2)

1336 600 020

• 12-speed product family 2 (SAE1)

1336 600 021

• 12-speed product family 2 (SAE2)

1336 600 022

• 12-speed product family 3 without Intarder

1327 600 015

• 16-speed product family 3 without Intarder and 12-speed product family 4 without Intarder

1328 600 015

• Product families 3 and 4 without Intarder with heat exchanger

1328 600 044

• 12-speed product family 3 with Intarder (rear left heat exchanger)

1327 600 016

B

019424

Measurements of standard shaft: Dimension A B C ØD ØE F

4.1.2 PTO + Emergency Steering Pump Installation Drawings* • Product families 1+2 with NM AS/10

6091 611 001

• Product families 1+2 with NM AS/PL

6091 618 001

• Product families 1+2 with NH/1

6090 601 045

• Product families 1+2 with NH/4

6090 604 036

• Product families 3+ 4 with NAS/10

6091 610 003

• Product families 3+ 4 with NAS/PL

6091 615 007

• Product families 3 + 4 with NH/1

6090 601 031

• Product families 3 + 4 with NH/4

6090 604 024

F

E

D

• 16-speed product family 3 with Intarder 12-speed product family 4 with Intarder (rear left heat exchanger) 1328 600 016

Engine connection SAE 1 [PF 1+2] [PF 3+4] 109 mm 32 mm 31.75 mm 75 mm 102.3 mm 25 f7 mm 50.3 mm SAE 10 C 2“

Engine connection SAE 2 [PF 1+2] 107 mm 27 mm 75 mm 25 f7 mm 44 mm SAE 10 C 13/4“

Other input shafts can be supplied at additional cost.

* part list-related installation drawing is produced if required

1328 765 101 - 2007-10

C

4-5

ZF-AS Tronic

Installation

4.1.4 Clutch Bell Housing

4.1.5 Clutch

The ZF-AS Tronic has an integrated clutch bell housing. Transmissions of product families 1+2 can be supplied with SAE1 or SAE2 engine connections, transmissions of product families 3+4 can only be supplied with a SAE 1 engine connection (for connection dimensions, refer to installation drawing).

The clutch, as a link between the engine and ZF-AS Tronic transmission system has to satisfy the following functions: • To ensure gear shifts and setting off processes in conjunction with the ZF-AS Tronic transmission control unit in all driving situations. • To reduce vibrations in the driveline.

Fastening to flywheel housing

• To ensure a high number of shifts with a long service life.

• Use screws of a high strength class (8.8). • Calculation in accordance with VDI 2230.

Only torsion-dampened clutches and pulled clutches approved by ZF for the relevant enginetransmission combination may be used for this purpose. The clutch is subject to stringent requirements relating to clutch torque transfer characteristics and detection of release force to ensure that its interaction with the ZF-AS Tronic transmission control unit functions correctly. In order to ensure optimum shift processes, the inertia torque of the clutch disc must furthermore not exceed a maximum value (refer to table).

• Use shims as defined in ISO 7089/7090. • Observe specified tightening torque. M10 46 ± 5 Nm M12 79 ± 8 Nm • Note additional thermal load (e.g. using 10.9 bolt with tightening torque for a 8.8 bolt). CAUTION Do not use toothed locking screws! Secure with stud bolts If the ZF-AS Tronic and/or ZF-AS Tronic mid is fastened to the flywheel housing via threaded pins attached at the engine end, the stud bolts must not protrude by more than 62 mm.

– The clutch requirements are described in specification no. 1328 761 053. – Installation drawing 1328 600 019/043 illustrates the clutch installation space. The installation dimensions apply to the AS Tronic and the AS Tronic mid.

Reasoning: If they protrude any more, it is very difficult to disassemble the transmission actuator for service work. In extreme cases, the transmission has to be removed for such purposes.

1328 765 101 - 2007-10

4-6

ZF-AS Tronic

Installation

Standard for clutch selection: Product families 1+2 SAE1 SAE 2

Product family 3+4 SAE 1

Clutch type

ø 430 pulled

ø 395 pulled

ø 430 pulled

max. inertia torque

0.119 kgm2

0.082 kgm2

0.145 kgm2

Deviations from the standard (e. g. applications with 2-disc clutches, other clutch diameters) must be agreed with ZF in writing. Since the clutch is actuated via the ZF-AS Tronic transmission control unit, the service life of the linings is higher than that experienced in average applications with manual transmissions. The reasons for this are: • Always optimum engine speed during setting off processes => less friction work in clutch. • The transmission control unit controls upshifts so that there is only a small difference in speed between the engine and transmission when engaging the clutch => less friction work. • During downshifts, the transmission is synchronized by the engine => no friction work.

1328 765 101 - 2007-10

4-7

ZF-AS Tronic

Installation To design the push rod, ZF needs the dimensions (A, X, Y, and Z) and tolerances shown in Fig. 4.1. These are acquired in the customer specification.

4.1.6 Clutch Release Unit ZF-AS Tronic and ZF-AS Tronic mid are supplied with release bearings as standard. The OEM therefore no longer needs the clutch actuator on the assembly line. The snap ring on the release bearing is the transmission's interface to the clutch.

CAUTION If the ZF-AS Tronic or ZF-AS Tronic mid is used for the transport of dangerous goods, additional measures will be required on the clutch actuator. Contact your ZF partner for more details.

– The process for installing the clutch is described in Section 4.7.5.

A

Y X approx. 34 mm max. travel of release bearing

“A” engine connection dimension Housing flywheel disc “X” release + tolerance “Y” wear + tolerance “Z” installation dimension clutch

Z

The permissible clutch release force is 8 000 N. Higher levels of release force must be approved in writing by ZF Friedrichshafen AG. NOTE In such cases, the pressure warning threshold and release pressure of the pressure relief valve must be adapted to the higher pressure level. Length of push rod is configured by ZF. Max. travel clutch actuator 70

019500

Fig. 4.1 Clutch installation 1328 765 101 - 2007-10

4-8

ZF-AS Tronic

Installation

4.1.7 Engine Connection Engine housing

Magnetic stand

To ensure that the “engine/transmission” combination functions perfectly, Flywheel

• the position of the center of the pilot bearing (usually the center of the crankshaft) in relation to the center of the transmission input shaft

Crankshaft

and • the connection area on the engine may only deviate from the geometrically ideal position within certain limits.

A

Dial gage

The following tolerances relating to the crankshaft axes are permitted:

016855

• 0.1 mm concentricity tolerance A for the crankshaft bore (for the roller bearing which guides the transmission input shaft).

Engine housing

Dial gage

B

• 0.2 mm concentricity tolerance B for the centering bore (for supporting the transmissions) in the flywheel housing. • 0.1 mm run-out tolerance C for transmission connection face on flywheel housing.

Flywheel Crankshaft

We would also like to point out the dimensions and tolerances defined in ISO 7649.

Magnetic stand

Pilot bearing 016856

A ball bearing which is sealed on both sides and supplied with lifetime lubrication is needed to permanently guide the transmission input shaft. The sealing material must be resistant to temperatures of between –40 and +150 °C. The antifriction bearing grease must also be resistant to temperatures of between –40 and +150 °C. It is assumed that the sealing material is resistant to corrosion.

Dial gage C Engine housing

Responsibility for design and assembly of the pilot bearing rests with the vehicle manufacturer. Transmission-related tolerances required for determining overlap will be provided by ZF. Complete pilot bearing/output shaft overlap is to be aimed at.

Flywheel Crankshaft Magnetic stand

016857 1328 765 101 - 2007-10

4-9

ZF-AS Tronic

Installation ZF proposal for suspension

4.1.8 Suspension Only the screw surfaces on the transmission housing and/or on the attachment unit intended for the purpose may be used for the transmission suspension. Housing material GD-AlSi9Cu3 is defined as the key strength values for the screw configuration, material F270 and surface treatment Fe/Zn6B DIN 50961 are defined for versions with threaded bushes.

D

A

Suspension at A + B (on both sides) Additional suspension point D only in special variants.

Following discussions with ZF, transmission bearings on the vehicle frame must be designed so that no additional forces are transferred to the transmission housing by vehicle frame distortions.

C

The additional suspension D is only needed if the corresponding measurements, calculations or tests indicate a critical vibration influence or extreme shock impacts. It should however be noted that when rubber bearing D is in the datum position, no forces are transferred and the rigidity of D is less than that of bearing A + C and/or A + B. If suspension point D is needed, all 3 threads should be used (for screw-in depth, refer to installation drawing).

Suspension at A + C (on both sides), approval required. Additional suspension point D possible, but not necessary – even for ZF auxiliary power units.

Fig. 4.2 Transmission flange-mounted on engine

027475

ZF recommendation for suspension on point D (shown PF 3+4, PF 1+2 only 2 attachment points).

Continuous carrier

Fig. 4.3

1328 765 101 - 2007-10

D

A

– Connection dimensions for the transmission suspension, transmission weight and the position of the center of gravity are specified in the relevant installation drawing. The screws used for the transmission suspension must correspond to quality 8.8. The specified tightening torque must be calculated in accordance with VDI 2230 for suspension points C and D. The additional use of screw locking devices is not permitted.

B

4-10

018902

ZF-AS Tronic

Installation

NOTES • Other threaded bores are not permitted as suspension points on the ZF-AS Tronic. • Minimum screw-in depth of 32 mm for screw connections in housing material, minimum screwing depth of 24 mm for screw connections in threaded bushes. • Maximum permissible vertical loading ± 3 g on point D. Otherwise support needed for D.

SAE1 engine connection (product families 1 - 4)

!

DANGER The bending torque MC of the bearing supports on mounting face C must not exceed the limit value of 1 900 Nm.

Lateral suspension at point C is not possible in pressure die casting housings of product families 1+2. If suspension is required at point C, a sandcast housing must be applied. – For calculation of MC, refer to Fig. 4.6.

SAE2 engine connection (product families 1+2) If suspension at point C is used, written approval must be obtained from ZF. If connection deviates from the ZF proposals in Fig. 4.3, ZF MUST be contacted.

1328 765 101 - 2007-10

4-11

ZF-AS Tronic

Installation

Rough calculation for suspension at C

Clutch housing SAE 1 (AS Tronic and AS Tronic mid) C SM

A

C a

b c

Fc

I

2

I

Fc 2

016999

Fig. 4.4

Clutch housing SAE 2 (only AS Tronic mid)

40±20

Fc

l

2

Fc

l

Fc 2

2

Fig. 4.5

017000

The central position of the screw connection on the frame and the screw connection on the transmission may have a max. offset of 20 mm (Fig. 4.5).

016998 / 019462

Fig. 4.6

MC =

l • (mM • a + mG • c) • g b•2

MC = bending torque of the bearing supports ≤ 1 900 Nm mG = mass of transmission with all accessories oil + water fill, propshaft, clutch release mechanism. mM = mass of engine with all accessories oil + water, clutch. g = 9.81 m s2

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ZF-AS Tronic

Installation

4.1.9 Transmission Installation Angle The longitudinal transmission inclination must not exceed 5°. The ZF-AS Tronic can endure a total inclination (vehicle inclination incl. transmission inclination) of 17° without any damage. This corresponds to a gradient of: • 21% at 5° transmission inclination. • 30% at 0° transmission inclination.

Installation angle (longitudinal)

Greater gradients may only be travelled briefly. Written approval from ZF is required if the vehicle application is associated with frequently occurring, greater gradients and with other transmission combinations. The transmission installation angle (transverse) may be up to 3°. Written approval from ZF is also required.

Camber of road (longitudinal) Uphill gradient Downhill gradient Time

Camber of road (transverse)

30 %

30 %

Continuous

10 %

50 %

50 %

≤ 1 min

21 %

40 %

Period

40 %

60 %

≤ 1 min

(20 % with longitudinal camber of road of 0 %)

0° Front installation at 5°

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4-13

ZF-AS Tronic

Installation

Rotary angle ∆α

4.1.10 Propshaft Connection A propshaft may be the cause of torsional and bending vibrations in the driveline. The following values should therefore be observed. The vehicle manufacturer is responsible for doing this. Exceptions from the specified values must be approved on a case-by-case basis.

1.8 1.6

∆α

1.4

1 rev.

1.2

Limit curve for measurements εperm. ≤ 1 500 rad2 s

1.0 0.8 0.6 0.4 0.2

Permissible uniformity of rotation

1000

The maximum permissible angle acceleration amplitudes (∆ε) in the driveline are 1 500 rad/s2. Deviations from these should be agreed in writing with ZF. Smaller values do not cause vibration damage. Rotary acceleration in the driveline can be checked by means of calculation or measurement. Alternatively, the rotary angle error (∆α, Fig. 4.7) can be used.

Fig. 4.8

∆α

The limit values for the deflection angle are used in particular if there are no calculations or measurement of the vibration amplitudes.

0 0.1

1 rev.

Fig. 4.7 Rotary angle error

S 0013

For link between ∆α and ∆ε, see Fig. 4.8:

∆εperm. ≤ 1 500

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S0014

Limit values are displayed for the permissible deflection angles in the following sub-sections. If these are observed, the vibration amplitudes created by the propshaft will not exceed the above value.

+0.1

0.2

3000

Propshaft speed n (rpm)

∆α 0.2

2000

∆α [°] • n2 [rpm2] rad = s2 1 306

4-14

ZF-AS Tronic

Installation

Permissible resultant deflection angle per joint.

Outline view level

The resultant angle βR must first be determined for spatial propshaft layouts using the following formula: tan βR =

Elevation view level

ßV=13°

tan2 βH + tan2 βV

tan βR =

with βH -deflection angle in horizontal view (outline view level),

ßH = 9°

βR = 15.6°

0.162 + 0.232 = 0.28

Acc. to diagram:

βR ≈ 15° S0012

Fig. 4.10 Examples of calculations

with βV -deflection angle in vertical view (elevation view level).

The reliability of βR depends on the type, size and speed of the propshaft, refer to Fig. 4.11.

Here, the deflection angle β is defined as the angle between the rotary axles in front of and behind joint in the relevant level.

CAUTION For PTOs, the permissible deflection angle βR must not exceed 7°.

β Deflection anlgle βR

007927

As a rough estimate, the angle βR can also be determined from the diagram in Fig. 4.9. 25°

20° 16° 14° 12° 10° 8° 6° 4°

20°

0°

25°

10°

15°

βR

βV

5° 0° 9° 10°

15°

20°

Fig. 4.9 Resultant deflection angle βR for spatial propshaft arrangement

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Flange Ø 165/180/225

500

1000

1500

2000

2500

3000

3500

4000

007098_en

10°

5°

Flange Ø 150

Fig. 4.11 Permissible propshaft deflection angle βR

5°

βH

max. 7° at PTO


20°

13°

Product range

2°

30°

15°

βR

18°

25° 001100

4-15

ZF-AS Tronic

Installation

Permissible resultant deflection angle for all joints The resultant deflection angle βE is determined from the resultant angles of the individual joints with the following formula: βE =

– Propshaft calculation programs (graphic depictions) can be ordered from the Printing and Logistics department ([email protected]) by specifying the following numbers: CD-ROM (0000 766 707), diskette (0000 766 708). Basis: Windows 3.11, 95, 98, NT

⎜ ± βR12 ± βR22 ± βR32 ± … ⎜

The following applies as the prefix rule for the individual angles β: + if the spider is vertical to the output fork

Input

Output

90°

– if the spider is vertical to the input fork Limit value:

90°

Input

Output S0010

ßE < 3°

Z-arrangement

W-arrangement

Angle error ∆β = β1 – β2

Example 1 (exact Z and/or W arrangement)

Example 2 (small bending angle with angle error)

Example 3 (large bending angle with angle error)

Resultant deflection angle βΕ =

⎜ – β12 + β22 ⎜

ß1 =12°

ß1 =12°

ß2 = 12°

ß2 = 12°

0°

0°

1°

3°

1°

5,4°

ß1= 5°

ß1= 5°

ß2 = 4°

ß2 = 4°

ß1 = 15°

ß1 = 15°

ß2 = 14°

ß2 = 14°

Example 3 shows that with larger deflection angles, even an angle error of 1° results in excessively high joint deflection angles.

Fig. 4.12 Application examples for the influence of the deflection angle parameters β1 and β2 on the resultant deflection angle βΕ

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4-16

S 0011

ZF-AS Tronic

Installation

Simple configurations

Multiple arrangements

The axles should be mounted appropriately for all vehicle load statuses so that a precise propshaft Z configuration (β1 = β2) can be achieved.

By selecting an appropriate spider position and varying the height of the intermediate bearing (β angle distribution), the propshaft can often be optimized with multiple arrangements.

