Sistemas Operacion Codigos

SB4121E00
Jan. 2004
Important Safety Information

Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety
rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an
accident occurs. A person must be alert to potential hazards. This person should also have the necessary training,
skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the Safety section or the Service or Technical Manual. Additional safety
precautions are listed in the Safety section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where hazards exist.
WARNING labels have also been put on the product to provide instructions and to identify specific hazards. If
these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this
publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result
in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and
understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this publication.
DAEWOO cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or operating
technique not specifically recommended by DAEWOO is used, you must satisfy yourself that it is safe for you and
others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication,
maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at the
time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other
items can change at any time. These changes can affect the service given to the product.
Obtain the complete and most current information before starting any job. DAEWOO dealers have the most
current information available.
Index
Description of Fault Codes
Important Instructions ............................................ 5
Systems Operation
Definition of operating modes ...............................37

Limp-Home .........................................................37
Normal ................................................................37
Substitute Clutch Control ....................................37
Table of fault codes .............................................38
TCU- Shutdown ..................................................37
Tranmission-Shutdown .......................................37
Introduction ...........................................................33
Abbreviations ......................................................33
Display ................................................................33
Display during AEB-Mode ...................................35
Display during Inchpedal Calibration ..................36
Display during operation .....................................34
Measuring of resistance at actuator/sensors and
cable......................................................................56
actuator ...............................................................56
cable ...................................................................56
Controller DW-3 .....................................................8

Display ...................................................................8
Error code definition ..........................................11
Possible Indications on the Display .....................8
Electronic Control unit TCU ................................. 11
Electronic Controls for Powershift transmissions.12
Description of the Basic functions .....................12
Independent calibration of the Shifting elements
(AEB) .................................................................13
Inching device....................................................14
Function of the Converter ......................................6
Function of a hydrodynamic Torque converter
(Schematic view) .................................................6
Powershift transmission .........................................7
Transmission control..............................................7
Operation
AEB Starter ........................................................... 17
- Display during AEB-Mode ................................ 18
- Display during ISK mode .................................. 19
- Introduction....................................................... 17
- List of abbreviations ......................................... 17
- Procedure to start AEB ..................................... 17
- Procedure to start ISK ...................................... 19
Cold start .............................................................. 16
Controller DW - 3 (Table - 11) ............................... 32
Driving and Shifting............................................... 15
Driving preparation and Maintenance ................... 15
Electro - Hydraulic control with
proportional valves (Table- 9) ............................... 29
Fully - Automatic control EST - 37A
Circuit diagram standard (Table - 10) ................... 30
Gearbox Diagram (Table - 6) ................................ 26
Installation Front view (Table - 2) .......................... 21
Installation Rear view (Table - 3) .......................... 22
Layout(Table - 1)................................................... 20
Oil circuit diagram
Forward 1st Speed (Table - 5) .............................. 25
Oil temperature ..................................................... 16
Power flow Forward speed (Table - 7) .................. 27
Power flow Reverse speed (Table - 8).................. 28
Schedule of measuring points and
connections (Table - 4) ......................................... 23
Stopping and Parking............................................ 16
Towing................................................................... 16
Transmission control in the
Driving mode Automatic........................................ 16
Power Shift Transmission
Index
IMPORTANT INSTRUCTIONS
Oil level check:
In the cold start phase, the engine must be running about 2 3 minutes at idling speed and the marking on
the oil dipstick must then be lying above the cold start mark.
The oil level check in the transmission must be carried out at engine idling speed and operating
temperature of the transmission (80 to 90 C).
At stationary engine, the oil level in the transmission is rising essentially, according to the installation
conditions !
At every oil change, the Fine filter must be exchanged. In addition, it is recommended to start the
autonomous calibration of the shifting elements (AEB).
The independent calibration of the shifting elements (AEB) must be started after the initial installation of
the transmission and the Electronics in the vehicle at the Vehicle Manufacturer and after every
replacement of the transmission, the electrohydraulic control or the TCU in case of a failure.
After every AEB-start the ISK (Inch-Sensor-Calibration) should be started for vehicles with inching device.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be engaged or the service brake be
actuated, to prevent the vehicle from rolling.
Prior to every start off, loosen the parking brake.
The engagement of the speed out of Neutral is only possible under the programmed transmission input
speed (turbine speed).
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
At stopped engine, there is on the Controller, despite a preselected gear, no power flow between
transmission and engine, i.e. the transmission is in the idling position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission will be damaged due to
insufficient oil supply !
At a longer distance, the best solution would be to transport the defective vehicle with a Low loader.
Operating temperature behind the converter at least 65 and 100 C in continuous operation, a short-time
increase up to max. 120 C is permitted.
Temperature in the sump 60 - 90 C.
By overstepping results by 105 C notice "WS" on the display.
In case of irregularities on the transmission, put the vehicle out of service and ask for Specialists.
Protective measures for the Electronics at electrical operations on the vehicle:
At the following operations, the ignition must be switched off and the control unit plug must be pulled off
from the Electronics:
At any kind of electrical operations on the vehicle.
At welding operations on the vehicle.
At insulation tests on the electric system.
Systems Operation
Systems Operation
Function of the Converter
Function of a hydrodynamic Torque converter (Schematic view)
Pump wheel
TP = Torque pump wheel
Turbine
wheel
TT = Torque turbine wheel
TT
From
engine
TR = Torque reaction member

(Reaction wheel)
TP
To
gearbox
2,5
NT = 0
Vehicle standing still
<1,5
<2,5
n T = Mot
Condition at the
time of starting
1,5
Intermediate
condition
Condition in the
coupling point
TR
Reaction element
(Reaction wheel)
<n
0.8n
The converter is working according to the TrilokSystem, i.e. it assumes at high turbine speed the
characteristics, and with it the favourable efficiency of
a fluid clutch.
The converter is designed according to the engine
power so that the most favourable operating
conditions are obtained for each installation case.
Mot
Pressure oil from the transmission pump is constantly

streaming through the converter. In this way, the
converter can fulfill its task to multiply the torque of
the engine and at the same time, the heat created in
the converter is dissipated via the escaping oil.
The oil which is streaming out of the impeller, enters
the turbine wheel and is there reversed in the
direction of flow.
According to the rate of reversion, the turbine wheel
and with it also the output shaft is receiving a more or
less high reaction torque.
The stator (reaction member), following the turbine,
has the task to reverse the oil streaming out of the
turbine once more and to deliver it under the suitable
discharge direction to the impeller.
The Torque converter is composed of 3 main

components:
Impeller Turbine wheel Stator (Reaction
member)
These 3 impellers are arranged in such a ring-shaped
system that the fluid is streaming through the circuit
components in the indicated order.
nT =
Systems Operation
Due to the reversion, the stator is receiving a reaction

torque.
The relation turbine torque/pump torque is called
torque multiplication. This is the higher, the greater
the speed difference of impeller and turbine wheel will
be.
The transmission pump, necessary for the oil supply

of the converter, and for the transmission control, is
sitting in the transmission on the engine-dependent
input shaft.
The feed rate of the pump is
3 WG-116
Q = 85 l /min, with n Motor = 2000 min-1
Q = 105 l /min, with nMotor = 2000 min-1
3 WG-161
This pump is sucking the oil via the coarse filter out of
the oil sump and delivers it via the Fine filter to the
main pressure valve.
Therefore, the maximum torque multiplication is

created at stationary turbine wheel.
With increasing output speed, the torque
multiplication is decreasing. The adaption of the
output speed to a certain required output torque will
be infinitely variable and automatically achieved by
the torque converter.
If because of contamination, resp. damage, the

through-flow through the Fine filter is not ensured, the
oil will be directly conducted via a filter differential
pressure valve (bypass valve p= 5.5+3 bar) to the
lubrication.
When the turbine speed is reaching about 80% of the

pump speed, the torque multiplication becomes 1.0
i.e. the turbine torque becomes equal to that of the
pump torque.
From this point on, the converter is working similar to
a fluid clutch.
In this case, an error indication is shown on the