ß1 Transmission

Fig. 4.14. shows one example. Axle

ß2

S0015

Information on this subject can be seen in Fig. 4.13.

Leaf spring suspension results from favorable Z arrangements caused by parallel axle arrangements. Condition β1 = β2 is maintained to some extent even when the suspension bottoms out.

ß1

Unfavorable arrangement

βE =

⎜ – β12 + β22 – β32 ⎜ = (13.6°)

ß1 =9.5° h

Spring travel

ß2

ß2 =5°

laden empty

Transmission

ß 3 =11°

Axle movement

An oscillating axle results from unfavorable Z arrangements caused by axle oscillation movements. Condition β1 = β2 is only satisfied in the central position. When the suspension bottoms out, these angles cease to be the same.

ß1

Axle

Optimized arrangement (by changing the spider position)

βE =

⎜ – β12 – β22 + β32 ⎜ = (2.4°) ß1 =9.5° h

ß2

Oscillation travel laden

-0+

Transmission

central position

ß2 =5°

ß3

Axle

=11°

Axle movement S0016

Fig. 4.13 Influence of axle alignment on propshaft defection angle

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S0017

Fig. 4.14 Optimization of propshaft drive by changing spider position

4-17

ZF-AS Tronic

Installation

More information

4.1.11 Torsional vibrations

– Balancing: The propshaft must be dynamically balanced using quality level as defined in VDI Guideline 2060 (Fig. 4.15).

4.1.11.1 Permissible vibrations at transmission input The configuration and co-ordination of the driveline should be such that no resonance points arise in the operating speed range.

200 150

TMot. 100

Full load curve Volllastkurve +15% +15%

100%

80

zulässige Permissible Schwingungspeak überhöhungen vibrations

16

Q

Permissible residual imbalance per balance body mass [gmm/kg]

250

60 40 30 300

500

700 900

1500

3000 4000


Fig. 4.15 Balancing quality Q 16 in accordance with VDI Guideline 2060

0

nMot.

S0018

Fig. 4.16 Permissible vibrations on transmission input (input shaft)

007099

• Permissible concentricity and runout errors of connection flange: Concentricity and runout deviation (mm) 0.06

Centering fit h7

4.1.11.2 Uniformity of rotation Permissible amplitude of rotary angle acceleration (ε) on input shaft and output εperm. ≤ 1 500 rad s2

• Lubrication: The specifications issued by the propshaft manufacturer should be noted for lubrication. The sliding piece must be able to move easily when under load.

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4-18

ZF-AS Tronic

Installation

4.1.12 Bending Vibrations

4.1.14 Additional Brackets

Vertical vibrations caused by irregularities in the road surface.

No screw connections on the ZF-AS Tronic may be subsequently released to fit additional brackets.

The supports we recommend guarantee the following vibration resistance:

4.1.15 Fording Ability

•

Permanent loading:

± 5 g (< 30 Hz)

•

Max. peak loading:

± 7 g (< 30 Hz)

Bending vibrations caused by propshaft and/or engine.

CAUTION Fording ability is not a standard feature of the ZF-AS Tronic or the ZF-AS Tronic mid. Versions of the ZF-AS Tronic and ZF-AS Tronic mid (SAE2 flange version) featuring fording ability can be supplied upon request.

The vehicle manufacturer is responsible for configuration and co-ordination. In order to prevent bending vibrations being caused by the propshaft, the maximum length should be limited to 1 500 mm. With lengths > 1 500 mm, the propshaft manufacturer should undertake a calculation and submit this to ZF.

4.1.13 Cover / Protective Floor Panels Appropriate cover plates should be fitted for applications in which there is a risk of transmission damage caused by e.g. deposits and increased dirt levels brought about by snow, salt water, dust, and water. The vehicle and vehicle body manufacturers should also ensure that all uppermost plug connections are protected from damage (e.g. protective floor panels).

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4-19

ZF-AS Tronic

Installation

4.1.16 Accessibility The following parts of the ZF-AS Tronic (refer to Figure 016859) must be accessible for identification, test, maintenance, and repair purposes. • Type plates of the ZF range selector module / ZF extension module (refer to drawing 6041 622 026), transmission actuator, and transmission (refer to installation drawing). • Oil filler plug, oil drain plug, and overflow measurement (refer to installation drawing). • Compressed air connection at least 40 mm clearance (for all connections).

• Clearance for connector disassembly at ZF range selector module / ZF extension module. • Vehicle end diagnosis connector (assembly position defined by OEM); clearance at least 80 mm (Testman pro connection). • Both speedo sensors. • All plug connectors. In order to be able to only remove the transmission (without the engine), at least 150 mm clearance is needed to the rear (refer to Figure 028964).

• Connector disassembly on transmission actuator 24 mm clearance. At least 110 mm vertical clearance should also be provided for removing and installing the transmission actuator (refer to installation drawing).

*Servicezwecke Please keep theist * Für installation area clear dieser Aus-/Einbauraum 12

for service purposes freizuhalten

110*

50*

150*

028964

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4-20

ZF-AS Tronic

Installation

4.1.17 Additional Guidelines for Vehicle Body Manufacturer

4.1.18 Vehicle Wiring

The reciprocal dependencies of the vehicle electronics must not be destroyed by modified cable routing (refer to system design). If fundamental changes are undertaken to the installation and these affect the ZF-AS Tronic, ZF installation approval ceases to apply.

• Do not bend the cables.

No other consumers may be connected on the pneumatic supply line to the ZF-AS Tronic after the pressure relief valve.

• Avoid relative movements (chafing) between wiring and surroundings e.g. vehicle frame.

The following should be noted in particular by vehicle body manufacturers – Section 4.4 Electrics, TKI 6029 705 003 Vehicle wiring, TKI 6009 796 001 Transmission actuator – Section 4.5 Pneumatics

(Note TKI 6029 705 003 vehicle wiring)

• Observe temperature range (refer to ambient temperature section). • Do not secure to water, oil, or pressure lines. • Wiring must not be tightened hard.

• Te distance between the wiring and generator must be at least 200 mm. • Note possible EMC faults. Do not route cable near HF lines. • Do not connect ground/earth cables to transmission. • When undertaking arc welding on the vehicle, ensure that current does not flow through the transmission and associated electronics. • The wiring must not be affected by work undertaken on the vehicle. • Wiring between the transmission actuator and vehicle must be secured to the transmission max. 200 mm downstream of the 20-pin plug connection. Once work near the lines has been completed, they should be checked for damage and plugs checked to ensure that they are fitted correctly. This also applies to the pneumatic lines, oil lines, and water lines (e.g. with Intarder).

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ZF-AS Tronic 4.2

Temperatures

Temperature measuring runs are required for approval for all ZF-AS Tronic applications. During these runs, the temperatures gained • on rising gradients • on downward gradients • once the vehicle is parked should be recorded in particular. The customer must use these measurement runs to prove that • the max. ambient temperature (on the transmission actuator)

Installation 4.2.2 Permissible Oil Temperatures For CV applications with and without intarder, a permanent temperature of 110° C is permitted, measured in the transmission oil sump. Short (max. 30 min.) peaks in temperature of up to 130 °C are permitted. In total, these peak values may make up max. 10 % of the oil change interval. • For special vehicles (cranes, fire service vehicles etc.), we also recommend temperature measuring runs. The same permissible temperatures as those for normal commercial vehicle applications apply.

4.2.3 Causes of Excess Oil Temperatures

• the temperature in the transmission actuator and • the permissible permanent temperature are below the limits specified here. Measures for reducing temperature must otherwise be initiated.

4.2.1 Permissible Ambient Temperatures on Transmission Max. ambient temperature 95 °C (at distance of 50 mm from transmission) This temperature is measured near the transmission actuator cover.

The following points may cause the permissible temperatures to be exceeded: • Encapsulated and noise-insulated transmission installation. • Insufficient distance between exhaust / turbocharger and transmission. • Air cannot be exchanged with the transmission surroundings (measures on vehicle). • Influence of heat from fitting third party retarder. • Very high and/or very low driving speed. • Oil level too high. • PTO output when vehicle is stationary.

The following measures are required: • Distance between exhaust, water pipes, and other sources of heat and transmission: min. 100 mm. • Fit baffle plate to vehicle.

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4-22

ZF-AS Tronic

Installation

4.2.4 Additional Transmission Cooling

A heat exchanger is connected.

If the permanent temperature in the oil sump is still above 110 °C, additional cooling is needed.

The ZF-AS Tronic has the connections needed for a heat exchanger. – Refer to installation drawing in Section 4.1.1.

The following applications without intarder require standard equipment of auxiliary cooling:

When connecting up a heat exchanger (WT), the following should be noted:

• Product families 3 + 4: -

Normal applicaltion and gross vehicle weight > 60 t Exception: occasional application (< 10%) up to 90 t

-

Vehicles with special bodies or continuous service in extreme topographic conditions.

• relatively warm climatic zones (>40° C) from 40 t Additional transmission cooling is not required for applications with intarder. • Product families 1 + 2: -

Vehicles with special bodies or continuous service in extreme topographic conditions.

Product families 3 + 4: An external oil-water heat exchanger can either be fitted in the factory and supplied with the ZF-AS Tronic or retrofitted onto the ZF-AS Tronic. In the event of subsequent attachment, painting of the heat exchanger must not be forgotten (cf. Section 4.7.4). The cooling rating of the heat exchanger can be taken from the installation drawing (refer to installation drawing + heat exchanger, Section 4.1.1). There must be a by-pass line (by-pass valve, 1.0 bar) upstream of the heat exchanger between the heat exchanger inlet and heat exchanger outlet ends. The transmission must not be operated while the heat exchanger is not connected up. Product families 1 + 2: The transmission can be fitted with an integrated heat exchanger and therefore does not need an external by-pass valve. – Chap. 4.3 and the relevant installation drawings should be noted with regard to filling oil and the oil level check in conjunction with a heat exchanger.

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4-23

ZF-AS Tronic

Installation

4.2.5 Use in Sub-Zero Temperatures Outside temperature

Down to –20 °C

–20 °C to –30 °C

–30 °C to –40 °C

Oil grade

in accordance with ZF-List of Lubricants TE-ML 02



Engine start

Permitted

Permitted

Transmission must be preheated before the engine is started.

When starting, note

–

Warm-up phase of at least 10 minutes, with increased idling speed of approx. 1 500 rpm. Transmission in Neutral

This can be done e.g. with warm air which must not exceed 130 °C on the transmission. CAUTION Do not heat on the transmission and clutch actuator.

Limitations

None

At transmission temperatures in excess of –20 °C, the transmission is operable and all functions are provided. Longer shift times should be expected.

At transmission temperatures in excess of –20 °C, the transmission is operable and all functions are provided. Longer shift times should be expected.

NOTE Air leakage on the transmission system will significantly increase at temperatures below –20° C. It is not sure that the clutch can be opened for the engine to start in this temperature range. In such a case, the engine-based starter must be able to overcome the the drag torque of the transmission in addition to that of the engine.

4.2.6 Storing the Transmission The transmissions may be stored at temperatures of between –40 °C and 80 °C. Standard corrosion protection remains effective for 6 months.

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4-24

ZF-AS Tronic 4.3

Installation

Filling With Oil

4.3.2 Oil Fill Quantity Correctly filling the oil is essential to the precise oil volume when changing oil (refer to Chapter 4.3.4). The volumes given in this table are only guidelines.

4.3.1 Oil Grade and Oil Change Interval The ZF-AS Tronic transmission is supplied with an oil fill as standard. The oil change intervals are co-ordinated to the relevant oil qualities (refer to TE-ML 02). We recommend that you use “ZF-Ecofluid M”.

When a PTO or heat exchanger (PF 3+4) is fitted, the oil quantity in the transmission increases. – Reference is made to the oil volumes required in the installation drawings, the technical manual for the Intarder (ZF no. 6085 765 104) and the type sheets for PTOs (ZF no. 1328 757 152 and 1336 757 151).

– The latest edition of the List of Lubricants TE-ML 02 contains approved oils for initial and service fills as well as the realizable oil-change intervals. The ZF List of Lubricants can be obtained from all ZF representations or through the Internet: http://www.zf.com / Technical Information / ZF List of Lubricants.

Oil quantities for ZF-ASTronic and ZF-ASTronic mid

Non-Intarder transmission

Initial fill or after repair (dry transmission)

Oil change or oil fill at OEM

All information is approximate information in liters. Product family 1

7.8

7.5

Product family 2

9.3

9

Product family 3 12-speed

12

11


13

12


13

12

For oil fill quantities concerning transmissions with Intarder, refer to ZF-Intarder technical manual. Order no. 6085 765 104

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4-25

ZF-AS Tronic

Installation

4.3.3 Draining the Oil

4.3.4 Filling With Oil

Always change the oil after a long journey while the transmission oil is still at operating temperature and thin.

• Top up oil through oil fill aperture. - The oil level is correct when it has reached the bottom edge of the filler hole and/or when oil is already escaping out of the filler hole.

!

DANGER! Touching hot parts and transmission oil may cause burns.

• Remove oil drain plugs from transmission and collect transmission oil in a suitable container and dispose of in accordance with environmental regulations. • PF 3+4 only: Clean oil drain plug and magnetic plug.

CAUTION In case of a transverse transmission installation angle, ensure that the transverse inclination corresponds to 0° for filling in the oil, otherwise the oil quantities will be incorrect. – The position of oil fill apertures and the oil fill plugs can be seen in the relevant installation drawing (Section 4.1) and the technical manual for the Intarder (ZF no. 6085 765 104).

• Replace oil drain plug seal ring. • Tighten oil drain plugs to 60 Nm. The transmissions of the AS Tronic families have one or more oil drain plugs, depending on the version. – The position of these plugs can be seen in the relevant installation drawing (Chapter 4.1) and the technical manual for the Intarder (ZF no. 6085 765 104).

4.3.5 Oil Level Check !

DANGER ! Too little oil in the transmission will result in transmission damage. Risk of accident!

Check the transmission oil level at regular intervals: • Check oil level when vehicle is on horizontal ground. • Do not undertake the oil level check right after travel (this will produce an incorrect measurement). Only undertake the check once the transmission oil has cooled down (< 40 °C). • Remove oil fill plug. • If the oil level has fallen below the oil fill aperture, the oil must be topped up (in accordance with Section 4.3.4). • Tighten oil drain plug to 60 Nm. NOTE Whenever checking the oil level, also inspect the transmission for leaks.

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4-26

ZF-AS Tronic 4.3.6 General Information Even if reference is made here and in the aforementioned documents to particular volumes, ensure that the oil level is correct on the transmission itself. To do this, one of the oil fill apertures in the horizontal vehicle must be filled with oil until the level has reached the lower edge of the fill aperture and/or oil is escaping from this fill aperture. For Intarder applications and applications with heat exchangers, please note that the the oil is only filled fully once the vehicle has been moved and a second filling process is reached (refer to technical manual for Intarder ZF no. 6085 765 104).

Installation 4.3.7 Information about Bleeding the Transmission The transmission is fitted with a vent on the transmission actuator as standard. The vent should be protected from the ingress of large amounts of water. The breather must be clean and must not have its plastic cover fitted. In special applications, such as off-road vehicles, refuse collecting vehicles and milk collecting vehicles, which are frequently cleaned using a jet of water, moisture or moist air may be drawn into the vent as a result of sudden transmission cooling, causing condensation to form inside the transmission. Since the proportion of water in the transmission oil must not exceed 1 000 ppm, rather than the standard vent, ZF recommends that a a hose-type vent be installed in the vehicle’s dry compartment. The interface on the transmission to the hose may be supplied having been fitted in the factory. A retrofit kit for hose venting is available under ZF number 1315 298 021 from ZF-Service.

* refer to installation drawing or operating instructions

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4-27

ZF-AS Tronic 4.3.8 Venting by Means of Hose Line in Dry Compartment ZF recommends this type of venting as standard. This provides the best possible protection for the transmission against water ingress. When using this form of hose venting, the oil change interval for ECOFLUID M transmission oil increases. More information on this can be found in the List of Lubricants TE-ML 02. Notes on the “dry compartment” and routing of the hose:

Installation • Max. permissible hose temperature (e.g. near exhaust pipes, exhaust turbo charger) must not be exceeded. • End of hose lowered by approx. 150 mm. • Light width of hose of at least Ø 4 mm. • Fording capability according to vehicle specification must be retained. The vehicle manufacturer is responsible for the correct fitting and routing of the hose.

“Dry compartment” is defined as follows: ca. 150mm

• protected against spray water • low air humidity (Example: Engine compartment, under engine hood)

correct incorrect

The following should be noted when fitting the hose (also refer to sketch): • Ensure that the hose exits the transmission vent horizontally (use angled screw connection if necessary). • Route hose so that it rises continuously. A siphon effect should be avoided (see sketch). • No bends, chafing points. Route hose in the largest radius possible.

1328 765 101 - 2007-10

023915

Fig. 4.16 Guideline for routing a hose-type vent in the dry compartment

4-28

ZF-AS Tronic 4.4

Installation

Electrics

Range selector Display


4.4.1 System Layout and Circuit Diagrams The system layout contains a graphic depiction of the arrangement and networking of all the electronic components which are needed for the function of the ZF-AS Tronic transmission system. In the standard system, this not only includes the ZF-AS Tronic electronics, the electronics of the engine (or vehicle), ABS, and Intarder but also the display, the ZF selector lever, as well as ZF extension module. Communication between the electronic systems of engine and vehicle and/or with the ZF-AS Tronic takes place via the vehicle CAN, defined by SAE J-1939 (other transfer protocols upon request). The ZF-AS Tronic communicates with the ZF selector lever or range selector module and the ZF extension module via another CAN interface (ZF CAN). The ZF display is activated by a serial data line (Fig. 4.17)

Serial line

Rotary switch

ZF-CAN

ZF-AS Tronic

Engine electronics

• Voltage supply • Diagnosis • Speedo signal 027621

Fig. 4.17 with ZF extension module

Range selector


Dashboard

OEM bus

Central vehicle computer

Engine electronics

Vehicle CAN

ZF-AS Tronic

Engine electronics

ABS

Electronics for ZF-Intarder

• Voltage supply • Diagnosis • Speedo signal

Fig. 4.18 with onboard computer

1328 765 101 - 2007-10

Electronics for ZF-Intarder

ABS

Vehicle CAN

If the vehicle is equipped with a vehicle master computer, the signals to/from the levertype range selector, display, R gear relay etc. can be sent by it to the ZF-AS Tronic via the vehicle CAN (Fig. 4.18). The circuit diagram is the electrical wiring diagram for the ZF components in the system layout. It is used to establish the wiring; the connectors of the ZF components are also depicted for this purpose. If the wiring for connecting ZF components to the transfer connector (vehicle supply connector in E box) is supplied by ZF, then ZF also draws up a connection diagram.

ZF extension module

4-29

014 880

ZF-AS Tronic

Installation

Circuit and connection diagrams for ZF range selector components 18 and 20 pin transmission actuator: 6029 713 163 circuit diagram for selector lever with extension module

6029 713 157 circuit diagram for range selector module with extension module

6029 713 166 connection diagram for selector lever with extension module

6029 713 158 connection diagram for range selector module with extension module

4.4.2 Description of Connectors 4.4.2.1Connector on Transmission Wiring to the clutch actuator and output speed sensor is connected to the transmission actuator’s connector on the transmission.

Pin 20-pin

Pin 18-pin

Name

Explanation

This wiring falls within the scope of supply of the transmission.

6

6

VMGA2

Analogue ground/ earth sensor supply: For output speed sensor.

7

7

ADS 1

Solenoid valve activation for clutch actuation: slow closing

8

8

ADS3

Solenoid valve activation for clutch actuation: fast closing

9

9

ADS2

Solenoid valve activation for clutch actuation: slow opening

10

10

EU1

Clutch position as analog voltage 0… 5 V

11

11

EF

Speed signal from transmission output (voltage supply 24 V)

12

12

ADS4

Solenoid valve activation for clutch actuation: fast opening

15

15

AU

Voltage supply for clutch position 5 V

16

16

VM1

Ground/ Earth supply for solenoid valves.

17

17

VM2

Ground/ Earth supply for solenoid valves.

18

18

ADVP

Supply voltage for output speed sensor .*

20

2

VGMA1

Analogue ground/ earth sensor supply: For output speed sensor.

* This output is electrically connected to the ADVP1 output (vehicle supply connector to vehicle)

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4-30

ZF-AS Tronic

Installation

4.4.2.2 Power Supply Connector to Vehicle The vehicle end connector on the transmission actuator is the link to the vehicle’s onboard network. The mating connector needed is shown in the connector overview in Section 4.4.6. As an option, ZF can

Pin Pin 20-pin 18-pin

Name

Explanation

also supply a connection cable from this connector into the vehicle’s dry compartment. The requirements and purpose of the individual lines are explained in more detail with reference to the pins.

1

1

VPI

Voltage supply term.15, 24 volts (ignition key) (supply for computer core and communication interfaces) fuse, at least 3 Amperes, maximum 10 Amperes

2

2

SDDK

Serial interface for communication in accordance with ISO/DIS 14230 connection for ZF diagnosis tester.

3

3

CANF2-H

ZF’s own CAN interface (CAN high signal), line color: red, interface between transmission electronics and ZF components.

4

4

VPE1

Voltage supply term.30, +24 volts, (continuous positive) (supply for computer core and communication interfaces and digital outputs). Once the ignition, term 15, has been switched off, the electronics are supplied via this pin for a brief overrun period. During this period, any error present are written into the memory and/ or the transmission is transferred into a defined status. Once the ignition is OFF, permanent positive (term. 30) must be retained for at least 8s to ensure the aforementioned functions. Fuse 10 Amperes.

5

5

VPE2

redundant supply connection (refer to VPE1, pin 4)

6

6

CANF2-L

ZF’s own CAN interface (CAN low signal), line color: black, interface between transmission electronics and ZF components.

7

7

SDEF

Input frequency signal. Redundant recording of output speed by tachograph.

8

8

CANF1-H

Vehicle CAN interface (CAN high), line color: yellow, interface between transmission electronics and vehicle electronics (e.g. EDC, ABS ASR, Intarder etc.) communication interface in accordance with SAE J1939 and/or ISO 11898

9

9

SD

Serial communication interface for connection of electronic components such as ZF display

10

10

SDP

Serial communication interface with power output stage (500mA).

11

11

ADVP1

Digital output, 24 volt, to supply ZF components such as display, warning buzzer, and/or warning lamp. Output remains switched on after ignition “OFF” incl. overrun period of transmission electronics so that system functions remain active (e.g. warning, display, and diagnosis functions); Imax. consumption: 390 mA This output is electrically connected to the ADVP output, transmission end connector.

12

12

CANF1-L

Vehicle CAN interface (CAN low), line color: green, interface between transmission electronics and vehicle electronics (e.g. EDC, ABS, ASR, Intarder etc.) communication interface in accordance with SAE J1939 and/or ISO 11898

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4-31

ZF-AS Tronic

Installation

Pin Pin 20-pin 18-pin

Name

Explanation

13

13

CANF1-L+

2nd connection point for vehicle CAN interface (CAN low). Allows for simple contacting as central and/or end consumer. CANF1-L is bridged with CANF1-L+ on the PCB. For more detailed description, refer to CANF1-L. Line color: green.

14

14

CANF1-H+

2nd connection point for vehicle CAN interface (CAN high). CANF1-H is bridged with CANF1-H+ on the PCB. Allows for simple contacting as central and/or end consumer. For more detailed description, refer to CANF1-H. Line color: yellow.

15

15

CANF1-T

For configuration of CAN end consumer. This pin is bridged (open end output resistance) for end consumer configuration with CANF1-L+.

16

16

VM1

Ground / Earth supply 1 (route VM 1 and VM2 with separate line routing on vehicle ground / earth star point)

17

17

VM2

Ground / Earth supply 1 (route VM 1 and VM2 with separate line routing on vehicle ground / earth star point)

18

18

VMHF1

Connection option for possible CAN line sheathing (high frequency ground/earth)

19

–

VMHF2

Connection option for possible CAN line sheathing (high frequency ground/earth)

20

–

VM3

Ground / Earth supply 3 (redundant to VM1 and VM2)

4.4.3 Power Supply Voltages Nominal voltage for power supply UN: 24 V DC Perm. operating voltage: Overvoltage resistance:

1328 765 101 - 2007-10

18 - 32 V DC 36 V, 40 °C 1h

4-32

ZF-AS Tronic

Installation

4.4.4 CAN Bus Installation The vehicle manufacturer is responsible for the CAN bus installation! The vehicle end connector on the transmission actuator can be used to integrate the ZF-AS Tronic into all known CAN bus topologies (linear CAN connection, non-linear CAN connection). Experience has shown that an unsheathed twisted CAN line (twisted pair) is sufficient for most applications.

Linear CAN connection (no tap lines) refer to Fig. 4.19 From today’s standpoint, an economically and technically (EMC aspects) good solution, relatively insensitive to faults, even with high transfer rates (500 kb) the linear connection is relatively insensitive to faults.

R1

The non-linear connection is more sensitive to faults, but a simpler form of CAN network. Here, what is commonly referred to as a tap line is formed between node point (point B) and electronics (point A). This tap line must not exceed the maximum length defined in the standards (refer to standards SAE J 1939, ISO/DIS 11898). If there are deviations from the maximum specified lengths, transfer faults may occur (e.g. when using terminal testers or intermediate cable kits etc.).

Line version The line version must also be designed in accordance with existing standards (SAE J 1939 and/or ISO/DIS 11898), which specify twisted and/or twisted + sheathed.

The ZF transmission system supports this type of CAN connection. The CAN lines are piped within the TCU (2 connections each for CAN_H and/or CAN_L).

Electronics A

Non-linear CAN connection (tap line not linear) refer to Fig. 4.20

Electronics B

CAN_H

CAN_H+

CAN_L

Electronics …n

R1*

CAN_L+

CAN_H 014881

CAN_L

Fig. 4.19

* R1: Bus terminal resistance

Electronics A

Electronics B Point A

Electronics C

Electronics …n

Point A

R1

R1*

CAN_H Point B

CAN_L 014882

Point B

Fig. 4.20

1328 765 101 - 2007-10

* R1: Bus terminal resistance

4-33

ZF-AS Tronic

Installation

Bus terminal resistance The transmission control unit (TCU) has an integrated bus terminal resistance which can be activated via the wiring on the electronics connector. The electronics can therefore be used as CAN BUS end consumers and/or as central consumers. If the transmission electronics are produced as CAN BUS end consumers, the line bridges in the electronics connector (vehicle power connector) must be used as shown in Fig. 4.21 (bridge from PIN 13 to PIN 15).

Vehicle wiring

TCU 8 CANF1-H

14 CANF1-H+

CAN_H Terminating resistor

CAN_H free

120 Ohm 15 CANF1-T

13 CANF1-L+ CAN_L HF-ground

12 CANF1-L

CAN_L

18 VMHF1

HF-ground opt.

19 VMHF2

HF-ground opt.

028965_en

Fig. 4.21 Transmission electronics as CAN BUS end consumer

If the transmission electronics are produced as CAN BUS central consumers, this power bridge is not used, see Fig. 4.22.

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4-34

ZF-AS Tronic

Installation

Vehicle wiring

TCU CAN_H Terminating resistor

8 CANF1-H

CAN_H (TCU A)

14 CANF1-H+

CAN_H+ (TCU B)

120 Ohm 15 CANF1-T

CAN_L

free

12 CANF1-L

CAN_L (TCU A)

13 CANF1-L+

CAN_L+ (TCU B)

18 VMHF1

HF-ground opt.

19 VMHF2

HF-ground opt.

HF-ground

Fig. 4.22 Transmission electronics as CAN BUS central consumer

4.4.5 Quality Requirements of Wiring A distinction is made between two fundamental installation situations. 1. Wiring which is routed in the cab and/or in the vehicle frame. 2. Wiring which is routed on the ZF unit and/or directly next to the unit or engine. More stringent requirements apply here in terms of temperature, mechanical properties, resistance to media. – If the cable from the power supply connector (on the transmission actuator) is produced by the vehicle manufacturer, then technical customer information TKI 6029 705 003 should be noted.

Routing and securing Wiring in the vehicle should be routed so it a) is not damaged b) can be accessed at any time

1328 765 101 - 2007-10

028966_en

The wiring should be routed and secured in a protected part of the vehicle. The cable must be secured at a maximum of 20 cm downstream of the transmission power supply connector. Loose hanging wiring is not permitted. The connectors must not be tightened down too firmly. Ensure that the connectors and mating connectors are compatible and snapped in. Also ensure that there are no relative movements, e.g. between vehicle frame and transmission, which damage the wiring. The securing material must be selected ensuring that the wiring is neither squashed nor damaged or pre-damaged in any way. CAUTION A sufficient distance should be maintained from sources of heat, such as exhaust, heat exchanger etc. and/or thermal protection should be fitted. – Other techn. requirements can be found in TKI 6029 705 003.

4-35

ZF-AS Tronic

Installation

4.4.6 Connector and Mating Connector Designations Connector

Use

Type

Manufacturer ZF Number

Manufacturer no.

CKD no.

Protection class

X1

Transmission actuator (TCU)

20-pin bush

Kostal

6029 201 675

Connector housing: 09432001 Bush contact: 22124472200 Seal: 10800444521 Blind plug: 10800472632 Flapped part Schlemmer: 0501.318.143

6029 199 090

IP 67/ 69

X1

Transmission actuator (TCU) Special version

18-pin bush

Kostal

6029 201 752 0501 317 367

Connector housing: 09432691 Bush contact: 22124472200 Seal: 10800444521 Blind plug: 10800472632

6029 199 125

IP 67/ 69

X5

Display

6-pin bush JPT AMP

6029 201 367

Connector housing: 929504-2 Contact bush: 927771-3

6029 199 109

Refer to 6-pin connector MNL

Connector housing: 350780-1 Contact pin: 926887-1

6029 199 028


Contact bush: 927771-3 Connector housing: 929504-3

6029 199 108


6029 199 027

Open connector system; No details for protection class

6029 199 092


X5 X5

Display Display

4-pin AMP connector MNL

6029 201 130

8-pin bush JPT AMP

6029 201 676

X21

Diagnosis

6-pin AMP connector MNL

6029 201 121


X21

Diagnosis Mating connector

6-pin bush MNL AMP

6029 201 120

Connector housing:350715-1 Contact bush: 926882-3

X2a

ZF selector lever 15-pin bush (with integr. E module) MCP 3-row

AMP

6029 201 798

Connector housing: 1-967623-1 Contact bush: 927771-3

Open connector system;

X2b

ZF selector lever 9-pin bush MCP AMP (with integr. E module) 3-row

6029 201 677

Connector housing: 1-967621-1 Contact bush: 927771-3

No details for protection class

X36a

Range selector module 18-pin bush MCP 3-row

AMP

6029 201 802

Connector housing: 8-968974-1 Contact bush: 1-968849-1

Open connector system;

X36b

Range selector module 15-pin bush MCP 3-row

AMP

6029 201 803



X50a

Extension module

18-pin bush MCP 3-row

AMP

6029 201 802


Open connector system

X50b

Extension module

15-pin bush MCP 3-row

AMP

6029 201 803



A11/A14

Output sensor

4-pin bush DIN AMP bayonet Angle

6029 201 758

Connector housing: 1-967325-1 Bush contact: 0-929974-1 Seal: 828920-1 Blind plug: 828922-1 Company Dorn: Cap: ZF Nr.:6029 301 097 Locking clamp: ZF Nr.:0501 317 912 Locking clamp: ZF Nr.:0501 318 528 Socket: ZF Nr.:6029 301 099 6029 199 114

IP 67/ 69K

S12

Neutral switch

4-pin bush DIN AMP bayonet Angle

6029 201 756

Connector housing: 1-967325-3 Bush contact: 0-929974-1 Seal: 828920-1 Company Dorn: Cap: ZF Nr.:6029 301 097 Locking clamp: ZF Nr.:0501 317 912 Locking clamp: ZF Nr.:0501 318 528 Socket: ZF Nr.:6029 301 099 6029 199 112

IP 67/ 69K

X17

Main power system junction

22-pin bush JPT AMP 2-row

6029 201 336


6029 199 043


X17 A Main power system Mating connector junction

22-pin connec. AMP JPT 2-row

6029 201 354

Connector housing: 929505-7 Pin contact: 928930-5

6029 199 025


X18

18-pin bush JPT 2-row

6029 201 361


6029 199 084


Connector housing:929505-6 Pin contact: 928930-5

6029 199 026



6029 199 109



6029 199 110



6029 199 084


Connector housing:929505-6 Pin contact: 928930-5

6029 199 026


Main power system junction

AMP

X18 A Main power system Mating connector junction


6029 201 365

X18 A Main power system Mating connector junction CAN

6-pin bush JPT AMP 2-row

6029 201 367

X18 A Main power system Mating connector junction CAN

6-pin connector AMP JPT 2-row

6029 201 366

X19

18-pin bush JPT 2-row

6029 201 361

Cab junction

X20 Mating Cab junction connector to X19 1328 765 101 - 2007-10

AMP


6029 201 365

4-36

ZF-AS Tronic

Installation

4.4.7 Other Electrical Interfaces on the ZF-AS Tronic

4.4.7.2 Speedo Sensor There is an output speed sensor on the ZF-AS Tronic which provides the tachographs with the relevant signal (refer to installation drawing).