Display.
The five clutches of the transmission are selected via
the 6 proportional valves P1 to P6 (P1 will not be
under current i.e. without function !!).
The proportional valve (pressure regulator unit) is
composed of pressure regulator (e.g. Y6), follow-on
slide and vibration damper.
A stator freewheel serves to improve the efficiency in

the upper driving range, in the torque multiplication
range it is backing-up the torque upon the housing,
and is released in the clutch range.
In this way, the stator can rotate freely.
The control pressure of 9 bar for the actuation of the

follow-on slides is created by the pressure reducing
valve. The pressure oil (16+2 bar) is directed via the
follow-on slide to the respective clutch.
Powershift transmission
The
multi-speed
reversing
transmission
in
countershaft design is power shiftable by hydraulically actuated multi-disk clutches.
Due to the direct proportional selection with

separated pressure modulation for each clutch, the
pressures to the clutches, which are engaged in the
gear change, will be controlled. In this way, a
hydraulic intersection of the clutches to be engaged
and disengaged becomes possible.
This is creating spontaneous shiftings without traction
force interruption.
All gears are constantly meshing and carried on

antifriction bearings.
The gear wheels, bearings and clutches are cooled
and lubricated with oil.
The transmission is equipped with 5 multi-disk
clutches.
At the shifting, the actual plate pack is compressed by
a piston, movable in axial direction, which is
pressurized by pressure oil.
At the shifting, the following criteria will be

considered:
- Speed of engine, turbine, central gear train and
output.
- Transmission temperature.
- Shifting mode (up-, down-, reverse shifting and
speed engagement out of Neutral).
- Load condition (full and part load, traction, overrun
inclusive consideration of load cycles during the
shifting).
A compression spring takes over the pushing back of

the piston, thus the release of the plate pack. As to
the layout of the transmission as well as the
specifications of the closed clutches in the single
speeds, see Table-1, 4 and 5.
Transmission control
The main pressure valve is limiting the max. control

pressure to 16+2.5 bar and releases the main stream
to the converter and lubricating circuit.
Transmission control, see Schedule of measuring

points, Oil circuit diagram to Electro- hydraulic control
unit, see Table- 4.5 and 10.
Systems Operation
Display
In the inlet to the converter, a converter safety valve

is installed which protects the converter from high
internal pressures (opening pressure 11+2 bar).
Within the converter, the oil serves to transmit the
power according to the well-known hydro-dynamic
principle (see Chapter Function of the Converter).
To avoid cavitation, the converter must be always
completely filled with oil.
This is achieved by a converter pressure back-up
valve, rear-mounted to the converter, with an opening
pressure of at least 4.3+3 bar.
The oil, escaping out of the converter, is directed to a
heat exchanger.
Possible Indications on the Display

Display
h
From the heat exchanger, the oil is directed to the

transmission and there to the lubricating oil circuit,
so that all lubricating points are supplied with cooled
oil.
In the Electrohydraulic control unit are 6 pressure
regulators installed see Table-9.
ed
bc
Spec. charact.
The allocation of the pressure regulators to the single

speeds can be seen on the Tables 4 and 5.
a, f
b, c, d, e
Controller DW-3
- see Table-11
The Controller is designed for the mounting on the

steering column left side. By a rotative motion, the
positions (speeds) 1 to 3 are selected and by tilting
the lever, the driving direction (Forward (F) Neutral
(N ) Reverse (R).
Left Side
Central and Right

Side
For the protection from unintended start off, a Neutral

interlock is installed:
Position N Controller lever blocked in this position
Position D Driving
Left
Side
Central Right
Side
Side
Display
Automatic range
(up- and downshifting)
Preselected gear
EST-37A has recognized an
error, is flashing
Disturbance in AEB mode /
Calibration ISK
For the moment still without
function
On the two alphanumeric 16segment displays, the EST37A issues the actual state
of gear and driving direction.
Besides, a two-digit error
code will be indicated via
these two segments.
Controller DW-3
Gear positions
Type plate
F
F
Systems Operation
Display of the Driving direction:

(Right Side)
V:
N:
R:
Display of the engaged gear:

(Central Side)
Display 1, 2, 3
Waiting for Controller-Neutral:
Indication on the Display: NN (Central and Right Side).

In this condition, Neutral is pending on transmission.
To engage a gear, at first Neutral must be shifted on the Controller
before the electronics allows to engage a gear again.
Preselected Driving range:

(Special characters b, c, d, e)
The number of the lines indicates the driving range, resp. the gear
preselection:
1 Bar:
Manual Mode 1 speed
2 Bars: Manual Mode 2 speed
3 Bars: Manual Mode 3 speed
Display Manual/ Automatic:

(Special characters a, f)
If the two Symbols a , f (Arrows) and the bars b, c, d, e are indicated,

the system is in the Automatic mode (automatic up- and
downshiftings).
Display of the Cold-start phase:
Transmission remains in Neutral
Bars are flashing:
Downshifting mode active
Error display:
If the system is recognizing an error, the spanner (Special symbol g)

is flashing.
If Neutral is preselected on the Controller, a two-digit error number
appears on the two alphanumeric indicating positions (Central and
Right Side).
Forward
Neutral
Reverse
If more than one error is pending, the different error numbers will be
indicated one after the other on the Display in cycles (about 1 second).
The error code will be only then indicated if the
Controller is in Neutral !
Warning display:
At exceeding the warning threshold Temperature Sump / behind the

Converter and the warning threshold Speed Engine, changes the
indication on the Display to the actual gear and the corresponding
warning indicator.
If several warnings are simultaneously active, only the
warning with the highest priority will be indicated.
Warning
code
WT
WS
WE
Warning
Temperature behind Converter
Temperature in the Sump
Engine speed
Priority
1
2
3
Systems Operation
Display PN
Driving direction F or R selected while the parking brake is actuated.

Transmission in Neutral until parking brake will be released.
After the release of the parking brake, the vehicle begins to
roll.
F or R flashing
Driving direction F or R selected, while the turbine speed is too high.

Speed will be engaged when the turbine speed is
decreasing.
Display EE
Indication on Display: EE (Central and Right side).

In this state, the Display has a timeout, i. e. it is receiving no Data from
the EST-37A.
Main reasons:
- EST-37A is in TOTAL RESETTING MODE
(e.g. because of output train disconnection or external power supply
at the lines to the gear-solenoid valves).
- EST-37A without supply
Data line not correctly connected, etc.
10
Systems Operation
Error code definition
Electronic Control unit TCU
The error codes are composed of two hexadecimal

numbers:
The first number indicates the kind of signal, the
second number the signal and the kind of error.
The electrohydraulic transmission control can be

automated by connection on the electronic TCU.
The basic functions of the automatic system are the
automatic shifting of speeds, adaption of the optimum
shifting points as well as comprehensive safety
functions in relation to operating errors and
overloadings of the power-transmitting components
with a comprehensive fault storage.
First Number
1 hex
2 hex
3 hex
4 hex
5 hex
6 hex
7 hex
8 hex
9 hex
A hex
B hex
C hex
D hex
E hex
F hex
Meaning of the Number

Digital input signal
Analog input signal
Speed signal
CAN signal error
CAN signal error
CAN signal error
Analog current output signal
Analog current output signal
Digital output signal
Digital output signal
Transmission error, Clutch error
Logical error
Power supply
Highspeed signal
General error
11
Systems Operation
Electronic Controls for Powershift transmissions

Description of the Basic functions
The Powershift transmission of 3 WG-116/161 is equipped with the Electronic control unit EST-37A, developped
for it.
The system is processing the desire of the driver according to the following criteria:
* Gear determination depending on controller position, driving speed and load condition.
* Protection from operating error as far as necessary, is possible via electronic protection (programming).
* Protection from over-speeds (on the base of engine and turbine speed).
* Change-over possibility for Auto- / Manual mode.
* Electronic inching
7
14
10
5
1
13
12
9
11
15
(1) Display (2) Controller DW-3 (3) Power supply connection (4) Switch for enable inching
(5) Automatic Transmission Switch (6) TCU (7) Wiring
(8) Cable to Inductive transmitter Speed Central gear train (9) Cable to Inductive Speed Engine
(10) Cable to Inductive transmitter Speed Turbine
(11) Cable to Temperature measuring point behind the Converter No. 63
(12) Cable to Plug connection on the electrohydraulic Control unit
(13) Cable to filter contamination switch (14) Cable to Speed sensor Output
(15) Cable from angle sensor/inch-sensor
12
Systems Operation
Independent calibration of the Shifting elements (AEB)