4.4.7.1 Neutral Switch (S12) The transmission neutral switch (S12) is located on the transmission in position G32 (refer to installation drawing). The starter current circuit is connected with the transmission neutral switch via relay E17 so that the engine cannot be started when a gear is selected. If the transmission is mechanically in Neutral, the neutral switch contact is closed. One neutral switch is available for the ZF-AS Tronic: • Switch: Ref. 0501 215 297 (bayonet connection in accordance with DIN 72585)

Speedo sensor (standard) Drawing number

0501 210 854

Order number for Screw-in length 19.8 mm - product families 3 + 4 with Intarder - product families 1 + 2 general

0501 210 855

Order number for 0501 210 859 Screw-in length 90 mm - product families 3 + 4 without Intarder

Comments: If the Neutral signal is delivered by CAN, the mechanical neutral switch is not needed. This variant is recommended by ZF.

G32

A KITAS speedo sensor is available as an option. This is needed for all TCO tachographs (CANcapable).

Speedo sensor (KITAS II) Drawing number

0501 214 767

Order number for Screw-in length 19.8 mm - product families 3 + 4 with Intarder - product families 1 + 2 general

0501 214 768

Order number for 0501 214 769 Screw-in length 90 mm - product families 3 + 4 without Intarder

1:1

BAJONETTANSCHLUSS DIN 72585-A1-2.1-A G/K1 BAJONET CONNECTION

39 1.5

Ø 23.6

1 2

SW27 W.A.F.

Fig. 4.23 Switch: Drawing no.: 0501 215 297

1328 765 101 - 2007-10

027564

4-37

ZF-AS Tronic

Installation

4.4.8 CAN Signals

4.4.9 EMC Compatibility

ZF TKI 1328 761 005 contains descriptions of the requirements of the external signals needed to operate the ZF-AS Tronic; it also contains descriptions of the signals which are transmitted by the ZF-AS Tronic. The quality, and accuracy as well as (if necessary) the repeat rate needed (CAN) are also defined for each external signal.

The E1 certificate issued by the Federal Vehicle Registration Authority can be requested from ZF.

Most of the signal’s requirements correspond to those defined in SAE J 1939. The ZF-AS Tronic only expects deviating, higher repeat rates for a few signals. In line with the present development level, these are • the accelerator pedal position (with idling switch) • the wheel speeds from the ABS. The signal specification of the TKI 1328 761 005 must be confirmed by the vehicle manufacturer. Deviations from these should be agreed upon in a special manner. The following characteristics must be observed in addition to the requirements described in the signal specification: • Brake pressure on the wheel. As soon as the vehicle experiences retardation, i.e. braking action, there must be a foot brake signal. In other words, at a braking pressure of 0.2 + 0.2 bar on the wheel, the foot brake signal must be set and should then drop back below this value. • Accelerator: The characteristics of the accelerator have a significant impact on the maneuvering and setting off characteristics of a vehicle with an AS Tronic transmission system! (Accelerator replaces clutch pedal ! The following should therefore be noted: - The idling switch signal should drop at 4 + 2% of the accelerator. - The kickdown signal should be present at >100% of the accelerator position with a pressure point that can be clearly felt.

1328 765 101 - 2007-10

4-38

ZF-AS Tronic 4.5

Installation

Pneumatics • In example 1, the air supply for the braking system takes priority over the shift system, since an relief valve (> 5 bar) is mounted in front of the ZF-AS Tronic air circuit. The pressure level set on the relief valve must however be less than the pressure level of the relief valves in the 4-circuit protection valve for the auxiliary consumers.

The quality of the air supplied to the ZF-AS Tronic system is very important for vehicle availability. The same requirements as those placed on the braking systems therefore apply to air quality and air line versions. The air supply for the ZF-AS Tronic system can be connected up the vehicle’s air system, either upstream of the 4-circuit protection valve (example 1), or downstream of the 4-circuit protection valve on the auxiliary consumer circuit (example 2). The following should be noted here:

• In example 2, the air supply for the ZF-AS Tronic takes priority over the other auxiliary consumers since this is mounted upstream of a relief valve (> 5 bar).

Example 1

4-circuit protection valve

Compressor Air drier

Overflow valve 5 bar* Transmission actuator with pressure sensor

D-I = 9 mm

20 L

Clutch actuator

Non-return valve D-I = 9 mm max. 4 m

* The pressure level set on the relief valve MUST be less than the pressure level of the relief valves in the 4-circuit protective valve for the auxiliary consumers.

Example 2 4-circuit protection valve

Compressor Air drier

Transmission actuator with pressure sensor

D-I = 9 mm

20 L Clutch actuator

Non-return valve D-I = 9 mm max. 4 m

Auxiliary consumer

014885 / 014886

Fig. 4.24 1328 765 101 - 2007-10

Overflow valve 5 bar

4-39

ZF-AS Tronic

Installation

Air reservoir

Air lines

A separate air reservoir is fitted for the ZF-AS Tronic and is protected by a pressure relief valve. Other consumers must not be connected up to this compressed air circuit – with the exception of the ZF-Intarder. The pressure relief valve prevents the pressure in the air reservoir from falling when there is a leak or insufficient air in the rest of the air system. Minimum volume of air reservoir: • ZF-AS Tronic 10 dm3 • ZF-AS Tronic + IT 20 dm3

The air lines from the ZF-AS Tronic air reservoir to the transmission actuator and clutch actuator must have a nominal width (interior diameter) of at least 9 mm. Maximum lengths of 4 m must not be exceeded.

Air pressure

Air dryers which emit alcohol or other substances into the air system which may have a negative impact on sealing materials are not authorized.

Supply pressure needed 8 -12.0 bar downstream of air drier. To ensure that sufficient shifts can be undertaken when there is insufficient air, ZF-AS Tronic has to be supplied with a supply pressure of at least 8 bar. The transmission actuator uses an integrated pressure reducing valve to reduce the air pressure to 7 bar of shift pressure to preserve the shift elements and to achieve constant shift characteristics. Reliable shifting and connection of the shift system is ensured with a shift pressure of 7 bar. Shift pressure

Supply pressure

Air quality The compressed air made available to the vehicle must be cleaned, dried and free of condensate. Air particle filter: 40 microns mesh width.

Maximum permissible water content of compressed air: 15 % (relative air humidity). Ambient temperature [°C] -20 -10 0 10 20 30 40

= Pressure in transmission actuator downstream of pressure relief valve = Pressure in air reservoir

Water content [g/m3] 0.136 0.332 0.726 1.41 2.6 4.55 7.66

Pressure display / warning Air consumption Air displacement volume needed: At least 5 dm3/min at 8 - 10 bar. The vehicle air system should be designed so that at least the aforementioned volumetric flow of air is made available to the ZF-AS Tronic air circuit alone. This assumed requirement is based on the consumption needed for 9 shifts and 1 starting process (“ignition on” with clutch actuator calibration) per minute.

1328 765 101 - 2007-10

A pressure sensor is integrated in the transmission actuator and provides the driver with a warning when the pressure level of the shift pressure falls below 5.8 bar. This information is shown on the ZF display (AL) and/ or can be sent to the CAN as a message.

!

DANGER! If gear shifts are undertaken with insufficient air pressure, the transmission may remain in Neutral so that there is no direct drive and no engine brake effect.

4-40

ZF-AS Tronic 4.6

Installation If ZF expressly refuses to issue approval for a third party retarder, then ZF assumes no warranty or liability for this unit combination, or for the functional and operating safety of the entire system.

Auxiliaries

4.6.1 ZF-Intarder The ZF-Intarder cannot be retrofitted. The ZFIntarder must always be taken into consideration when ordering the transmission.

4.6.3 ZF Power Take Off Units (PTOs) For ZF-Intarder applications, particular attention should be paid to the peripheral parts such as the fitting of electronics, wiring, and cooler connection at the water end. The pulse count of the speedo sensor changes slightly to that of applications without an Intarder.

ZF PTOs can either be fitted in the factory when the transmission is supplied, at a later date by the vehicle manufacturer or in the end customer’s complete vehicle.

– Installation instructions and interface descriptions can be found in the ZF-Intarder technical manual (ZF no. 6085 765 104).

– The type sheet for ZF PTOs, ZF nos. 1328 757 152 (PF3+4) and 1336 757 151 (PF 1+2) provides information on the selection of ZF PTOs available. The fitting specifications have to be drawn up in conjunction with ZF and the vehicle manufacturer.

The exchange of signals needed with the ZF-AS Tronic via the CAN bus is taken into consideration in the ZF-Intarder electronics software.

Particular mention should be made here of the fact that when a PTO is mechanically fitted, the electronics in the ZF-AS Tronic need additional programming to guarantee the operating safety of the system in conjunction with the automated clutch. When the vehicle manufacturer is fitting the PTO, the technical data set should be clarified with the technical sales team. When retrofitting on supplied vehicles, this is undertaken by the ZF service center. If a PTO is fitted without the ZF fitting instructions (e.g. electronics program modification) being observed, then ZF assumes no warranty for this unit combination, the functional and operating safety of the entire system.

– Special features of oil fills for the ZF-AS TronicIntarder combination can be found in the ZFIntarder technical manual (ZF no. 6085 765 104). Initial installation of a ZF-AS Tronic and ZF-Intarder system combination must be commissioned and approved by ZF.

4.6.2 Third Party Retarder If third party retarders are fitted, the ZF technical sales team must always contacted. Requirements relating to the mechanical, pneumatic, and electrical interfaces and the exchange of signals with the ZF-AS Tronic must be coordinated. If necessary, the system safety of the entire unit must also be taken into separate consideration and a vehicle entire system FMEA undertaken by the vehicle manufacturer.

1328 765 101 - 2007-10

The peripherals (wiring harness etc.) needed for the ZF PTOs have to be ordered from the vehicle manufacturer. If retrofitting on a vehicle which has already been supplied, the ZF service centers will assist.

4-41

ZF-AS Tronic

Installation

4.6.4 Third Party PTOs

4.7

Transmission Installation on Assembly Belt

If third party PTOs are fitted, the ZF technical sales team must always contacted. Requirements relating to the mechanical, pneumatic, and electrical interfaces to the ZF-AS Tronic must be coordinated. If necessary, the system safety of the entire unit must also be taken into separate consideration and a vehicle entire system FMEA undertaken by the vehicle manufacturer to guarantee the operating safety of the system in conjunction with the automated clutch.

4.7.1 Transport Only the lugs fitted on the transmission mounting on housings 1 and 3 may be used for transport purposes.

If ZF expressly refuses to issue approval for a PTO produced by another company, then ZF assumes no warranty or liability for this unit combination, or for the functional and operating safety of the entire system.

019529

ZF-AS Tronic

4.6.5 Heat Exchanger External oil-water heat exchangers can either be fitted in the factory when the transmission is supplied or by the vehicle manufacturer. In the event of subsequent attachment, painting of the heat exchanger must not be forgotten (refer to Section 4.7.4). The assembly specification and positioned assembly drawing should be noted! – refer to installation drawing + heat exchanger, Section 4.1.1 and additional cooling, Section 4.2.4

019530

ZF-AS Tronic mid

The transmission must not be suspended from its input shaft (e.g. during transport) (because this would damage bearings and splines). The ZF-AS Tronic must also not be suspended in slings for transport purposes. CAUTION If the transmission is flange-mounted to the engine, no transport attachments must be fitted to the transmission. The lugs are only configured for the weight of the transmission. ZF is not liable for transmission components being damaged through incorrect transport.

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4-42

ZF-AS Tronic

Installation

4.7.2 Supplying the Main Transmission Depending on customer requirements, the ZF-AS Tronic is supplied as follows: • With the highest gear selected • In Neutral

This results in the following assembly sequence: • The guide pipe must be free of grease. • Remove corrosion protection from input shaft spline and grease (with approved grease following clutch manufacturer specification). • Slide clutch disc onto input shaft spline. • Remove clutch disc and wipe off surplus grease.

4.7.3 Corrosion Protection We recommend coating the ZF-AS Tronic with standard anti-corrosion inhibitor. In special applications with a high risk of corrosion (e.g. snow clearing …), special anti-corrosion protection measures are needed and can be defined on request.

The ZF-AS Tronic is supplied painted in black as standard. If the customer would like to paint the ZFAS Tronic himself, this must be done in accordance with ZF specification:

Product families 3+4 • Transmission solo • Transmission with intarder Heat exchanger on the left Heat exchanger on the right

• Align transmission so that the input shaft is aligned with the pilot bearing. • Before installing the transmission, ensure that the ends of the load-bearing rings are hooked onto the pressure plate.

4.7.4 Subsequent Paintwork

Product families 1+2

• Fit driver disc and pressure plate on flywheel housing without grease (use mandrel etc. to centre pressure plate never use input shaft for this purpose).

0000 702 371 0000 701 972 0000 701 973 0000 701 974

• Carefully guide input shaft into hub of clutch disc. • Secure transmission to flywheel housing. • Remove cover from underside of housing 1. • Secure release bearing in load-bearing ring by using a lifting tool (pry bar) to pressure the lower end of the release fork towards the transmission output. This pushes the upper end of the release fork towards the engine until it snaps into the load-bearing ring.

The customer must confirm that this is the case. You must be able to feel and hear the fork snapping into place.

4.7.5 Assembly of Engine, Clutch, and Transmission The ZF-AS Tronic is supplied with a release bearing. CAUTION All parts (apart from the input shaft spline) must not be greased at a later date. The guide pipe in particular must remain free of grease. Do not touch the clutch disc lining.

018495

• By pressing the fork towards the engine, check whether the connection has snapped in correctly. • Secure cover back onto underside of housing 1.

1328 765 101 - 2007-10

4-43

ZF-AS Tronic

Installation

4.7.6 EOL Programming

Documentation of EOL (End Of Line) programming

The ZF-AS Tronic software can be programmed by the vehicle manufacturer to reduce supply and/or service variants of the ZF-AS Tronic.

The delivery status of the ZF-AS Tronic is documented by ZF using the vehicle manufacturer’s order number.

For the EOL (end of line) programming of ZF-AS Tronic-specific vehicle variants outside the ZF organization, the vehicle manufacturer and ZF must agree on the program variants needed as well as the documentation, production, and service process requirements.

All EOL programming/parameterization actions and modifications taking place outside the ZF organization and during the service life of the transmissioncontrol unit (TCU) must be understandable for ZF. A database is used for ZF documentation. The “vehicle manufacturer – ZF” transfer of data should be defined using appropriate procedures.

Transmission software must be adapted to the vehicle configuration. This may be done by means of signal exchange between transmission control unit (TCU) and the vehicle control unit(s) or through EOL parameterization performed by the vehicle manufacturer or ZF. Adaptation of the transmission software to the vehicle configuration is defined in accordance with the application. The ZF-AS Tronic is programmed using serial data transfer.

1328 765 101 - 2007-10

ZF-AS Tronic-specific data which has to be documented by ZF is discussed with the OEM.

ZF external programming equipment ZF-AS Tronic-specific data present for EOL programming has to be forwarded to ZF. A standardized procedure should be defined for this purpose.

4-44

ZF-AS Tronic

Installation

4.7.7 Delivery Check – A form is available for the delivery check. The ZF-Testman pro diagnosis tool (refer to Section 3.5) assists the delivery check process by means of special test stages: • Testing while vehicle is stationary. • Testing during test run. • Interrogation of error memory. Agreement should be reached on ZF training the assembly staff by the start of production.

027587

Fig. 4.25 Form OEM supply check

1328 765 101 - 2007-10

4-45

ZF-AS Tronic 4.8

Installation

Additional Information

4.8.1 Operation

Safety Instructions The following safety instructions appear in this manual:

Depending on the manufacturer and vehicle type, you may have controls and operating processes other than those described in this manual. This manual contains descriptions for the ZF selector lever with integrated E-module (Chap.2.4.1.1).

NOTE Refers to special processes, techniques, data, etc. CAUTION This is used when incorrect, unprofessional working practices could damage the product.

!

DANGER! This is used when lack of care could lead to personal injury or material damage.

!

DANGER! • The vehicle must not be left with the engine running and a gear selected. • Gears cannot be selected if there is no engine function (e.g. no fuel), transmission selects “Neutral”. Engine brake and steering assistance will fail during travel.

4.8.1.1 Starting Engine

!

• Apply parking brake. THREATS TO THE ENVIRONMENT ! Lubricants and cleaning agents must not be allowed to enter the soil, ground water, or sewage system. • Ask your local environment agency for safety information on the relevant products and adhere to their requirements. • Collect used oil in a suitably large container. • Dispose of used oil, dirty filters, lubricants, and cleaning agents in accordance with environmental protection guidelines. • When working with lubricants and cleaning agents always refer to the manufacturer’s instructions.

• Turn rotary switch to “ N ” (transmission in Neutral). • Switch “ignition” ON.

023867

• Shift system self-check (display shows “ CH ”). • Start engine.

024367

• Self-check complete. “ N ” appears on display, transmission is in Neutral. 024369

NOTE Gears cannot be selected when engine is stationary.

1328 765 101 - 2007-10

4-46

ZF-AS Tronic

Installation

4.8.1.2 Setting Off, Forward Travel

4.8.1.3 Maneuvering

• Start engine (refer to 4.8.1.1).

Maneuvering mode is available for extremely slow travel (e.g. connecting and/or disconnecting a semi trailer or trailer). In maneuvering mode, the vehicle (accelerator) is more sensitive and clutch activation differs from how it is in normal mode.

• Turn rotary switch from “ R ” to “ D ”. • Automatic mode is activated. • The display shows the starting gear selected. (The system selects the starting gear itself, clutch remains separated.)

024376

• Depress accelerator and at the same time release the parking brake.

!

DANGER! The vehicle may start to roll away even if you do not depress the accelerator.

4.8.1.3.1 Maneuvering via the accelerator pedal with rotary switch in D or R position The system recognizes maneuvering mode from the accelerator position and the low traveling speed. The first 2 forward gears and both reverse gears are available for maneuvering (depending on the vehicle, possibly only 1st gear and one R gear). Maneuvering mode does not engage in other gears.

• Vehicle sets off (clutch closes automatically). 1st gear and RL DM

D N R RM

Hill start DANGER! Select gear, only release parking brake once accelerator has been depressed otherwise the vehicle will roll backwards.

D N R RM DM

!

Unlimited maneuvering period. The « CL » display appears when the clutch is overloaded. CAUTION If the driver does not respond to the « CL » display, the clutch may be damaged from overload.

027515

Starting gear correction 2nd gear and RH The driver can correct the starting gear proposed by the system.

DM

D N R RM

D N R RM

• Press control lever in « – / tion.

DM

Undertaking correction:

– » or « + / + » direc-

• The display shows the starting gear selected.

1328 765 101 - 2007-10

027516

4-47

Maneuvering only possible until « CL » is reached.

! DANGER! If the driver does not respond to the « CL » display, the system changes from maneuvering mode to setting off. The vehicle may accelerate. Risk of accident!

ZF-AS Tronic

Installation

!

DANGER ! The system changes from maneuvering mode to setting off depending on the accelerator position and vehicle speed. The vehicle may accelerate. Risk of accident!

4.8.1.4 Moving off Downhill Requirements: Engine is running If the parking brake is released when a gear is selected and the vehicle rolls off, the clutch automatically closes without the driver having to press the accelerator.

4.8.1.3.2 Maneuvering acc. to rotary switch position DM or RM The system recognizes the maneuvering mode according to the position of the rotary switch. 1st gear and 1st R gear are available for maneuvering. In this maneuvering mode, the entire accelerator pedal travel can be used. To quit this mode, the rotary switch needs to be switched to position « D », « N », or « R ».

!

DANGER! When the vehicle moves off without a gear selected – rotary switch in position “ N “ – the engine brake will not work! Do not allow vehicle to roll in direction opposite to that of the gear selected.

If the vehicle rolls forwards – transmission in Neutral – once the brake has been released and you shift from “ N ” to “ D ”, the system selects a gear appropriate for the driving speed. The driveline is therefore closed.

D N R

4.8.1.5 Changing Operating Mode: Manual / Automatic

M

D

Unlimited maneuvering period. The « CL » display appears when the clutch is overloaded.

R

M

D N R M

M

R

D

1st gear and RL

CAUTION If the driver does not respond to the « CL » display, the clutch may be damaged from overload.

Can be undertaken at any time, even during travel.

A/M

Changing operating mode from manual to automatic • Press control lever to the left. Changing operating mode from automatic to manual. • Press control lever to the left or press control lever in « + / + » or « – / – » direction. • Depending on the vehicle, the system may automatically return to Automatic operating mode after a certain time.

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ZF-AS Tronic

Installation

4.8.1.6 Changing Gear

4.8.1.7 Reverse Travel !

Changing gear in Automatic operating mode.

DANGER! If the vehicle is rolling, a shift is not made into reverse gear! Immediately bring the vehicle to a standstill.

• All upshifts and downshifts are undertaken automatically. This depends on: • Drive resistance • Loading • Accelerator position • Velocity • Engine speed The gear display appears on the display during travel as a number.

Select reverse gear:

024376

• Vehicle must be stationary. • Turn rotary switch to “ R ” or “ RM ”. • “ R ” or “ RM ”appears on the display (clutch remains separated). • Depress accelerator and release brake at the same time (clutch closes automatically). • Vehicle travels backwards

Changing gear in Manual operating mode Change in direction of travel. • Press control lever in « + / + » or « – / direction. • « +/– » change by one gear step • « + / – » change by two gear steps

–» Reverse travel “ R/RM ” to forwards travel “ D/DM ” and vice versa. • Turn rotary switch from “ R/RM ” to “ D/DM ”.

The shift system exits the Automatic operating mode when a manual shift is undertaken. If you press the control lever to the left, Automatic operating mode is again activated.

!

DANGER! Changing direction of travel by moving the rotary switch from “R/RM” to “D/DM” and vice versa may only be undertaken when the vehicle is stationary, otherwise the transmission shifts to Neutral. The display is definitive for the direction of travel selected in the transmission.

NOTE • You can shift from any gear to Neutral at anytime using the rotary switch. This shift request takes priority over other requests. • The accelerator position must not be changed during the shift process because the engine is controlled electronically. • A shift command is not undertaken if the shift would result in the max. permissible engine speed being exceeded.

!

DANGER ! Shifts to “Neutral” can also be made during travel. If a shift is made to “Neutral”, the driveline is interrupted. The engine brake then no longer functions.

1328 765 001 - 2005-02

4-49

ZF-AS Tronic 4.8.1.8 Engine Brake !

DANGER! The engine brake function is interrupted during the gear shift. The vehicle may accelerate when traveling downhill.

Manual operations The engine brake is deactivated by the system during gear shifts. Once the gear shift is complete, the engine brake is automatically reactivated. Automatic operation By activating the engine brake, the system downshifts so that maximum braking torque is reached.

4.8.1.9 Stopping • With the accelerator untouched, slow down the vehicle using the service brake until it reaches a standstill. • The clutch opens automatically before the vehicle reaches a standstill so that the engine does not “stall”. • If the vehicle is going to be stationary for long periods of time, we would recommend selecting the Neutral transmission position. • Always engage the service or parking brake when the vehicle is stationary.

!

DANGER! • When the vehicle is stationary with the engine running and a gear selected, you need simply press the accelerator in order to move the vehicle! • Before leaving the vehicle with the engine running, the transmission must be shifted into Neutral and the parking brake engaged. • Activating the parking brake during travel and on a smooth surface may bring the engine to a standstill. Steering assistance is then no longer available!

1328 765 101 - 2007-10

Installation 4.8.1.10 Switching Off Engine / Stopping Vehicle • • • • •

Bring the vehicle to a complete stop. Apply parking brake. Move rotary switch to “ N “ Neutral. Switch off engine via ignition key. Place chocks under wheels (e.g. on slopes).

!

DANGER ! The engine cannot be switched off if a gear is selected. The vehicle may roll away if no brakes are engaged. Engage parking brake.

NOTE If the transmission is not shifted to Neutral before the engine is switched off, this is done automatically when the ignition is moved to “Off ”.

4.8.1.11 Towing The vehicle can be towed with a flange-mounted propshafts or a stub shafts. To this end, the following conditions must be satisfied: • Ensure that the high range change group is activated. To this end, the secondary conditions to be satisfied are as follows: 1. Ensure current and air supply. 2. Switch the ignition ON (wait check phase). 3. No error message appears. Therefore, it is ensured that the high range change group is activated. • No gear is engaged in the main transmission. • Towing distance of max. 100 km. • The max. permissible towing speed depends on the rear axle ratio and the tire dimension as described in Fig. 4.26 on the diagram. The respective national specifications have to be taken into account with regard to the max. permissible towing speed.

4-50

ZF-AS Tronic

Installation

[i Axle] 10.0

4.8.1.12 Tow Starting

9.0

The engine cannot be tow started.

Rdyn 0.7m

8.0

Rdyn 0.6m e.g. F24

7.0

Rdyn 0.5m e.g. 275/80 R22

6.0 5.0 4.0 3.0 2.0 10

4.8.1.13 Clutch Protection Rdyn 0.4m e.g. 245/70 R19.5 15

20

25

30

35

40

50

55

v[km/h]

Fig. 4.26 Example: iAxle = 6, Rdyn = 0.5 m Towing speed from diagram: Vmax = 25 km/h

029023_en

NOTE Select an operating mode in which there is no risk of clutch overloading, for example: • Accelerate vehicle (to close the clutch). • Stop. • Set off and / or maneuver in a lower gear.

INFORMATION It is totally forbidden to tow with a flange-mounted propshaft or mounted stub shafts if the following indications are present: 1) One of the conditions already described is not satisfied. 2) An error message appears (140) or it cannot be ensured that the high range change group and the main transmission are switched to NEUTRAL (i.e. vehicle breakdown undefined, failure of circuit and/or air supply). 3) Transmission damage suspected.

!

DANGER! If the driver ignores the warning, the clutch will close when the accelerator is depressed. This prevents the clutch from being further overloaded. This may cause the engine to “stall” and rolling backwards downhill cannot then be ruled out. The clutch opens again when you take your foot off the accelerator.

CAUTION Towing the vehicle with an activated slow range change group or an engaged gear in the main transmission rapidly leads to major transmission or engine damage. The operator assumes the responsibility for towing with a flange-mounted propshaft or a stub shaft (ensuring that all the required conditions are satisfied). If the vehicle is towed with a flange-mounted propshaft, prevent pollution through possible oil losses. When towing, also observe the instructions of the vehicle manufacturer.

1328 765 101 - 2007-10

If there is a risk of the clutch being overloaded by several starting procedures undertaken one after another in short succession or by a long period of maneuvering in too high a gear, the “CL” display appears.

• To preserve the mechanical parts of the clutch release mechanism, you should shift the transmission to Neutral when stopping for long periods (more than approx. 1 to 2 min., for example in queuing traffic, at traffic lights etc.). The clutch is thereby closed and the clutch release mechanism relieved. Despite the clutch being automated, the driver still has considerable influence on the clutch’s service life. To keep clutch wear levels as low as possible, we would recommend always selecting the lowest gear possible when setting off.

4-51

ZF-AS Tronic

Installation

4.8.1.14 Engine Overspeed Protection

4.8.1.15 Operations with Clutch-Driven PTO

To protect the entire driveline from excessive speeds, the ZF-AS Tronic only allows gear shifts which are within the speed range defined by the vehicle manufacturer.

Stationary/Mobile operations • Depending on the type of transmission, only certain gears will be available for stationary/ mobile PTO operation (refer to Section 3.1.7).

Operating mode: Manual • Ensure that the engine does not exceed the permissible speed range. • If the vehicle speeds up when traveling downhill, there is no automatic shift into a higher gear. CAUTION The engine may be damaged if the vehicle speeds up when traveling downhill and the engine enters the overspeed range.

• Gear shifts are only undertaken when the vehicle is stationary. Gear changes during travel are not possible. • Engage PTO and select starting gear. • The following appears on the display e.g.:

024406

Operating mode: Automatic

!

DANGER! The vehicle may speed up when traveling downhill. To protect the engine from damage in the overspeed range (red range), the system undertakes an upshift.

i.e.: PTO 1 is activated, starting gear 3 is selected (refer to Section 2.4.4).

Stationary operations During stationary PTO operations, no gears can be selected. The transmission remains in Neutral.

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4-52

ZF-AS Tronic

Installation

4.8.1.16 Roller test rig

Calling up active error numbers:

Once driven onto a roller test rig (brake test rig), shift transmission into “Neutral”.

• Switch ignition ON. • Turn rotary switch to “ N ”. • Hold control lever in “+”.

• When the rollers are running, the system recognizes the “driving vehicle” function. If you select a gear, the clutch closes. • When the rollers are running, reverse gear can no longer be selected.

Depending on the version, a 2 or 3-digit error number will appear on the display. This corresponds to the error currently active. If 4 bars are displayed in addition to the number shown, this means: Error no. + 100 (only on a twodigit display)

!

DANGER! The vehicle may leave the rollers even if the accelerator is not depressed.

024404

e. g.: Error no. 74

4.8.1.17 System Faults (Error Messages) • If a “screwdriver symbol” appears on the display, there is a system fault. Only restricted operations may be available. If a “ STOP ” and “ screwdriver symbol ”, appear on the display, there is a serious system fault. Shut down the vehicle, you must not continue driving. • The fault message and the resultant error response can be cancelled when the vehicle is stationary via “ Ignition OFF ”, wait until the display goes out. If the display does not go out after “ Ignition OFF ”, switch off the system by means of the master battery switch. Switch the ignition back on. If the fault message is still present, you will have to go to a service center. When contacting the service center, please specify the error number(s).

024405

Error no. 174

If 4 bars and 2 arrows are displayed in addition to the number shown, this means: Error no. + 200 (only on a two-digit display)

24391

e. g.: Error no. 227

Calling up inactive error numbers from the error memory: • Switch ignition ON. • Turn rotary switch to “N ” and at the same time depress the foot brake. • Hold control lever in “+”. The errors saved are displayed one after another on the display.

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4-53

ZF-AS Tronic

Installation

4.8.2 Maintenance 4.8.2.1 Visual Inspection of Wiring • Check wiring for damage. • Check that connectors are seated correctly, connectors must be fitted without traction relief.

4.8.2.2 Maintenance of Pneumatic System • The vehicle manufacturer’s maintenance instructions must be observed. • The pneumatic tank should be drained every week, in the winter every day.

NOTE When draining the pneumatic tank, the pneumatic cleaners and water separate should also be drained if this is not done automatically. • If vehicles are fitted with an air dryer, the interval for replacing the cartridge must be observed.

4.8.3 Vehicle Handover to End Customer When handing over the vehicle to the end customer, point out the function, operation, and maintenance of the ZF-AS Tronic units.

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4-54

ZF-AS Tronic 4.9

Installation

Application and Documentation

4.9.3 Type Plate

4.9.1 Application

ZF FRIEDRICHSHAFEN AG MADE IN GERMANY

With the ZF-AS Tronic transmission system, the individual components (vehicle, engine, clutch, transmission, TCUs, driving programs, etc.) constitute a perfectly matched setup.

1

CUSTOMER SPEC. NO TOTAL RATIO P.T.O. N OLI CAPACIT IN LITERS

3 4 5

SPEEDO RATIO n=

7 9

6 xn ENGINE

8

OLI GRADE SEE LUBRIC. LIST TE-ML

10 023906

The customer specification is confirmed by the customer and is the basis for application approval by ZF.

1 = Transmission type with number of gears 2 = Parts list no. of transmission 3 = Serial no. of transmission 4 = Customer order no., if known to ZF 5 = Transmission ratio 6 = Tachometer ratio [pulse/rev.] 7 = PTO type 8 = PTO ratio 9 = Approx. oil volume for initial fill 10 = Name of ZF List of Lubricant

4.9.2 ZF Documentation The scope of supply is defined with the customer using the customer specification and documented in the ZF parts list. The parts list is available as computer extract. CAUTION Before installation, always use the parts list number to check from the type plates whether the engine, transmission, and electronic control unit components correspond with the documentation. In other words, whether they match the details on the computer extract. For correspondence and queries, always specify the parts list number and serial number of your ZF-AS Tronic (refer to type plate)!

1328 765 101 - 2007-10

SERIAL NO.