The AEB has the task to compensate tolerances (plate clearance and pressure level) which are influencing the
filling procedure of the clutches. For each clutch, the correct filling parameters are determined in one test cycle for:
Period of the quick-filling time
Level of the filling compensating pressure
The filling parameters are stored, together with the AEB-Program and the driving program in the transmission
electronics. Because the Electronics will be separately supplied, the AEB-Cycle must be started after the
installation of both components in the vehicle, thus ensuring the correct mating (Transmission and
Electronics).
It is imperative, to respect the following Test conditions:
- Shifting position Neutral
- Engine in idling speed
- Parking brake actuated
- Transmission in operating temperature
After a replacement of the transmission, the electrohydraulic control or the TCU in the vehicle, the
AEB-Cycle must be as well carried out again.
The AEB-Cycle continues for about 3 to 4 minutes.
The determined filling parameters are stored in the EEProm of the Electronics.
In this way, the error message F6 shown on the Display
will be cancelled also at non-performed AEB.
Start of the AEB by AEB starter(A138759)

which is connected on the diagnostic port
of the wiring.
At the operating of the transmission, the paper friction linings, installed in the transmissions are
settling, i.e. the plate clearance becomes creater.
Because these settling appearances can affect the shifting quality, it is recommended to repeat the
AEB-Cycle at the Maintenance intervals.
At a deterioration of the shifting quality, it is recommended likewise as first measure to repeat the AEBCycle.
ISK (Inch-Sensor-Calibration) should also be carried out after every AEB-Start.
13
Systems Operation
Inching device
It allows to reduce the driving speed infinitely variable without modification of the engine speed in such a way that
driving with a very low speed will be possible. In this way, the driver can move the vehicle very exactly to a
determined position.
At the same time, an important part of the engine power for the output of the hydraulic system is at disposal by the
high engine speed.
Operation is carried out by a separate inching pedal, where an angle of rotation sensor is mounted.
By means of the proportional valve technology the TCU regulates the pressure in the driving direction clutch in
such a way that the driving speed is adjusted in accordance with the inch rotating angle sensor position. Clutch
overloading is avoided thanks to the electronic protection.
After each new adjustment of the inch linkage , the ISK (Inch Sensor Calibration) must be carried out.
During the inch calibration modus the position of the inch pedal in neutral position and with full
actuation is controlled by the calibration process and stored in the TCU.
The inching function is only active after successful completion of AEB and ISK start.
14
Systems Operation
OPERATION
Driving preparation and Maintenance
Prior to the commissioning of the transmission, take care that the recommended oil grade will be filled in with the
correct quantity. At the initial filling of the transmission has to be considered that the oil cooler, the pressure filter as
well as the pipes must get filled with oil.
According to these cavities, the quantity of oil to be filled in, is greater than at the later oil fillings in the course of
the usual Maintenance service.
Because the converter and also the heat exchanger, installed in the vehicle, as well as the pipes can
empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission.
Driving and Shifting

- Neutral position:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state. By the position NEUTRAL of the
Controller, the EST-37A becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has always to be carried out in the NEUTRAL POSITION of the Controller.
For safety reasons it is to recommend to brake the vehicle securely in position with the parking brake prior to start
the engine.
After the starting of the engine and the preselection of the driving direction and the gear, the vehicle can be set in
motion by acceleration.
At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load.
Upshifting under load will be then realized if the vehicle can continue to accelerate by it.
- Downshifting under load.
Downshifting under load will be then realized if more traction force is needed.
- Upshifting in overrunning condition.
In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling position, if the speed of the
vehicle on a downgrade should not be further increased.
- Downshifting in overrunning condition.
Downshifting in overrunning mode will be then carried out if the vehicle should be retarded.
If the vehicle will be stopped and is standing with running engine and engaged transmission, the engine cannot be
stalled. On a level and horizontal roadway it is possible that the vehicle begins to crawl, because the engine is
creating at idling speed a slight drag torque via the converter.
It is convenient to brake the vehicle at every stop securely in position with the parking brake.
At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a converter transmission it
might not immediately be noted to have forgotten this quite normal operating step because a converter, due to its
high ratio, can easily overcome the braking torque of the parking brake.
Temperature increases in the converter oil as well as overheated brakes will be the consequences to be find out
later.
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
15
Systems Operation
Cold start
At an oil temperature in the shifting circuit < -12 C, the transmission must be warmed-up for some minutes.
This must be carried out in Neutral with an increased engine speed (about 1500 min-1).
Until this oil temperature is reached, the Electronics remains in Neutral, and the symbol of the cold start phase will
be indicated on the Display.
Indication on the Display :
After the indication on the Display is extinguished, the full driving programm can be utilized out of NEUTRAL.
Transmission control in the Driving mode Automatic

A manual intervention into the automatic shift sequence is only then practical if the roadway condition or the
configuration of the ground is suitable.
Stopping and Parking

Since due to the converter there is no rigid connection existing from the engine to the axle, it is recommended to
secure the vehicle on upgrades, resp. downgrades against unintended rolling not only by applying the parking
brake but additionally by a block on the wheel, if the driver has the intention to leave the vehicle.
Towing
See Important Instructions Page 5.
Oil temperature
The oil temperature in the transmission sump is monitored by a temperature sensor in the electrohydraulic control
unit.
The service temperature in the sump of 60 - 90C must not be exceeded!
By overstepping results by 105 C notice "WS" on the display.
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour. The notice "WS"
results at the display, the vehicle has to be stopped and controlled for external oil loss and the engine must run
with a speed of 1200 1500 min-1 at NEUTRAL POSITION of the transmission.
Now, the temperature must drop quickly (in about 2 3 minutes) to normal values. If this is not the case, there is a
trouble pending, which must be eliminated prior to continue working.
The monitoring of the oil temperature is additionally realized behind the converter with an indication on the Display.
Operating temperature behind the converter at least 65C and 100C in continuous operation, a short-time
increase up to max. 120C is permitted.
The temperature is measured on the measuring point 63
(see Schedule of measuring points Table-4 !)
16
Systems Operation
AEB STARTER
- Introduction
The AEB-Starter is s tool to start the AEB and ISK of ergopower
transmissions.
It's useful to work with the Transmission Display because
all messages about the AEB state is shown in the Display.
The AEB-Starter itself doesn't show any informations.
AEB Storter
Stort
The AEB-Starter works with the diagnostic plug of

TCU which is in the engine hood.
TCU
To insure the highest level of shift quality,

AEB must be carried out under following conditions :
- After every replacement of the transmission,
TCU or the electrohydraulic control valve
Diagnostic plug
TCU
ISK must be carried out under following conditions :

-After TCU or inching sensor is replaced.
-After each new adjustment of the inching linkage
3WG116
3WG161
AEB and ISK can be carried out independantly each other.

AEB is started by pressing the button of AEB starter with the engine ignition swith turned at 'Start' position.
ISK is started by pressing the button of AEB starter with the engine ignition swich turned at 'On' position.
NOTE : The errot code "F6" will be shown in the display as long as the AEB or ISK is not done.
After the replacement of TCU, the inching fuction is only active after successful completion of AEB and ISK
start.
- List of abbreviations
AEB : Automatic Filling Parameter Adjustment
ISK : Inching Sensor Calibration
TCU : Transmission Control Unit
- Procedure to start AEB

Step to do
1
2
3
4
5
Warm up transmission
Turn off the engine ignition
switch
Plug in AEB-Starter
Rotate shift lever to "N"
position. Engage parking brake.
Turn the engine ignition switch
to 'Start' Position
Disply message
Normal operating messages
Nothing
Start engine
'PL'
Press button of the AEB-Starter
'ST' if start conditions are ok
AEB has started
'K1'(Information about the AEB

state)
9
10
11
Press the accelerator pedal

slightly and maintain the engine
rpm at the range of 900~1200
rpm
Wait until AEB has finished
Turn off the ignition switch and
unplug the AEB-Starter
Remarks
Set the transmission oil temperature
around 85
'KR' 'KV' 'K1' 'K2'

with bars flashing
'K3'
TCU must recognize PL for at least

2s before you can press the button
Keep to press for 2-3 seconds until
TCU has started the AEB
When TCU has started the AEB, K1
displayed for a short time
AEB on progress automatically
'OK' (AEB completed)

Nothing
17
Systems Operation
- Display during AEB-Mode

Symbol
PL
ST
K1.. K3, KV, KR
_and Kx
and Kx
=and Kx
Meaning
AEB-Starter is plugged at the diagnostic
plug
AEB-Starter-button is pressed
Calibrating clutch K1.. K3, KV, KR
Wait for start, initialization of clutch Kx,
x : 1,2,3,V,R
Fast fill time determination of clutch Kx
Compensating pressure determination of
clutch Kx
OK
Calibration for all clutches finished
STOP
AEB canceled(activation stopped)
STOP and Kx
Spanner and Kx
E
E
T
T
FT
FB
AEB stopped, clutch Kx can't be calibrated

Kx couldn't be calibrated, AEB finished
Engine speed too low,
raise engine speed
Engine speed too high,
lower engine speed
Transmission oil temperature too low,
heat up transmission
Transmission oil temperature too high,
cool down transmission
Transmission temperature not in defined
range during calibration
Operating
mode
not
NORMAL
or
transmission temperature sensor defective
or storing of calibrated values to EEPROMhas failed.
FO
Outputspeed_not_zero
FN
Shift lever not in Neutral position
FP
Parking brake_not_applied
STOP
Remarks
Transmission stays in neutral, you have to

restart the TCU (ignition switch start off/on)
after removing AEB-Starter
restart the TCU(ignition switch start off/on)

AEB-Starter was used incorrect or is

defective. Wrong device or wrong cable
used.

To prevent the transmission oil temperature from falling down during AEB calibration, keep the transmission
oil temperature about 85C before starting AEB.
(Temperature Range : 70C ~90C)
18
Systems Operation
- Procedure to start ISK

Step to do
Turn off the engine ignition switch
Plug in AEB-Starter
Rotate shift lever to N position.
Engage parking brake.
Turn the engine ignition switch to
'On' Position (Not 'Start' position)
Display message
Nothing
Press button of the AEB-Starter
' IP' if start conditions are ok
Turn the engine ignition switch

further to 'Start' Position
' IP'
Push down the pedal slowly
' IP'
Release the pedal slowly
' IP'
Wait until ISK has finished

Turn off the ignition switch and
unplug AEB-Starter
'OK' (ISK completed)
1
2
3
4
10
'PL' if start conditions are ok
Remarks
TCU must recognize PL for at least

2s before you can press the button
Press the button for at least 2
seconds.
Depress to the end position as long

as this symbol is displayed
Start to release when bar arrow
directed upward
Nothing
1) When 'IP' is displayed with ISK start after pressing the button of AEB starter with the engine ignition switch
turned at 'On' position, Turn the switch further to 'Start' position and then start to push down the inching
pedal.
2) In case of D100/150 truck models installed with air type brake, push down the inching pedal after air is
charged enough.
- Display during ISK mode

Symbol
IP
IP
IP flashing
OK
FN and Stop
FS and Stop
FO and Stop
SL and Stop
SU and Stop
IL and Stop
IU and Stop
To and Stop
DL and Stop
DU and Stop
FI and Stop
Meaning
Push down the pedal slowly until end
position is reached and hold this
position
Release the pedal slowly until end
position is reached and wait until OK
is displayed
A problem occurred, release the
pedal slowly until end position is
reached
Finished inching pedal calibration
successful
Sensor supply voltage AUI is out of
the specified range
Output speed is not zero
Sensor voltage below specified range
Sensor voltage above specified
range
Sensor position for released pedal
out of specified range
Sensor position for pressed pedal out
of specified range
Time-out calibration, pedal not
moved after calibration start
Angle between pedal positions
released and pressed to small
Angle between pedal positions
released and pressed to big
Sensor signal 1 and 2 dont match
together
19
Remarks
If the expected end position could not be reached,

release the pedal and try again. If caliabration cant
be completed after 2~3 times of re-trial, STOP sign
is on display. In this case, switch off the ignition key
and remove AEB starter, and check inching sensor &
pedal linkage within the specified range. After
correction, repeat ISK procedure.
Calibration is aborted
Systems Operation
Layout
Table - 1
Gearbox diagram
3 5
10
12
11
(1) Engine connection (2) Converter (3) Input shaft (4) Transmission pump (5) Input gear (6) Clutch shaft K2
(7) Power take-off (8) Clutch shaft KV (9) Clutch shaft KR (10) Clutch shaft K1 (11) Output flange
(12) Clutch shaft K3/Output
20
Systems Operation
Installation Front view

Table - 2
4
5
7
9
8
11
10
(1) Converter (2) Converter bell (3) Lifting lugs (4) Inductive transmitter n Central gear train
(5) Inductive transmitter n Turbin (6) Gearbox housing front section (7) Oil level tube with oil dipstick(rear side)
(8) Gearbox housing rear section (9) Transmission suspension holes
(10) Attachment possibility oil level tube with oil dipstick(rear side) 3 WG161 (11) Oil drain plug
21
Systems Operation
Installation Rear view

Table - 3
14
4
5
13
6
7
8
9
12
11
10
(1) Power take-off; coaxial (2) Lifting lugs (3) Breather (4) Electro hydraulic control
(5) Measuring point for temperature behind the converter (6) Connection to the heat exchanger
(7) Filter head (8) Connection from the heat exchanger (9) Exchange filter
(10) Transmission suspension holes (11) Speed sensor n Output (12) Output flange (13) Oil filler tube with oil dipstick
(14) Type plate
22
Systems Operation
Schedule of measuring points and connections

Table 4
10
65
54
51
10
49
60
57
48
34
53
52
55
58
55
56
63
21
15
16
Coding
47
Driving direction
Forward
Reverse
Speed
1
2
3
1
2
3
d Pressure regulator active

Y1 Y2 Y3 Y4 Y5
N
d
d
o
d
t
d
d
d
d
u
d
s
d
d
e
Neutral
d
K4
Engaged clutches
Position on the valve block
F
Consecutively No. of the measurement points 60
KR
E
55
K1
D
56
K3
C
58
KV
B
53
Engaged clutches
Y6
d
K1
KV
K3
KR
KR
KR
KV
K2
KV
K1
K2
K3
K2
A
57
The marked positions(e.g. 53) correspond with the positions on the table 5!
The measurements have to be carried out at hot transmission(about 80 - 95 C)
23
Systems Operation
NO.
DENOMINATION OF THE POSITION
CONNECTION
MARKING ON THE
VALVE BLOCK
MEASURING POINTS FOR HYDRAULIC OIL AND TEMPERATURE:

51
In front of the converter opening pressure
11+2 bar
M10x1
52
Behind the converter opening pressure
4.3+3 bar
M14x1.5
53
Clutch Forward
16+2 bar
KV
M10x1
55
Clutch Reverse
16+2 bar
KR
M10x1
56
Clutch
16+2 bar
K1
M10x1
57
Clutch
16+2 bar
K2
M10x1
58
Clutch
16+2 bar
K3
M10x1
60
Not applicable
K4
M10x1
63
Behind the converter

Temperature 100 ; short- time 120
M14x1.5
65
System pressure
M10x1
16+2.5 bar
MEASURING POINTS FOR DELIVERY RATES:

15
Connection to the heat exchanger
15/16 12 UN-2B
16
Connection from the heat exchanger
15/16 12 UN-2B
INDUCTIVE TRANSMITTERS, SPEED SENSOR AND SWITCHES

21
Inductive transmitter
n Turbine
34
Speed sensor
n Output
M18x1.5
47
n Central gear train
M18x1.5
48
n Engine
M18x1.5
54
Filter contamination switch
M14x1.5
CONNECTIONS:
10
Breather
49
Plug connection on the electro hydraulic control unit
24
Systems Operation
Oil circuit diagram