2

The system components are defined in accordance with the application, and documented in a customer specification (consult referenced documents for the form). The customer specification is used in the application process • to specify the parts list, • to document the important application stages (e.g. FMEA, agreements on safety concept, malfunction responses) and • system-interfaces (e.g. CAN).

In order to prevent installation approval being revoked as a result of system-related modifications, modifications which impact on the transmission system have to be clarified early on with ZF.

MODEL

PARTS LIST NO.

4-55

ZF-AS Tronic

Installation

4.9.4 Explanation for ZF Documentation A parts list is drawn up in accordance with the ZF-AS Tronic transmission system specification by the vehicle manufacturer and ZF. The entire scope of supply is defined using the parts list, see example below. Superordinate parts list Parts list number: 1327 XXX XXX (example)

A10

9999 501 537

A14

9999 501 613

Customer: VEHICLE MANUFACTURER

*COUNTRY:D

A90

9999 511 101

APPROVAL FOR FIRST INSTALLATION *CHECK NEEDED

A98

9999 541 465

SPECIFICATION:

J32

9999 552 740

PTO-TYPE

S02

9999 514 114

VEHICLE DATA 1:

S04

9999 597 517

TYPE: TRUCK

M

ORDER NO: WITHOUT

M

a

M

1327 761 XXX

M

XXX

M M

b

XXXXXXXXXX

M

S06

9999 515 188

PERM. TOTAL WEIGHT: SOLO XXT

M

S08

9999 514 742

TIRE DYN:

M

S10

9999 514 575

REAR AXLE:

S14

9999 597 518

MANUFACTURER/ENGINE *KWXXX/XXXX*N.MXXXX/XXXX

S30

9999 501 366

DRAWINGS:

S46

9999 540 616

CONNECTION DIAGRAM:

6029 711 XXX

M

6029 713 XXX

M

XXX* I=X.XX

M

c

M M

S48

9999 597 520

CIRCUIT DIAGRAM:

930

9999 200 028

THE SUPERORDINATE PRODUCT CONSISTS OF:

T

932

1

1327 046 XXX SS

12 AS 2331 TO

P

952

1

6009 071 XXX SS

ECU 42 INTARDER

P

988

1

1327 180 XXX SS

ACCESSORIES

P MN

990

1

6009 397 XXX

PROGRAMMING

a = Customer specification b = Type designation of vehicle manufacturer c = Engine data

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4-56

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

5

Annex

5.1

Designations for AS Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-3

5.2 5.2.1 5.2.2 5.2.3

AS Transmission Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS Transmission Program for Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS Transmission Program for Special Vehicles . . . . . . . . . . . . . . . . . . . . . . AS Transmission Program for Rail Vehicles . . . . . . . . . . . . . . . . . . . . . . . . .

5-4 5-4 5-5 5-5

5.3

Attached Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-6

5-1

1328 765 101 - 2007-10

5-2

1328 765 101 - 2007-10

12 AS 2140 TD

12 AS 2330 TO

12 12 AS AS 21 23 4 3

5-3

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AS = TC aut = om TC at Tro ic t nic ran (A smi S ss + ion W s Tu SK ys rn ) te ing m 0 m = om Ec e 2 ol = ite nt [N A 4 S 1 AS; m] = 2 1 AS 2/ = = fa 30 142 AS cto 4 /16 10 r x 1 2; 1/ 3 12 00 0 = 1; 2 =w A = it S NM ho 23 3/ V ut I 26 nt 3; ard er *; T= 1 = Tru Int ck ard ;D er ; = Di re ct dr ive ;O = Ov er dr ive

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ZF-AS Tronic Annex

Designations for AS Transmission

Truck Designation for AS transmission Explanation

TD TO

* Standard 019016_en

ZF-AS Tronic 5.2

Annex

AS Transmission Program

5.2.1 AS Transmission Program for Trucks Designation

Number of gears

Torque limits

Ratio range

Product family

12 AS 1010 TD

12

1 000

DD

1

12 AS 1010 TO

12

1 000

OD

1

12 AS 1210 TO

12

1 200

OD

1

12 AS 1220 TD

12

1 200

DD

2

12 AS 1420 TD

12

1 400

DD

2

12 AS 1420 TO

12

1 400

OD

2

12 AS 1620 TO

12

1 600

OD

2

12 AS 1630 TD

12

1 700

DD

3

12 AS 1930 TD

12

1 900

DD

3

12 AS 1930 TO

12

1 900

OD

3

12 AS 2130 TD

12

2 100

DD

3

12 AS 2130 TO

12

2 100

OD

3

12 AS 2140 TD

12

2 100

DD

4

12 AS 2340 TD

12

2 300

DD

4

12 AS 2330 TD

12

2 300

DD

3

12 AS 2330 TO

12

2 300

OD

3

12 AS 2540 TD

12

2 500

DD

4

12 AS 2530 TO

12

2 500

OD

3

12 AS 2540 TO

12

2 500

OD

4

12 AS 2740 TO

12

2 700

OD

4

12 AS 2940 TO*

12

2 900

OD

4

12 AS 3140 TO*

12

3 100

OD

4

16 AS 2230 TD

16

2 200

DD

3

16 AS 2630 TO

16

2 600

OD

3 * under development

AS transmission program

No. of gears

12 16 200

2330 12 AS 1010 1220 1420 1630 1930 2130 2140 2340 2540 TD 12 AS 1010 1210 1420 1620 1930 2130 2330 2530 2540 2740 2940 3140 TO

16 AS

2230 16 AS

TD 2630

TO

400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 under development [Nm] 024452

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5-4

ZF-AS Tronic

Annex

5.2.2 AS Transmission Program for Special Applications

Designation

Number of gears

Torque limits

Ratio range

Transmission type

12 AS 1210 SO

12

1 200

OD

AS Tronic mid

12 AS 1620 SO

12

1 600

OD

AS Tronic mid

12 AS 2302

12

2 300

OD

AS Tronic

16 AS 2602

16

2 600

OD

AS Tronic

12 AS 2702

12

2 700

OD

AS Tronic

5.2.3 AS Transmission Program for Rail Vehicles

Designation

Number of gears

Torque limits

Ratio range

Transmission type

12 AS 2303

12

2 300

OD

AS Rail

16 AS 2603

16

2 600

OD

AS Rail

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5-5

ZF-AS Tronic 5.3

Annex

Attached Documents (only for information)

Order no.

Type of document

Techn. information

0501 210 854c


Impulse sensor

0501 211 422e


Display

0501 214 767b


Impulse sensor (Kitas 2)

0501 215 297


Signal switch

1327 600 015e


Truck, 12-speed, PF3

1327 600 016f


Truck, 12-speed, PF3, IT

1328 600 015f


Truck, 16-speed, PF3 / 12-speed, PF4

1328 600 016g


Truck, 16-speed, PF3, IT / 12-speed, PF4, IT

1328 600 019


Clutch release mechanism (with cams)

1328 600 038b


Heat exchanger

1328 600 043


Clutch release mechanism (with rolls)

1328 600 044


Heat exchanger

1336 600 019c


AS Tronic mid, PF1, SAE1

1336 600 020c



1336 600 021b



1336 600 022b



1336 600 041a


Heat exchanger AS Tronic mid

6006 629 032


Rotary switch

6006 639 002b


ZF selector lever (with integrated E-module)

6029 713 025b

Circuit Diagram

Main computer

6029 713 157a

Circuit diagram

18/20 pin mid /end consumer Range selector module with extension module

6029 713 158a

Wiring Diagram

18/20 pin mid /end consumer Range selector module with extension module

6029 713 163a

Circuit diagram

18/20 pin mid /end consumer Selector lever with extension module

6029 713 166a

Wiring Diagram

18/20 pin mid /end consumer Selector lever with extension module

6041 622 026b


ZF range selector module / ZF extension module

6090 601 031


PTO NH/1 (PF3+4)

6090 601 045a


PF 1+2 with NH/1

6090 604 024


PTO NH/4 (PF3+4)

6090 604 036a


PF 1+2 with NH/4

6091 610 003e


PTO NAS/10 (PF3+4)

6091 611 001b


PF 1+2 with NM AS/10

6091 615 007


PTO with emergency steering pump (PF3+4)

6091 618 001


PF 1+2 with NM AS/PL

1328 765 101 - 2007-10

5-6

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z r

r u

f In

o i t a m r o

o F

a m r o f n i r

1 1

KL.30

2

3

4

5

6

7

8

9

2 KL.30

y l n

F 1 ?1 0 A 1

2

KL.15

KL.15

o n

F 2 ?1 0 A

11

1

ADVP1

4

VPI VPE1 VPE2 ADS3

r u N KL31

Computer-Zeichnung Original nicht verändern Computer drawing. Do not modify original copy

r o f n I r u z

A23

CANF-H CANF-L

CANF-H+ CANF-L+

18 19

? ?

8 12

? ?

14 13 15

SDEF

CANF2-H CANF2-L

ADS2

AU

EU1

clutch engage quick

7

12 9

15

10

Y14

clutch engage slow

Y15

clutch disengage quick

Y16

clutch disengage slow

Y17

A4

power supply sensor

5V

signal clutch sensor

0-5V

(-) 20 pin Kostal

3 6

A1

ADS4

Connector X1b

t a m

F /

r o 7

f in TCU

20 pin Kostal

n io

SDP

connector X1a

10

SD

8

m r o ADS1

9

o i t a

5

clutch actuator with clutch position sensor

VM1 VM2 VMGA1

ADVP VMHF1 VMHF2

EF

CANF1-H CANF1-L

VMGA2

16 17 20

(-)

(-)

ground ground sensor ground

18

1

11

4

6

2

UE

A11 A1 U0 sensor output speed

CANF1-H+ CANF1-L+ CANF1-T

CAN-vehicle interface ( ZF-TCU mid-user)

?

A21

VP

K

?

2

SDDK

VM

VM1 VM2

?

16

diagnosis interface

17

VM3 20

KL.31

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum. This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design. Techn. Information Technical Information 28.01.98 MOLLNAU b 08.08.07 Nal Bearbeit. Drawn Ind.

Anz. Nummer

Datum

Name

Änderungen / Modifications

Konstr.

Design

14.01.98

NAULIN

ASTRONIC 2 MAN NT

Ähnl. Zeichnung

Similar Draw.

Benennung / Description

STROMLAUFPLAN CIRCUIT DIAGRAM

ZF Friedrichshafen AG Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.025_B

Blatt

von of

DIN

Sheet

1

2

2

1

2

3

4

5

6

7

8

Stecker/Plug

Polbildansicht View of pin pattern

Polbild zu A1 X1A/X1B 1

3 6

15

5

2

4 7

10

2

11

12

POLBILD zu A11/A14

4

9 8 13

3 1

14

16 17 18 19 20

DIN Baj. 4-pin

Kostal 20-pin

r u N Computer-Zeichnung Original nicht verändern Computer drawing. Do not modify original copy

r u z

/ n

o i t a

m r o

f In

A 1 A 4

ZF Getriebesteller Elektronik Kupplungssteller mit Sensorik

TCU transmission control unit clutch actuator with clutch position sensor

A11

Drehzahlgeber Abtrieb

sensor output speed

A21 A23

Diagnoseschnittstelle nach DIN ISO 9141 Fahrzeug CAN-Schnittstelle

F 1 F 2

Sicherung 10A (Kl.30) Sicherung 10A (Kl.15)

Y14 Y15 Y16 Y17

MV MV MV MV

Kuppl. Kuppl. Kuppl. Kuppl.

o F

n i r

Anz. Nummer

Datum

Name


Konstr.

Design

15.01.98

NAULIN

ASTRONIC 2 MAN NT

m r fo

Ähnl. Zeichnung

diagnostic interface DIN ISO 9141 CAN vehicle interface

Fuse 10A Fuse 10A

schliessen schnell (Entlueften) schliessen langsam (Entlueften) oeffnen schnell (Belueften) oeffnen langsam (Belueften)

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum. This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design. Techn. Information Technical Information 28.01.98 MOLLNAU b 08.08.07 Nal Bearbeit. Drawn Ind.

y l n

o n

o i t a

ZF-Kabel ZF-Harness

9

sol. sol. sol. sol.

valve valve valve valve

clutch clutch clutch clutch

engage fast engage slow disengage fast disengage slow

Similar Draw.


STROMLAUFPLAN CIRCUIT DIAGRAM


Ind.

6029.713.025_B

Blatt

von of

DIN

Sheet

2

2

2

1

3

4

5

6

7

8

F1 1

2

F2

Remarks: **pin assignment for the special design of shift unit with 18pin connector:

KL.15 10A

shift lever tip switch

11

12

ED2

ED3

13 ED4

14 ED5

15 pin AMP J.P.T

connector X36a

3

CANF1-H CANF1-L

EDM4

EDM5

2

3

4

5

6

14

3

ADM1 VPS1

r u N switch PTO 2acknowledge

S14

switch PTO 1acknowledge

S5

r u z 8

o i t a

E12 15

4

16

5

ADM2 VPS2 ADM3 VPS3

9

1

18 pin AMP J.P.T

CANF-H+ CANF-L+ CANF-H CANF-L CANF-T

15

VM1

17

2

m r o EDVP

f In

EDM6 EDM7 EDM8 ADVP VMG 7

/ n CANF1-H+ CANF1-L+

1

7 9 6 8 11

? ? ? ? ? ?

o F

18 19

8 12 14 13 15

1

ADVP1 SD

4

5

VPI VPE1 VPE2

SDP

n i r

18

A23

connector X50a

15 pin AMP J.P.T EDM3

9

7

relay PTO 2

A50 ZF-extension module

EDM2

6

10

17

m r fo 11

VM1 VM2

VPE

EDM1

4

ADS3 ADS1

ADS4

SDEF

VMHF1 VMHF2

CANF1-H CANF1-L


connector X1b

relay PTO 1

10

connector X50b

A5

(+) Lighting

20 pin Kostal

14

o i t a

8 3

E13

E11

S4

display

optional

ADM1 VPS1 relay reverse light

S2

S13

7 6 8 9 11

shift lever module

switch kick down

switch PTO 2 reqest

CANF-H+ CANF-H CANF-L CANF-L+ CANF-T

A36

shift lever rotary switch

ED1

EDVP

connector X1a

A45

EDM1 EDM2 EDM3 EDM4 EDM5 EDM6 EDM7 EDM8 VMG

VPE

o n

X1a: pin 19,20 cancelled X1b: pin 19,20 cancelled, pin 2 => sensor ground VMGA1

1

9 pin AMP J.P.T

2 3 4 5 6 7 8 9 15

2 ED1 ED2 ED3 ED4 ED5

connector X36b

10 11 12 13 14

A2

switch PTO 1request

y l n

10A

KL.15

KL.31

9

2 KL.30

KL.30

ADS2

AU

CAN vehicle interface

EU1

*

VM2

TCU VMGA1

7

clutch engage slow

Y14 Y15

12 clutch disengage quick 9

Y16


Y17

CANF2-H CANF2-L

15

power supply sensor

10


5V 0-5V

16 17 20

(-)

(-)


**(2)

A1 3 6

clutch engage quick

(-)

VM1

details shown on page 2

8


A4

20 pin Kostal

1

2

ADVP EF VMGA2

18

1

11

4

6

2

UE

A11

A2 U0

VM2

18 don't supply this circuit via F1 or F2

Kl.30

warningbuzzer

output speed sensor

1 VP

K

A21

H9

doorswitch

2

SDDK

diagnosis interface

16

switch gear neutral

S12

VM1 VM2

3

S8

2

VM3

17

20

1

**

E17

Kl.31

starter interlock circuit Computer-Zeichnung Original nicht verändern Computer drawing. Do not modify original copy

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum. This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design. Techn. Information Technical Information 05-04-07 Mollnau a 07-09-12 Nal Bearbeit. Drawn Ind.

Anz. Nummer

Datum

Name


Konstr.

Design

05-04-07

Naulin

AS 2 Standard LKW standard truck

Ähnl. Zeichnung

Similar Draw.


Stromlaufplan Circuit Diagram


Ind.