Forward 1st Speed
Table 5
KR
60
Y1
55
Y2
NFS
K1
56
KV
58
Y3
NFS
K3
53
Y4
K2
Y5
NFS
NFS
57
Y6
NFS
NFS
RV-9
TEMP
HDV
65
Valve block control circuit
Converter
51
WSV
Fine filter
63
Legend
= Main pressure
= Regulate main pressure
= Pilot pressure
= Converter input pressure
= Converter output pressure
= Lubrication
= Return into the sump
52
WT
FDV
WGV
BypassBypassvalve
p=1,5 bar
15
WS
Transmission pump
P = 16 + 2 bar
16
Coarsefilter
Oil sump
Lubrication
WT
WGV
WSV
HDV
RV-9
NFS
D
B
P1
P2
P3
P4
P5
P6
Y1...Y6
TEMP
UEDV
WS
FDV
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Heat exchanger
Converter back pressure valve
Converter safety valve
Main pressure valve
Pressure reducing valve
Follow-on slide
Vibration damper
Orifice
Not used
Proportional valve KR
Proportional valve K1
Proportional valve KV
Pressure regulators
Temperature sensor
Pressure relief valve
Maintenance switch
Filter pressure differential valve
(Bypass-valve)
Coding
4.3+3 bar
11+2 bar
16+2.5 bar
9 bar
Driving direction
Forward
Reverse
Speed
1
2
3
1
2
3
d Pressure regulator active

Y1 Y2 Y3 Y4 Y5
N
d
d
o
d
t
d
d
d
d
u
d
s
d
d
e
Neutral
d
K4
Engaged clutches
Position on the valve block
F
Consecutively No. of the measurement points 60
KR
E
55
K1
D
56
K3
C
58
KV
B
53
Engaged clutches
Y6
d
K1
KV
K3
KR
KR
KR
KV
K2
KV
K1
K2
K3
K2
A
57
405bar
p=5.5 bar
The marked positons (e.g. 53) correspond with the positions on the table-4
25
Systems Operation
Gearbox Diagram
Table 6
AN = Input
KV = Clutch forward
KR = Clutch reverse
K1 = Clutch 1st speed
K2 = Clutch 2nd speed
K3/AB = Clutch 3rd speed / Output
PTO = Power take-off
26
Systems Operation
Power flow Forward speed

Table 7
1st speed-forward
2nd speed-forward
3rd speed-forward
Transmission diagram
AN = Input
KV = Clutch forward
KR = Clutch reverse
27
Systems Operation
Power flow Reverse speed

Table 8
1st speed-reverse
2nd speed-reverse
3rd speed-reverse
Transmission diagram
AN = Input
KV = Clutch forward
KR = Clutch reverse
28
Systems Operation
Electro Hydraulic control with proportional valves

Table - 9
Main pressure valve 6+2.5 bar
Pressure reducing valve 9 bar

Housing
Plug(cable harness)
A
Y6
Y1
Y5
Y2
Y4
Y3
Cover
Cover
Housing
Valve block
Main pressure valve 16+2.5 bar
Valve block
Pressure reducting valve 9 bar

Plug(cable harness)
Duct plate
Intermediate plate
SECTION
A-A
Y5
Vibaration damper
Pressure regulator
Follow-on slide
SECTION
B-B
Proportional valve P5
29
Systems Operation
Fully Automatic control EST - 37A

Circuit diagram standard
Table - 10
30
Systems Operation
ITEM
LEGEND
ITEM
LEGEND
A1
ELECTRONIC CONTROL UNIT TCU
F1
FUSE 7,5 A*
A2
CONTROLLER DW-3
F2
FUSE 7,5 A*
A3
ELECTRO HADRAULIC CONTROL UNIT
A5
DIAGNOSIS INTERFACE(PLUG)
H3
ACOUSTIC - / OPTICAL WARNING*
A6
DISPLAY
A7
CAN-INTERFACE(PLUG)
S3
SWITCH DRIVING PROGRAM

AUTOMATIC/MANUAL
A9
SPEEDOMETER WITH FREQUEMCY DIVIDER*
S8
S10
SWITCH SELCTION STARTING GEAR(OPTION)

SWITCH FILTER CONTAMINATION
B1
SPEED SENSOR N ENGINE
S15
SWITCH ENABLE INCHING
B2
SPEED SENSOR N TURBINE
S25
SWITCH LIMP HOME MONITORING
B3
SPEED SENSOR N CENTRAL GEAR TRAIN
S31
B4
SPEED SENSOR N OUTPUT
ON/OFF(OPTION)
SWITCH ACKNOWLEDGMENT PARKING BRAKE
B6
INCHING POTENTIOMETER
K1
RELAIY STARTER INTERLOCK*
B15
SENSOR TEMPERATURE BEHIND CONVERTER
K2
RELAIY REVERSE DRIVE*
31
Systems Operation
Controller DW 3
Table 11
32
Systems Operation

Introduction
Abbreviations
o.c.
s.c.
OP-Mode
TCU
EEC
PTO
open circuit
short circuit
operating mode
transmission control unit
electronic engine controller
power take off
Display
If a fault is detected, the display shows a spanner symbol
(g) for a fault. The display shows the fault code,
if the gear selector is on neutral position.
If more than one fault is detected, each fault code
is shown for about 1 second.
left
character
right
character
S
T
O
P
b c
(special symbols a-h)
33
Display during operation

Symbol
1F, 1R
2F, 2R
3F, 3R
LF, LR
F or R, no gear
F or R flashing
NN
**
*N
1 bar (special
symbol)
2 bars
3 bars
4 bars and 2
arrows
Spanner
Fault code
WS
Meaning
actual gear and direction
left digit shows actual gear
right digit shows actual direction
limp home gear
Clutch Cutoff
direction F or R selected while turbine
speed is too high
not neutral, waiting for neutral after
power up or a severe fault
oil temperature too low, no gear
available
oil temperature low, only one gear
available
manual mode 1st gear
Remarks
CAUTION gear will engage if turbine speed drops

to engage a gear, first move shift selector to neutral
position and again to F or R position
warm up engine / transmission
warm up engine / transmission
manual mode 2 nd gear

manual mode 3 rd gear
automatic mode
at least one fault active
see faultcode list
warning sump temperature
select neutral to get fault code displayed
WR
warning retarder temperature
WT
warning torque converter temperature
WE
warning high engine speed
PN
direction F or R selected while

parking brake engaged
EE flashing
no communication with display
34
changes between actual gear/direction while driving,

in neutral only displayed if no fault is detected
(spanner)
(spanner)
(spanner)
(spanner)
transmission in neutral until parking brake is
released
CAUTION: vehicle starts to move after release of
parking brake
checked wiring from TCU to display
Display during AEB-Mode

Symbol
PL
ST
K1..K3,KV,KR
_ and Kx
and Kx
= and Kx
OK
STOP
STOP and Kx
Spanner and Kx
E
E
T
T
FT
FB
FO
FN
FP
STOP
Meaning
AEB - Starter is plugged at the
diagnostic plug
AEB-Starter-button is pressed
calibrating clutch K1..K3, KV or KR
resp.
wait for start, initialization of clutch Kx,
x: 1, 2, 3, V, R
fast fill time determination of clutch Kx
compensating pressure determination
of clutch Kx
calibration for all clutches finished
Remarks
Transmissions stays in neutral, you have to restart

the TCU (ignition off/on) after removing AEB-Starter
AEB canceled (activation stopped)
the TCU (ignition off/on)
AEB stopped, clutch Kx can't be
calibrated
Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to restart
engine speed too low,
raise engine speed
engine speed too high,
lower engine speed
transmission oil temperature too low,
heat up transmission
transmission oil temperature too high
cool down transmission
transmission temperature not in
defined range during calibration
operating mode not NORMAL or
transmission temperature sensor
defective or storing of Calibrated
values to EEPROM-has failed.
Outputspeed_not_zero
Parkbrake_not_applied
AEB - Starter was used incorrect or is Transmissions stays in neutral, you have to restart
defective. Wrong device or wrong
cable used
35
Display during Inchpedal Calibration

Symbol
Remarks
IP
Meaning
push down the pedal slowly until
endposition is reached and hold this
position
Release the pedal slowly until
endposition is reached
IP
A problem occurred, release the pedal

slowly until endposition is reached
If the expected enposition could not be reached,

release the pedal and try again
IP
flashing
OK
FN and Stop
FS and Stop
FO and Stop
SL and Stop
SU and Stop
IL and Stop
IU and Stop
TO and Stop
DL and Stop
DU and Stop
FI and Stop
Finished inchpedal calibration

successful
sensor supply voltage AU1 is out of
the specified range
Outputspeed is not zero
sensor voltage below specified range
sensor voltage above specified range
sensor position for released pedal out
of specified range
sensor position for pressed pedal out
of specified range
time-out calibration, pedal not moved
after calibration start
angle between pedalpositions
released and pressed to small
angle between pedalpositions
released and pressed to big
sensor signal 1 and 2 don't match
together
36
Definition of operating modes

NORMAL
There's no failure detected in the transmission-system or the failure has no or slight effects on transmission control.
TCU will work without or in special cases with little limitations. (see following table)
SUBSTITUTE CLUTCH CONTROL

TCU can't change the gears or the direction under the control of the normal clutch modulation. TCU uses the
substitute strategy for clutch control. All modulations are only time controlled.
LIMP-HOME
The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in
each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator must shift the
gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or
reverse, the TCU will select the limp-home gear .
If output speed is less than a threshold for reversal speed and TCU has changed into the limp-home gear and the
operator selects a shuttle shift, TCU will shift immediately into the limp-home gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The operator has to slow
down the vehicle and must shift the gear selector into neutral position.
TRANSMISSION-SHUTDOWN
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1). Transmission
shifts to Neutral. The park brake will operate normally, also the other functions which use ADM 1 to ADM 8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
TCU-SHUTDOWN
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The park brake will
engage, also all functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
37
Table of fault codes

Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
possible reason for fault
detection
LOGICAL ERROR AT
DIRECTION SELECT
SIGNAL
TCU detected a wrong
signal combination for the
direction
cable from shift lever to
TCU is broken
cable is defective and is
contacted to battery
voltage or vehicle
ground
shift lever is defective
Reaction of
the TCU
12
5010
12
21
5090
22
5090
TCU shifts
transmission
to neutral
OP-Mode:
transmission
shutdown
check the cables

from TCU to shift
lever
check signal
combinations of
shift lever positions
F-N-R
S.C. TO BATTERY
VOLTAGE AT CLUTCH
CUTOFF INPUT
the measured voltage is
too high:
voltage
clutch cut off sensor has
an internal defect
connector pin is
voltage
clutch cutoff
function is
disabled
OP-Mode:
normal
check the cable

from TCU to the
sensor
check the
connectors
check the clutch
cutoff sensor
S.C. TO GROUND OR
O.C. AT CLUTCH
CUTOFF INPUT
too low:
contacted to vehicle
ground
cable has no connection
to TCU
clutch cut off sensor has
an internal defect
connector pin is
ground or is broken
clutch cutoff
function is
disabled
OP-Mode:
normal
check the cable

from TCU to the
sensor
check the
connectors
check the clutch
cutoff sensor
38
Possible steps to
repair
Remarks
fault is taken
back if TCU
detects a valid
signal for the
direction at the
shift lever
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
VOLTAGE OR O.C. AT
TRANSMISSION SUMP
TEMPERATURE SENSOR
INPUT
too high:
voltage
to TCU
temperature sensor has
an internal defect
connector pin is
voltage or is broken
Reaction of
the TCU
25
5110
26
5110
2B
5313
no reaction,
TCU uses
default
temperature
OP-Mode:
normal
check the cable

from TCU to the
sensor
check the
connectors
check the
temperature sensor
S.C. TO GROUND AT
TRANSMISSION SUMP
TEMPERATURE SENSOR
INPUT
too low:
ground
temperature sensor has
an internal defect
connector pin is
ground
no reaction,
TCU uses
default
temperature
OP-Mode:
normal
check the cable

from TCU to the
sensor
check the
connectors
check the
temperature sensor
12
INCHSENSOR-SIGNAL
MISMATCH
the measured voltage from
CCO and CCO2 signal
dont match:
cable is defective
sensor has an internal
defect
During inching
mode: TCU
shifts to
neutral
While not
inching: no
change
OP-Mode:
normal
check the cable

from TCU to the
sensor
check the
connectors
check sensor
39
Possible steps to
repair
Remarks
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
VOLTAGE OR O.C. AT
ENGINE SPEED INPUT
TCU measures a voltage
higher than 7.00 V at
speed input pin
voltage
to TCU
speed sensor has an
internal defect
connector pin is
voltage or has no
contact
Reaction of
the TCU
31
5140
32
5140
33
5140
OP-Mode:
substitute
clutch control
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
S.C. TO GROUND AT
ENGINE SPEED INPUT
less than 0.45V at speed
input pin
cable / connector is
defective and is
ground
speed sensor has an
internal defect
OP-Mode:
substitute
clutch control
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
12
LOGICAL ERROR AT
ENGINE SPEED INPUT
TCU measures a engine
speed over a threshold
and the next moment the
measured speed is zero
defective and has bad
contact
speed sensor has an
internal defect
sensor gap has the
wrong size
OP-Mode:
substitute
clutch control
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
check the sensor
gap
40
Possible steps to
repair
Remarks
This fault is
reset after power
up of TCU
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
VOLTAGE OR O.C. AT
TURBINE SPEED INPUT
speed input pin
voltage
to TCU
speed sensor has an
internal defect
connector pin is
voltage or has no
contact
Reaction of
the TCU
34
5150
35
5150
36
5150
OP-Mode:
substitute
clutch control
if a failure is
existing at
output speed,
TCU shifts to
neutral
OP-Mode: limp
home
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
S.C. TO GROUND AT
TURBINE SPEED INPUT
input pin
defective and is
ground
speed sensor has an
internal defect
OP-Mode:
substitute
clutch control
if a failure is
existing at
output speed,
TCU shifts to
neutral
OP-Mode: limp
home
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
12
LOGICAL ERROR AT
TURBINE SPEED INPUT
TCU measures a turbine
and at the next moment
the measured speed is
zero
contact
speed sensor has an
internal defect
sensor gap has the
wrong size
OP-Mode:
substitute
clutch control
if a failure is
existing at
output speed,
TCU shifts to
neutral
OP-Mode: limp
home
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
check the sensor
gap
41
Possible steps to
repair
Remarks
This fault is
reset after power
up of TCU
Fault
Code
(hex)
SPN
FMI
37
5160
38
5160
39
5160
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
VOLTAGE OR O.C. AT
INTERNAL SPEED INPUT
speed input pin
voltage
to TCU
speed sensor has an
internal defect
connector pin is
voltage or has no
contact
Reaction of
the TCU
Possible steps to
repair
OP-Mode:
substitute
clutch control
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
S.C. TO GROUND AT
OP-Mode:
INTERNAL SPEED INPUT substitute
clutch control
input pin
defective and is
ground
speed sensor has an
internal defect
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
12
OP-Mode:
LOGICAL ERROR AT
INTERNAL SPEED INPUT substitute
TCU measures a internal
clutch control
zero
contact
speed sensor has an
internal defect
sensor gap has the
wrong size
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
check the sensor
gap
42
Remarks
This fault is
reset after power
up of TCU
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
VOLTAGE OR O.C. AT
OUTPUT SPEED INPUT
speed input pin
voltage
to TCU
speed sensor has an
internal defect
connector pin is
voltage or has no
contact
Reaction of
the TCU
3A
5170
3B
5170
3C
5170
special mode
for gear
selection
OP-Mode:
substitute
clutch control
if a failure is
existing at
turbine speed,
TCU shifts to
neutral
OP-Mode: limp
home
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
S.C. TO GROUND AT
OUTPUT SPEED INPUT
input pin
defective and is
ground
speed sensor has an
internal defect
special mode
for gear
selection
OP-Mode:
substitute
clutch control
if a failure is
existing at
turbine speed,
TCU shifts to
neutral
OP-Mode: limp
home
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
12
LOGICAL ERROR AT
OUTPUT SPEED INPUT
TCU measures a output
zero
contact
speed sensor has an
internal defect
sensor gap has the
wrong size
special mode
for gear
selection
OP-Mode:
substitute
clutch control
if a failure is
existing at
turbine speed,
TCU shifts to
neutral
OP-Mode: limp
home
check the cable