6029.713.157_A

Blatt

von of

DIN

Sheet

1

2

2

1

2

3

4

5

6

7

8

9

ZF Getriebesteller Elektronik Fahrschalter (Tippschalter) Fahrschalter (Drehschalter) Kupplungssteller mit Sensorik Display Drehzahlgeber Abtrieb

TCU transmission control unit shift lever (tip switch) shift lever (rotary switch) clutch actuator with clutch position sensor display sensor output speed

A21 A23

Diagnoseschnittstelle nach DIN ISO 9141 Fahrzeug CAN-Schnittstelle

diagnostic interface DIN ISO 9141 CAN vehicle interface

A36 A50

Fahrschaltermodul ZF-Erweiterungsmodul

shift lever module ZF-extension module

F 1 F 2


H 9 E11 E12 E13 E17

Warnsummer PTO 1 Relais PTO 2 Relais Rückfahrscheinwerfer Anlassspereinrichtung

o n

Stecker/Plug ZF-Kabel ZF-Harness


POLBILD zu A36a/A50a

Polbild zu A1 X1A/X1B

POLBILD zu A2a

POLBILD zu A2b

POLBILD zu A5

POLBILD zu A21

1

4 7 10 13 16

1

3 6

5

4 7

JPT 3-reihig 18-pin

2

10

9

11

13

16

2 5 8 11 14 3

4 7 10 13

Abhängig von Getriebesteller variante dependent by shift unit model

Kostal 20-pin

4 7 10 13

1

1

JPT 3-reihig 15-pin

17

3 6 9 12 15

1

2 5 8 11 14

2 5 8 4 7

2

JPT 3-reihig 9-pin

7

JPT 3-reihig 15-pin

5

10 15

CAN-H Busabschlußwiderstand/ terminating resistor

r u N CAN-L

/ n

1

o i t a

m r o

f In

TCU CAN end-user

r u z 8

CANF1-H

14

CANF1-H+

frei/ spare

15

CANF1-T

Fahrzeugverkabelung/ vehicle harness

13

CANF1-L+

12

CANF1-L

CAN-L

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

120 Ohm

HF-ground


1

AMP M-N-L 6-pin

JPT 3-reihig 9-pin

12 16

Getriebestellerelektronik konfiguriert als CAN-Bus-Endteilnehmer

A23

AMP JPT 8-pin

8

Kostal Kuppl. 18-pin

*

2

4

4

13 17

3

5

8 5 2

9 14

18

6

9 6 3

1

6

7 5 3 1

POLBILD zu A45

7 4 11

8 6 4 2

14

18 19 20

POLBILD zu A36b/A50b

3 6 9

8

12

15

3 6 9 12 15

CAN-H

n i r

o F

Anz. Nummer

Datum

Name


Konstr.

Design

Schalter Kick down Schalter Nebenabtrieb 1 SchalterNebenabtrieb 1 Rückmeldung Tuerschalter Schalter Nebenabtrieb 2 SchalterNebenabtrieb 2 Rückmeldung

switch kick down switch PTO 1 switch PTO 1 acknowledge door switch switch PTO 2 switch PTO 2 acknowledge

Y14 Y15 Y16 Y17

MV MV MV MV

sol. sol. sol. sol.

Kuppl. Kuppl. Kuppl. Kuppl.


Getriebestellerelektronik konfiguriert als CAN-Bus-Mittelteilnehmer

Naulin




TCU CAN mid-user

* A23


HF-ground


8

CANF1-H

CAN-H

(ECU A)

14

CANF1-H+

CAN-H

(ECU B)


120 Ohm

CAN-L

05-04-07

m r fo

warning buzzer PTO 1 relay PTO 2 relay reverse light starter interlock circuit

S 2 S 4 S 5 S 8 S13 S14


o i t a

fuse 10A fuse 10A

3 6 9 12 15 18 2 5 8 11 14 17

y l n

A 1 A 2 A45 A 4 A 5 A11

15

CANF1-T

12

CANF1-L

CAN-L

13

CANF1-L+

CAN-L+ (ECU B)

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

Ähnl. Zeichnung

frei/ spare

(ECU A)

Similar Draw.




Ind.

6029.713.157_A

Blatt

von of

DIN

Sheet

2

2

2

1

2

3

4 901 907 902

WX:+B/1.3 WK:K/1.3 WY:-/1.3 ZF-Erweiterungs Modul ZF-extension module

EDVP VPE VPS1 VPS2 VPS3 CANF-H CANF-H+ CANF-L CANF-L+ EU CANF-T VMHF1 VMHF2 ADM1 ADM2 ADM3 VM1 VM2

900 1 901 2 503 3 4 5 -RT 6 -RT1 7 -SW 8 -SW1 9 10 11 12 13 514 14 515 15 516 16 902 17 902 18

WA:+Z/1.3 WX:+B/1.3 X80:12/2.2

A21

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

521 522 523 524 525 526

Diagnose diagnosis

WG:RF-/1.2

X19:3/1.6 X36A:6/1.6 X19:6/1.6 X36A:8/1.6

LX21

A5

LX36

X50A X80:13/2.2 X80:14/2.2 X80:15/2.2 WY:-/1.3 WE:-/1.3

X5

X80:11/2.2

901

X19:5/1.6 X80:5/2.2

WU

X19:8/1.6 X18:1/2.2

WR

X19:13/1.6 X18:3/2.2

WS

CH CL

X19:17/1.6 X18:2/2.2

WP

948 917

906 920 921

CH+

X19:18/1.6 X18:4/2.2

WQ CL+

X5:3/1.5 X80:4/2.2

WZ

X5:4/1.5 X19:9/1.6

WT

+Bel

907

902

902

SD

X5:8/1.5 X19:15/1.6

WJ +A

X36A:3/1.6 X80:8/2.2

WF

X36A:14/1.6 X80:9/2.2

WG


r u z

922

RF+

X50A:2/1.1 X36A:2/1.6 X19:4/1.6 X21:1/1.3 X80:2/2.2

948 917

WE:-/1.3

902

WJ:+A/1.2

906

m r o

X80:1/2.2 X19:2/1.6 X50A:1/1.1 X36A:1/1.6 X19:7/1.6 X80:3/2.2

X21:2/1.3 X19:1/1.6 X80:6/2.2

X50A:17/1.1 X36A:18/1.6 X19:12/1.6 X21:3/1.3 X80:22/2.2 X80:21/2.2 X19:16/1.6 X50A:18/1.1 X5:6/1.5 X36A:17/1.6

WC +B

WA

/ n

o i t a

+B

1 2 3 4 5 6 7 8

+Bel. SD

LX80

n i r

VM VP

o F

WK:K/1.3 WC:+B/1.3 X50A:6/1.1 WX:+B/1.3 WU:EF/1.2 X50A:8/1.1 WA:+Z/1.3 WR:CH/1.2 WT:SD/1.2

X19

WY:-/1.3 WS:CL/1.2 WJ:+A/1.2 WE:-/1.3 WP:CH+/1.2 WQ:CL+/1.2

X80/2.1

+Z

907 901 -RT 901 918 -SW 900 -GE1 917

1 2 3 4 5 6 7 8 9 10 11 902 12 -GN1 13 14 906 15 902 16 -GE2 17 -GN2 18

X19

AU EDM1 EDM2 EDM3 EDM4 EDM5

CANF-L CANF-L+ CANF-T

ED1 ED2 ED3 ED4 ED5 VMG

ADM1

VM1 VM2

Name


RC R N D DC

o i t a

Fahrschalter Modul shift lever module

907 901 -RT 901 918 -SW 900 -GE1 917

X1:2/1.8 X1:4/1.8 X1:3/1.8 X1:5/1.8 X1:7/1.8 X1:6/1.8 X1:1/1.8 X1:8/1.8 X1:9/1.8

905 902 -GN1 919 906 902 -GE2 -GN2

X1

X20

X1:18/1.8 X1:16/1.8 X1:12/1.8 X1:10/1.8 X1:11/1.8 X1:17/1.8 X1:14/1.8 X1:13/1.8

WK WY

Polbild zu X19

1

Polbild zu X20

2 5 8 11 14 17 1

WE

4 7 10 13 16

JPT 3-reihig 18-pin

LX18

-

X18/2.1

POLBILD zu X36B/X50B

18 16 14 12 10 8 6 4 2

17 18 15 16 13 14 11 12 9 10 7 8 5 6 3 4 1 2

9

POLBILD zu X21

8

12

11

13

14

16 17 18 19 20

AMP JPT 18-pin

3 6 9 12 15

Abhängig von Getriebesteller Variante dependent by shift unit model

Kostal 20-pin

17 15 13 11 9 7 5 3 1

3 7 11

AMP JPT 18-pin

A1

VPI SDDK CANF2-H VPE1 VPE2 CANF2-L SDEF CANF1-H SD SDP ADVP CANF1-L CANF-1L+ CANF1-H+ CANF1-T VM1 VM2 VMHF1 VMHF2 VM3

5

4

15

900 1 907 2 -RT 3 901 4 901 5 -SW 6 918 7 -GE1 8 917 9 919 10 906 11 -GN1 12 -GN2 13 -GE2 14 15 902 16 902 17 905 18 19 20

X1

2

3 6 9 12 15 18

-

X20:7/1.7 X20:1/1.7 X20:3/1.7 X20:2/1.7 X20:4/1.7 X20:6/1.7 X20:5/1.7 X20:8/1.7 X20:9/1.7 X20:14/1.7 X20:15/1.7 X20:13/1.7 X20:18/1.7 X20:17/1.7

Polbild zu X1

7

POLBILD zu X36A/X50A

Fahrschalter shift lever

X20:12/1.7 X20:16/1.7 X20:11/1.7

6

K

T+ TT 0-pos. A/M A/M 0-pos.

ZF Getriebesteller Elektronik TCU transmission control unit

LX 1

X20

y l n

o n

X36B

2 5

14

13 17

3

5

2

4

1

AMP M-N-L 6-pin

POLBILD zu X5

4 9

18

6

1

6 10

15

8

8 6 4 2

12 16

2 5 8 11 14

H<1 X80:7/2.2

WH

1

4 7 10 13

FSN


JPT 3-reihig 15-pin

Datum

A2

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

10

RF-

Anz. Nummer

CANF-H

9

A36

3

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum. This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design. Techn. Information Technical Information 17.01.06 MOLLNAU a 12.09.07 Nal Bearbeit. Drawn Ind.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

EDVP VPE VPS1

8

m r fo

X36A

X5

LX19

WX

f In

EF

r u N -GN2

WZ:+Bel/1.2 WT:SD/1.2

LX5

X80:10/2.2 X80:16/2.2 X80:17/2.2 X80:18/2.2 X80:19/2.2 X80:20/2.2

900

-GE2

WE:-/1.3 WY:-/1.3

Display display

X50B

-GN1

1 2 3 4 5 -RT1 6 7 -SW1 8 950 9 10 950 11 12 13 921 14 15 16 902 17 902 18

X36A:9/1.6

901

-GE1

900 901 920

X50A:9/1.1 X36A:11/1.6

X36

X21

X50B

918

7

X50A:7/1.1

KN1

535

6 WA:+Z/1.3 WX:+B/1.3 WF:RF+/1.2

X50A

A50 ADVP EDM1 EDM2 EDM3 EDM4 EDM5 EDM6 EDM7 EDM8 ED1 ED2 ED3 ED4 ED5 VMG

X21

1 (+) 2 K 3 (-) 4 L 5 Pog 6

5

Konstr.

Design

17.01.06

MOLLNAU


Ähnl. Zeichnung

AMP JPT 8-pin

Similar Draw.


ANSCHLUSSPLAN CONNECTION DIAG.

7 5 3 1


Ind.

6029.713.158_A

Blatt

von of

DIN

Sheet

1

2

2

1

2

3

POLBILD zu X80

4

22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

21 22 19 20 17 18 15 16 13 14 11 12 9 10 7 8 5 6 3 4 1 2

X80/1.5 "X17/BN"

901 901 900 948 918 907 922 920 921 521 535 503 514 515 516 522 523 524 525 526 902 902

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

F1

X18/1.5

r u N

"X18/CAN"

vehicle electr.circuit(+30) vehicle electr.circuit(+30) vehicle electr.circuit(+15) (+) lighting display signal output speed K-Line

-> -> -> ->

RÜCKLICHT + RÜCKLICHT ADVP WARNSUMMER VPS1 -> RELAIS PTO 1 -> RELAIS PTO 2

reverse light + reverse light(-) ADVP warning buzzer VPS1 relay PTO 1 relay PTO 2

<<<<<<<-

request PTO 1 request PTO 2 switch acknowledge PTO 1 switch acknowledge PTO 2 door switch vehicle electr.circuit(-) vehicle electr.circuit(-)

PTO 1 ANFORDERUNG PTO 2 ANFORDERUNG PTO 1 RÜCKMELDUNG PTO 2 RÜCKMELDUNG TÜRSCHALTER BORDNETZ(Kl.31) BORDNETZ(Kl.31)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

X18

f In

Anz. Nummer

o n

Sensor output speed

D3orB7

/ n

o F

n i r S8

m r fo E12

S5

S14

E11

S4

E13

H9

S13

A23

1 2 3 4 5 6

POLBILD zu X18A

6 5 4 3 2 1

Datum

y l n

o i t a

A14

Tachograph

5 3 1

X18A A23

6 4 2

AMP JPT 6-pin

Kl.31


9

10A

optional

o i t a


CANF1-H CANF1-H+ CANF1-L CANF1-L+ VMHF-1 VMHF-2

POLBILD zu X18

F2

A13

m r o

AMP JPT 6-pin


10A

X80A

1 2 3 4 5 6

8

Kl.15

<- BORDNETZ(Kl.30) <- BORDNETZ(Kl.30) <- BORDNETZ(Kl.15) <- (+) BEL. DISPLAY <- ABTRIEBSDREHZAHL <-> K-LEITUNG

r u z

-GE1 -GE2 -GN1 -GN2

7

Kl.30

X80

WR:CH/1.2 WP:CH+/1.2 WS:CL/1.2 WQ:CL+/1.2

6

AMP JPT 22-pin

AMP JPT 22-pin

WC:+B/1.3 WX:+B/1.3 WA:+Z/1.3 WZ:+Bel/1.2 WU:EF/1.2 WK:K/1.3 WH:FSN/1.3 WF:RF+/1.2 WG:RF-/1.2 X50B:1/1.1 X50B:15/1.1 X50A:3/1.1 X50A:14/1.1 X50A:15/1.1 X50A:16/1.1 X50B:2/1.1 X50B:3/1.1 X50B:4/1.1 X50B:5/1.1 X50B:6/1.1 WE:-/1.3 WY:-/1.3

5

POLBILD zu X80A

Name


Konstr.

Design

17.01.06

MOLLNAU


Ähnl. Zeichnung

Similar Draw.




Ind.

6029.713.158_A

Blatt

von of

DIN

Sheet

2

2

2

1

3

4

5

6

7

8

F1 1

10A 2

F2

X1a: pin 19,20 cancelled X1b: pin 19,20 cancelled, pin 2 => sensor ground VMGA1

relay shift lever neutral

E41

8

A2 shift lever

relay reverse light

CANF-H+ CANF-H CANF-L CANF-L+ CANF-Ra CANF-Rb

AD1 VM3 9 12

3

4 3 1 2 14 15

A5

7

A23 CANF1-H CANF1-L

10

11

ED1

12

ED2

ED3

13 ED4

14

3

15

ADM1 VPS1

4

16

r u z

15 pin AMP J.P.T

connector X50b

EDM4

EDM5

EDM6

EDM7

2

3

4

5

6

7

8

S4

CANF-H+ CANF-L+ CANF-H CANF-L CANF-T

f In

A50 ZF-extension module

r u N switch PTO 2acknowledge

S14

switch PTO 1acknowledge

S5

EDM8 ADVP VMG 9

1

15

VM1

17

2

m r o EDVP

EDM3

S13

VPE

18 pin AMP J.P.T

EDM2

switch PTO 2 reqest

5

ADM2 VPS2 ADM3 VPS3

connector X50a

EDM1

o i t a

E12 14

ED5

/ n CANF1-H+ CANF1-L+

relay PTO 2

1

7 9 6 8 11

? ?

o F

8 12 14 13 15

4

5

VPI VPE1 VPE2

SDP

ADS3 ADS1

ADS4

SDEF

VMHF1 VMHF2

CANF1-H CANF1-L


ADS2

AU EU1

7

clutch engage slow

Y14 Y15

12 clutch disengage quick 9

Y16


Y17

*

VM2

TCU VMGA1

A1 CANF2-H CANF2-L

15

power supply sensor

10


5V 0-5V

(-)

VM1

3 6

clutch engage quick

A4


details shown on page 2

8


16 17 20

(-)

(-)


**(2)

ADVP EF VMGA2

18

1

11

4

6

2

UE

A11

A2 U0

VM2

output speed sensor

18 Kl.30

1 VP

warningbuzzer

K

A21

H9

doorswitch

? ?

18 19

1

ADVP1 SD

n i r

VM2 8

relay starter interlock

E11

9 10

? ?

m r fo 11

optional

E13 E17

4 6

S12

relay PTO 1

(+) Lighting

connector X1b

VPE EDVP

20 pin Kostal

e41

7 15 pin AMP J.P.T

ADM EDM EDM EDM EDM EDM VM EDM

9 pin AMP J.P.T

don't supply this circuit via F1 or F2

1 3 5 2 4 6 7

connector X2b

1 3 5 2 4 6 7

6

connector X1a

13 RM R N D DM VM N_DS

o i t a

display

connector X2a

shift lever rotary switch

switch PTO 1request

o n

10A

A45

y l n

Remarks: **pin assignment for the special design of shift unit with 18pin connector:

KL.15

KL.15

KL.31

9

2 KL.30

KL.30

20 pin Kostal

1

2

2

SDDK VM1 VM2

3 diagnosis interface

S8

2

16

VM3

17

20 **

Kl.31



Anz. Nummer

Datum

Name


Konstr.

Design

05-04-07

Naulin


Ähnl. Zeichnung

Similar Draw.




Ind.

6029.713.163_A

Blatt

von of

DIN

Sheet

1

2

2

1

2

3

4

5

6

7

8

9

ZF Getriebesteller Elektronik Fahrschalter Fahrschalter (Drehschalter) Kupplungssteller mit Sensorik Display Drehzahlgeber Abtrieb

TCU transmission control unit shift lever shift lever (rotary switch) clutch actuator with clutch position sensor display sensor output speed

A21 A23 A50

Diagnoseschnittstelle nach DIN ISO 9141 Fahrzeug CAN-Schnittstelle ZF-Erweiterungsmodul

diagnostic interface DIN ISO 9141 CAN vehicle interface ZF-extension module

F 1 F 2


H 9 E11 E12 E13 E17 E41

Warnsummer PTO 1 Relais PTO 2 Relais Rückfahrscheinwerfer Anlasssperrrelais Relais Fahrschalter Neutral

warning buzzer PTO 1 relay PTO 2 relay reverse light starter interlock relay shift lever neutral

S 2 S 4 S 5 S 8 S12 S13 S14

Schalter Kick down Schalter Nebenabtrieb 1 SchalterNebenabtrieb 1 Rückmeldung Tuerschalter Schalter Neutral Schalter Nebenabtrieb 2 SchalterNebenabtrieb 2 Rückmeldung

switch kick down switch PTO 1 switch PTO 1 acknowledge door switch switch neutral switch PTO 2 switch PTO 2 acknowledge

Y14 Y15 Y16 Y17

MV MV MV MV

sol. sol. sol. sol.

o n

Stecker/Plug ZF-Kabel ZF-Harness


POLBILD zu A50a

Polbild zu A1 X1A/X1B

POLBILD zu A2a

POLBILD zu A2b

POLBILD zu A5

POLBILD zu A21

1

4 7 10 13 16

1

3 6

5

4 7

JPT 3-reihig 18-pin

2

10

9

11

13

16

2 5 8 11 14 3

2

4 7 10 13

Abhängig von Getriebesteller variante dependent by shift unit model

Kostal 20-pin

4 7 10 13

1

1

JPT 3-reihig 15-pin

17

3 6 9 12 15

1

2 5 8 11 14

2 5 8 4 7

JPT 3-reihig 9-pin

7

JPT 3-reihig 15-pin

6

15

5

14


r u N CAN-L

/ n

1

o i t a

m r o

f In

TCU CAN end-user

r u z 8

CANF1-H

14

CANF1-H+

frei/ spare

15

CANF1-T


13

CANF1-L+

12

CANF1-L

CAN-L

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

120 Ohm

HF-ground


1

AMP M-N-L 6-pin

JPT 3-reihig 9-pin

12 16

Getriebestellerelektronik konfiguriert als CAN-Bus-Endteilnehmer

A23

AMP JPT 8-pin

8


*

2

4

4

13 17

3

5

8 5 2

9

18

6

9 6 3

1

10

7 5 3 1

POLBILD zu A45

7 4 11

8 6 4 2

14

18 19 20

POLBILD zu A50b

3 6 9

8

12

15

3 6 9 12 15

CAN-H

n i r

o F Kuppl. Kuppl. Kuppl. Kuppl.

Anz. Nummer

Datum

Name


Konstr.

Design

Getriebestellerelektronik konfiguriert als CAN-Bus-Mittelteilnehmer

Naulin




TCU CAN mid-user

* A23


HF-ground


8

CANF1-H

CAN-H

(ECU A)

14

CANF1-H+

CAN-H

(ECU B)


120 Ohm

CAN-L

05-04-07

m r fo



o i t a

fuse 10A fuse 10A

3 6 9 12 15 18 2 5 8 11 14 17

y l n

A 1 A 2 A45 A 4 A 5 A11

15

CANF1-T

12

CANF1-L

CAN-L

13

CANF1-L+

CAN-L+ (ECU B)

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

Ähnl. Zeichnung

frei/ spare

(ECU A)

Similar Draw.




Ind.

6029.713.163_A

Blatt

von of

DIN

Sheet

2

2

2

1

2

3

4 901 907 902

WX:+B/1.3 WK:K/1.3 WY:-/1.3 ZF-Erweiterungs Modul ZF-extension module

EDVP VPE VPS1 VPS2 VPS3 CANF-H CANF-H+ CANF-L CANF-L+ EU CANF-T VMHF1 VMHF2 ADM1 ADM2 ADM3 VM1 VM2

900 1 901 2 503 3 4 5 -RT 6 -RT1 7 -SW 8 -SW1 9 10 11 12 13 514 14 515 15 516 16 902 17 902 18

WA:+Z/1.3 WX:+B/1.3 X80:12/2.2

X21

X19:3/1.6 X2A:3/1.6 X19:6/1.6 X2A:1/1.6

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

521 522 523 524 525 526

Diagnose diagnosis

X50A:7/1.1

X2

A21

WG:RF-/1.2 WH:FSN/1.3 X2A:15/1.6 X2A:14/1.6

X50A X80:13/2.2 X80:14/2.2 X80:15/2.2 WY:-/1.3 WE:-/1.3

X5

WZ:+Bel/1.2 WT:SD/1.2

948 917

WE:-/1.3

902

WJ:+A/1.2

906

LX5

X80:10/2.2 X80:16/2.2 X80:17/2.2 X80:18/2.2 X80:19/2.2 X80:20/2.2

LX50

X80:11/2.2

901

-GN1 -GE2

WU

X19:8/1.6 X82:1/2.2

WR

X19:13/1.6 X82:3/2.2

WS

X19:17/1.6 X82:2/2.2

EF CH CL

WP

r u N -GN2 948 917

906 920 921

X19:18/1.6 X82:4/2.2

X5:3/1.5 X80:4/2.2 X5:4/1.5 X19:9/1.6

X5:8/1.5 X19:15/1.6

CH+

WQ CL+

WZ +Bel

WT

907

902

902

SD

WJ

X21:2/1.3 X19:1/1.6 X80:6/2.2

X50A:17/1.1 X2A:8/1.6 X19:12/1.6 X21:3/1.3 X80:22/2.2 X80:21/2.2 X19:16/1.6 X50A:18/1.1 X5:6/1.5

+B

WA

LX80

WF

X2A:12/1.6 X80:9/2.2

WG

922

RF+

1 2 -RT1 3 4 5 901 6 900 7 902 8 920 9 10 11 921 12 922 13 950 14 950 15

Display

o F

WK:K/1.3 WC:+B/1.3 X50A:6/1.1 WX:+B/1.3 WU:EF/1.2 X50A:8/1.1 WA:+Z/1.3 WR:CH/1.2 WT:SD/1.2

X19

WY:-/1.3 WS:CL/1.2 WJ:+A/1.2 WE:-/1.3 WP:CH+/1.2 WQ:CL+/1.2

X80/2.1

+Z

RC D R DC N VM N_DS

VM3

401 402 403 404 405 406 407

1 2 3 4 5 6 7 8 9

1 2 3 4 5 6 7 8 9 10 11 902 12 -GN1 13 14 906 15 902 16 -GE2 17 -GN2 18

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

907 901 -RT 901 918 -SW 900 -GE1 917

X1:2/1.8 X1:4/1.8 X1:3/1.8 X1:5/1.8 X1:7/1.8 X1:6/1.8 X1:1/1.8 X1:8/1.8 X1:9/1.8

905 902 -GN1 919 906 902 -GE2 -GN2

Name


Konstr.

X1

X1:18/1.8 X1:16/1.8 X1:12/1.8 X1:10/1.8 X1:11/1.8 X1:17/1.8 X1:14/1.8 X1:13/1.8

Polbild zu X1 1

6

WY

Polbild zu X20

15

2 5 8 11 14 17 1

WE

4 7 10 13 16

JPT 3-reihig 18-pin

LX82

-

X82/2.1

POLBILD zu X50B

18 16 14 12 10 8 6 4 2

17 18 15 16 13 14 11 12 9 10 7 8 5 6 3 4 1 2

11

13

AMP JPT 18-pin

3

11

AMP JPT 18-pin

2 5

14

13

Abhängig von Getriebesteller Variante dependent by shift unit model 4

9

18

17

6

3

5

2

1

4

1

4 7 10 13

JPT 3-reihig 15-pin

8 12

16

FSN

1

4 7 10 13




8 6 4 2

4 7

7 5 3 1

AMP JPT 8-pin

JPT 3-reihig 9-pin

Similar Draw.


POLBILD zu X5

3 6 9 2 5 8

MOLLNAU

AMP M-N-L 6-pin

POLBILD zu X2B

1

17.01.06

POLBILD zu X21

2 5 8 11 14

2 5 8 11 14

Design

A1

3 6 9 12 15

WH

Ähnl. Zeichnung

VPI SDDK CANF2-H VPE1 VPE2 CANF2-L SDEF CANF1-H SD SDP ADVP CANF1-L CANF1-L+ CANF1-H+ CANF1-T VM1 VM2 VMHF1 VMHF2 VM3

1

6 10

15

900 1 907 2 -RT 3 901 4 901 5 -SW 6 918 7 -GE1 8 917 9 919 10 906 11 -GN1 12 -GN2 13 -GE2 14 15 902 16 902 17 905 18 19 20

POLBILD zu X2A

14

16 17 18 19 20

7

A45

Fahrschalter (Drehschalter) shift lever (rotary switch)

9 8

12

Kostal 20-pin

17 15 13 11 9 7 5 3 1

X45

5

3 6 9 12 15 18

-

RC D R DC N VM N_DS

X1

2 4

7

Polbild zu X19

X20:7/1.7 X20:1/1.7 X20:3/1.7 X20:2/1.7 X20:4/1.7 X20:6/1.7 X20:5/1.7 X20:8/1.7 X20:9/1.7 X20:14/1.7 X20:15/1.7 X20:13/1.7 X20:18/1.7 X20:17/1.7 X20:12/1.7 X20:16/1.7 X20:11/1.7

WK

y l n

o n

X45

1 2 3 4 5 6 7 8 9

TCU transmision control unit

X20

X20

401 402 403 404 405 406 407

X2B:1/1.7 X2B:2/1.7 X2B:3/1.7 X2B:4/1.7 X2B:5/1.7 X2B:6/1.7 X2B:7/1.7

ZF Getriebesteller Elektronik

LX 1

10

POLBILD zu X50A

9

o i t a

3

K

X2B

m r fo

JPT 3-reihig 15-pin

Datum

X45:1/1.8 X45:2/1.8 X45:3/1.8 X45:4/1.8 X45:5/1.8 X45:6/1.8 X45:7/1.8

X2B

CANF-Ra CANF-Rb

X19

RF-

Anz. Nummer

A2

907 901 -RT 901 918 -SW 900 -GE1 917


VPE EDVP VM2 AD1

n i r

VP

3 6 9 12 15

X2A:13/1.6 X80:7/2.2

CANF-L CANF-L+ CANF-H CANF-H+

8

Fahrschalter shift lever

VM

+A

X2A:9/1.6 X80:8/2.2


r u z

m r o WC

/ n

o i t a

+B

X80:1/2.2 X19:2/1.6 X50A:1/1.1 X2A:7/1.6 X19:7/1.6 X80:3/2.2

LX19

WX

f In

900 X19:5/1.6 X80:5/2.2

X50A:2/1.1 X2A:6/1.6 X19:4/1.6 X21:1/1.3 X80:2/2.2

KN1

-SW1

+Bel. SD

X5

X50B

-GE1

1 2 3 4 5 6 7 8

LX 2

7

X2A

A5

901

918

WX:+B/1.3 WA:+Z/1.3 WY:-/1.3 WF:RF+/1.2

LX21

X50B

535

6 X50A:9/1.1

1 (+) 2 K 3 (-) 4 L 5 Pog 6

X50A

A50 ADVP EDM1 EDM2 EDM3 EDM4 EDM5 EDM6 EDM7 EDM8 ED1 ED2 ED3 ED4 ED5 VMG

X21

5


Ind.

6029.713.166_A

Blatt

von of

DIN

Sheet

1

2

2

1

2

3

POLBILD zu X80

4

22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

21 22 19 20 17 18 15 16 13 14 11 12 9 10 7 8 5 6 3 4 1 2

X80/1.5 "X17/BN"

901 901 900 948 918 907 922 920 921 521 535 503 514 515 516 522 523 524 525 526 902 902

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

<- BORDNETZ(Kl.30) <- BORDNETZ(Kl.30) <- BORDNETZ(Kl.15) <- (+) BEL. DISPLAY <- ABTRIEBSDREHZAHL <-> K-LEITUNG -> Fahrsch. Neutral -> RÜCKLICHT + -> RÜCKLICHT -> ADVP -> WARNSUMMER VPS1 -> RELAIS PTO 1 -> RELAIS PTO 2 <<<<<<<-

F1

X82/1.5

r u N

"X82/CAN"

PTO 1 ANFORDERUNG PTO 2 ANFORDERUNG PTO 1 RÜCKMELDUNG PTO 2 RÜCKMELDUNG TÜRSCHALTER BORDNETZ(Kl.31) BORDNETZ(Kl.31)

request PTO 1 request PTO 2 switch acknowledge PTO 1 switch acknowledge PTO 2 door switch vehicle electr.circuit(-) vehicle electr.circuit(-)

CANF1-H CANF1-H+ CANF1-L CANF1-L+ VMHF-1 VMHF-2

POLBILD zu X18

Anz. Nummer

POLBILD zu X18A

6 5 4 3 2 1

Datum

y l n

o n

10A

A13

E41 optional

o i t a

A14

Sensor output speed

Tachograph D3orB7

/ n

m r o

o F

n i r S8

m r fo E12

S5

S14

E11

S4

E13

H9

S13

A23

5 3 1

X18A A23

6 4 2

AMP JPT 6-pin

Kl.31


9

1 2 3 4 5 6

AMP JPT 6-pin


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

o i t a

f In

r u z

X82

F2

10A

X80A

1 2 3 4 5 6

8

Kl.15

vehicle electr.circuit(+30) vehicle electr.circuit(+30) vehicle electr.circuit(+15) (+) lighting display signal output speed K-Line shift lever neutral reverse light + reverse light ADVP warning buzzer VPS1 relay PTO 1 relay PTO 2


-GE1 -GE2 -GN1 -GN2

7

Kl.30

X80

WR:CH/1.2 WP:CH+/1.2 WS:CL/1.2 WQ:CL+/1.2

6

AMP JPT 22-pin

AMP JPT 22-pin

WC:+B/1.3 WX:+B/1.3 WA:+Z/1.3 WZ:+Bel/1.2 WU:EF/1.2 WK:K/1.3 WH:FSN/1.3 WF:RF+/1.2 WG:RF-/1.2 X50B:1/1.1 X50B:15/1.1 X50A:3/1.1 X50A:14/1.1 X50A:15/1.1 X50A:16/1.1 X50B:2/1.1 X50B:3/1.1 X50B:4/1.1 X50B:5/1.1 X50B:6/1.1 WE:-/1.3 WY:-/1.3

5

POLBILD zu X80A

Name


Konstr.

Design

17.01.06

MOLLNAU


Ähnl. Zeichnung

Similar Draw.




Ind.

6029.713.166_A

Blatt

von of

DIN

Sheet

2

2

2

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

y l n

o n it o

/ n

u N

z r

r u

f In

o i t a m r o

o F

a m r o f n i r

ZF Friedrichshafen AG Hauptverwaltung 88038 Friedrichshafen Telefon +49 7541 77-0 Telefax +49 7541 77-908000 www.zf.com

Antriebs- und Fahrwerktechnik

ZF_AS-TRONIC Technical Manual

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