from TCU to the
sensor
check the
connectors
check the speed
sensor
check the sensor
gap
43
Possible steps to
repair
Remarks
This fault is
reset after power
up of TCU
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
OUTPUT SPEED ZERO
DOESNT FIT TO OTHER
SPEED SIGNALS
if transmission is not
neutral and the shifting
has finished,
TCU measures
outputspeed zero and
turbine speed or internal
speed not equal to zero.
speed sensor has an
internal defect
sensor gap has the
wrong size
Reaction of
the TCU
Possible steps to
repair
Remarks
special mode
for gear
selection
OP-Mode:
substitute
clutch control
if a failure is
existing at
turbine speed,
TCU shifts to
neutral
OP-Mode: limp
home
check the sensor

signal of output
speed sensor
check the sensor
gap of output
speed sensor
check the cable
from TCU to the
sensor
This fault is
reset after power
up of TCU
3E
5180
71
5480
S.C. TO BATTERY
VOLTAGE AT CLUTCH K1
the measured resistance
value of the valve is out of
limit, the voltage at K1
valve is too high.
defective and has
contact to battery
voltage
regulator has an internal
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
TCU to the gearbox
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
72
5480
S.C. TO GROUND AT
CLUTCH K1
valve is too low.
defective and has
contact to vehicle
ground
defective and has
contact to another
regulator output of the
TCU
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1)
44
chapter
Measuring of
resistance
see chapter
Measuring of
resistance
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
O.C. AT CLUTCH K1
limit.
defective and has no
contact to TCU
defect
Reaction of
the TCU
73
5480
74
5490
75
76
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
S.C. TO BATTERY
valve is too high.
defective and has
contact to battery
voltage
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
5490
S.C. TO GROUND AT
CLUTCH K2
valve is too low.
defective and has
contact to vehicle
ground
defective and has
contact to another
TCU
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
5490
O.C. AT CLUTCH K2
limit.
contact to TCU
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
45
Possible steps to
repair
Remarks
chapter
Measuring of
resistance
chapter
Measuring of
resistance
chapter
Measuring of
resistance
chapter
Measuring of
resistance
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
valve is too high.
defective and has
contact to battery
voltage
defect
Reaction of
the TCU
77
5500
78
5500
79
84
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
S.C. TO GROUND AT
CLUTCH K3
valve is too low.
defective and has
contact to vehicle
ground
defective and has
contact to another
TCU
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
5500
O.C. AT CLUTCH K3
limit.
contact to TCU
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
5520
S.C. TO BATTERY
VOLTAGE AT CLUTCH KV
limit, the voltage at KV
valve is too high.
defective and has
contact to battery
voltage
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
46
Possible steps to
repair
Remarks
chapter
Measuring of
resistance
chapter
Measuring of
resistance
chapter
Measuring of
resistance
chapter
Measuring of
resistance
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO GROUND AT
CLUTCH KV
limit, the voltage at KV
valve is too low.
defective and has
contact to vehicle
ground
defective and has
contact to another
TCU
defect
Reaction of
the TCU
85
5520
86
5520
87
5530
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
O.C. AT CLUTCH KV
limit.
contact to TCU
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
S.C. TO RATTERY
VOLTAGE AT CLUTCH KR
limit, the voltage at KR
valve is too high.
defective and has
contact to battery
voltage
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1)
47
Possible steps to
repair
Remarks
chapter
Measuring of
resistance
chapter
Measuring of
resistance
see chapter
Measuring of
resistance
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO GROUND AT
CLUTCH KR
limit, the voltage at KR
valve is too low.
defective and has
contact to vehicle
ground
defective and has
contact to another
TCU
defect
Reaction of
the TCU
88
5530
89
5530
91
5560
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
O.C. AT CLUTCH KR
limit.
contact to TCU
defect
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check the cable

from TCU to the
gearbox
check the
connectors from
gearbox to TCU
check the regulator
resistance1)
check internal wire
harness of the
gearbox
1) see
S.C. TO GROUND AT
RELAY REVERSE
WARNING ALARM
voltage at the output pin,
that looks like a s.c. to
vehicle ground
ground
backup alarm device has
an internal defect
connector pin is
ground
backup alarm
will be on until
TCU power
down even if
fault vanishes
(loose
connection)
OP-Mode:
normal
check the cable

from TCU to the
backup alarm
device
check the
connectors from
backup alarm
device to TCU
check the
resistance1) of
backup alarm
device
1)
48
Possible steps to
repair
Remarks
chapter
Measuring of
resistance
chapter
Measuring of
resistance
see chapter
Measuring of
resistance
Fault
Code
(hex)
SPN
FMI
92
5560
93
5560
B1
5660
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
VOLTAGE AT RELAY
REVERSE WARNING
ALARM
that looks like a s.c. to
battery voltage
voltage
an internal defect
connector pin is
voltage
Reaction of
the TCU
Possible steps to
repair
Remarks
no reaction
OP-Mode:
normal
check the cable

from TCU to the
backup alarm
device
check the
connectors from
backup alarm
device to TCU
check the
resistance1) of
backup alarm
device
1) see
O.C. AT RELAY
no reaction
REVERSE WARNING
OP-Mode:
ALARN
normal
that looks like a o.c. for
this output pin
cable is defective and
has no connection to
TCU
an internal defect
connector has no
connection to TCU
check the cable

from TCU to the
backup alarm
device
check the
connectors from
backup alarm
device to TCU
check the
resistance1) of
backup alarm
device
1) see
SLIPPAGE AT CLUTCH
K1
TCU calculates a
differential speed at closed
clutch K1. If this calculated
value is out of range, TCU
interprets this as slipping
clutch.
low pressure at clutch
K1
low main pressure
wrong signal at internal
speed sensor
wrong signal at output
speed sensor
wrong size of the sensor
gap
clutch is defective
check pressure at
clutch K1
check main
pressure in the
system
check sensor gap
at internal speed
sensor
check sensor gap
at output speed
sensor
check signal at
internal speed
sensor
check signal at
output speed
sensor
replace clutch
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
49
chapter
Measuring of
resistance
chapter
Measuring of
resistance
Fault
Code
(hex)
SPN
FMI
B2
5665
B3
5670
MEANING OF THE
FAULT CODE
detection
SLIPPAGE AT CLUTCH
K2
TCU calculates a
clutch.
K2
low main pressure
speed sensor
speed sensor
gap
clutch is defective
Reaction of
the TCU
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check pressure at
clutch K2
check main
pressure in the
system
check sensor gap
at internal speed
sensor
check sensor gap
at output speed
sensor
check signal at
internal speed
sensor
check signal at
output speed
sensor
replace clutch
SLIPPAGE AT CLUTCH
K3
TCU calculates a
clutch.
K3
low main pressure
speed sensor
speed sensor
gap
clutch is defective
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check pressure at
clutch K3
check main
pressure in the
system
check sensor gap
at internal speed
sensor
check sensor gap
at output speed
sensor
check signal at
internal speed
sensor
check signal at
output speed
sensor
replace clutch
50
Possible steps to
repair
Remarks
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
SLIPPAGE AT CLUTCH
KV
TCU calculates a
clutch KV. If this calculated
clutch.
KV
low main pressure
speed sensor
wrong signal at turbine
speed sensor
gap
clutch is defective
Reaction of
the TCU
B5
5680
B6
5685
B7
5700
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check pressure at
clutch KV
check main
pressure in the
system
check sensor gap
at internal speed
sensor
check sensor gap
at turbine speed
sensor
check signal at
internal speed
sensor
check signal at
turbine speed
sensor
replace clutch
SLIPPAGE AT CLUTCH
KR
TCU calculates a
clutch KR. If this
calculated value is out of
range, TCU interprets this
as slipping clutch.
KR
low main pressure
speed sensor
wrong signal at turbine
speed sensor
gap
clutch is defective
TCU shifts to
neutral
OP-Mode: limp
home
if failure at
another clutch
is pending
TCU shifts to
neutral
OP-Mode:
TCU shutdown
check pressure at
clutch KR
check main
pressure in the
system
check sensor gap
at internal speed
sensor
check sensor gap
at turbine speed
sensor
check signal at
internal speed
sensor
check signal at
turbine speed
sensor
replace clutch
OVERTEMP SUMP
TCU measured a
temperature in the oil
sump that is over the
allowed threshold.
no reaction
OP-Mode:
normal
cool down machine

check oil level
check temperature
sensor
51
Possible steps to
repair
Remarks
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
DIFFERENTIAL
PRESSURE OIL FILTER
TCU measured a voltage
at differential pressure
switch out of the allowed
range
oil filter is polluted
cable/connector is
broken or
cable/connector is
voltage or vehicle
ground
differential pressure
switch is defective
Reaction of
the TCU
BA
5730
D1
5810
D2
D3
no reaction
OP-Mode:
normal
check oil filter

check wiring from
TCU to differential
pressure switch
check differential
pressure switch
(measure
resitance)
S.C. TO BATTERY
VOLTAGE AT POWER
SUPPLY FORSEN SORS
TCU measures more than
6V at the pin AU1 (5V
sensor supply)
see fault codes

no. 21 to 2B
check cables and

connectors to
sensors, which are
supplied from AU1
check the power
supply at the pin
AU1
(should be appx.
5V)
fault codes no.

21 to no. 2B
may be a
reaction of this
fault
5810
S.C. TO GROUND AT
POWER SUPPLY FOR
SENSORS
TCU measures less than
4V at the pin AU1 (5V
sensor supply)
see fault codes

no. 21 to 2B
check cables and

connectors to
sensors, which are
supplied from AU1
check the power
supply at the pin
AU1
(should be appx.
5V)
fault codes no.

21 to no. 2B
may be a
reaction of this
fault
5820
LOW VOLTAGE AT
shift to neutral
BATTERY
OP-Mode:
measured voltage at
TCU shutdown
power supply is lower than
10 V (12V device)
lower than 18 V (24V
device)
52
Possible steps to
repair
Remarks
check power supply

battery
check cables from
batteries to TCU
check connectors
from batteries to
TCU
Fault
Code
(hex)
SPN
FMI
D4
5820
D5
5830
ERROR AT VALVE
shift to neutral
POWER SUPPLY VPS1
OP-Mode:
TCU switched on VPS1
TCU shutdown
and measured VPS1 is
off or TCU switched off
VPS1 and measured
VPS1 is still on
cable or connectors are
defect and are contacted
to battery voltage
to vehicle ground
permanent power supply
KL30 missing
TCU has an internal defect
check fuse
check cables from
gearbox to TCU
check connectors
from gearbox to
TCU
replace TCU
5840
shift to neutral
ERROR AT VALVE
OP-Mode:
POWER SUPPLY VPS2
TCU shutdown
TCU switched on VPS2
and measured VPS2 is off
or TCU switched off VPS2
and measured VPS2 is still
on
to battery voltage
to vehicle ground
permanent power supply
KL30 missing
TCU has an internal
defect
check fuse
check cables from
gearbox to TCU
check connectors
from gearbox to
TCU
replace TCU
D6
MEANING OF THE
FAULT CODE
detection
HIGH VOLTAGE AT
BATTERY
measured voltage at
power supply is higher
than 18 V (12V device)
higher than 32.5 V (24V
device)
Reaction of
the TCU
shift to neutral
OP-Mode:
TCU shutdown
53
Possible steps to
repair
Remarks
check power supply

battery
check cables from
batteries to TCU
check connectors
from batteries to
TCU
Fault
Code
(hex)
SPN
FMI
MEANING OF THE
FAULT CODE
detection
S.C. TO BATTERY
VOLTAGE AT DISPLAY
OUTPUT
TCU sends data to the
display and measures
allways a high voltage
level on the connector
defective and are
voltage
display has an internal
defect
Reaction of
the TCU
E3
5860
E4
5860
F1
no reaction
OP-Mode:
normal
check the cable

from TCU to the
display
check the
connectors at the
display
change display
S.C. TO GROUND AT
DISPLAY OUTPUT
TCU sends data to the
display and measures
allways a high voltage
level on the connector
defective and are
ground
display has an internal
defect
no reaction
OP-Mode:
normal
check the cable

from TCU to the
display
check the
connectors at the
display
change display
5890
GENERAL EEPROM
FAULT
TCU can't read non
volantile memoy
TCU is defective
no reaction
OP-Mode:
normal
replace TCU
often shown
together with
fault code F2
F3
5910
13
APPLICATION ERROR
something of this
application is wrong
transmission
stay neutral
OP-Mode:
TCU shutdown
replace TCU
This fault occurs

only if an test
engineer did
something
wrong in the
application of
the vehicle
F5
5930
CLUTCH FAILURE
AEB was not able to adjust
clutch filling parameters
One of the AEB-Values is
out of limit
transmission
stay neutral
OP-Mode:
TCU shutdown
check clutch
TCU shows also

the affected
clutch on the
Display
54
Possible steps to
repair
Remarks
Fault
Code
(hex)
SPN
FMI
F6
5930
13
MEANING OF THE
FAULT CODE
detection
CLUTCH ADJUSTMENT
DATA LOST OR
INCHPEDAL
CALIBRATION DATA
LOST
TCU was not able to read
correct clutch adjustment
parameters
interference during
saving data on non
volatile memory
TCU is brand new
Reaction of
the TCU
default values
= 0 for AEB
offsets used
OP-Mode:
normal
no Inchmode
available
55
Possible steps to
repair
Remarks
execute AEB
Measuring of resistance at
actuator/sensors and cable
actuator
cable
R12
short cut to ground:
R12 R;
R1G 0, R2G R or
R1G R, R2G 0
(for s.c. to ground, G is
connected to vehicle
ground)
2 Actuator/
Sensor
C (chassis)
Gnd
open circuit:
short cut to battery:
P (power supply)
TCU
1
R1G
Bat
R2G
open circuit:
R12
short cut to ground:
R12 0;
R1C R2C 0,
R1P R2P
R12 0,
R1C R2C
,
R1P R2P 0
short cut to battery:
R1P
R1C
R2P
R2C
R12 R;
R1G 0, R2G R or
R1G R, R2G 0
(for s.c. to battery, G is
connected to battery
voltage)
56

Sistemas Operacion Codigos

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SB4121E00

Important Safety Information

Important Instructions ............................................ 5

Definition of operating modes ...............................37

Controller DW-3 .....................................................8

Power Shift Transmission

TP = Torque pump wheel

TT = Torque turbine wheel

TR = Torque reaction member

Pressure oil from the transmission pump is constantly

The Torque converter is composed of 3 main

Power Shift Transmission

Due to the reversion, the stator is receiving a reaction

The transmission pump, necessary for the oil supply

Therefore, the maximum torque multiplication is

If because of contamination, resp. damage, the

When the turbine speed is reaching about 80% of the

In this case, an error indication is shown on the

A stator freewheel serves to improve the efficiency in

The control pressure of 9 bar for the actuation of the

Due to the direct proportional selection with

All gears are constantly meshing and carried on

At the shifting, the following criteria will be

A compression spring takes over the pushing back of

The main pressure valve is limiting the max. control

Transmission control, see Schedule of measuring

Power Shift Transmission

In the inlet to the converter, a converter safety valve

Possible Indications on the Display

From the heat exchanger, the oil is directed to the

The allocation of the pressure regulators to the single

The Controller is designed for the mounting on the

Central and Right

For the protection from unintended start off, a Neutral

Power Shift Transmission

Display of the Driving direction:

Display of the engaged gear:

Waiting for Controller-Neutral:

Indication on the Display: NN (Central and Right Side).

Preselected Driving range:

Display Manual/ Automatic:

If the two Symbols a , f (Arrows) and the bars b, c, d, e are indicated,

Display of the Cold-start phase:

Transmission remains in Neutral

Bars are flashing:

Downshifting mode active

If the system is recognizing an error, the spanner (Special symbol g)

At exceeding the warning threshold Temperature Sump / behind the

Power Shift Transmission

Driving direction F or R selected while the parking brake is actuated.

Driving direction F or R selected, while the turbine speed is too high.

Indication on Display: EE (Central and Right side).

Power Shift Transmission

Error code definition

Electronic Control unit TCU

The error codes are composed of two hexadecimal

The electrohydraulic transmission control can be

Meaning of the Number

Power Shift Transmission

Electronic Controls for Powershift transmissions

Power Shift Transmission

Independent calibration of the Shifting elements (AEB)

Start of the AEB by AEB starter(A138759)