Sie sind auf Seite 1von 176

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 A ZF-AS Tronic application contains the following
transmission systems. stages:

To avoid Writing of customer specification for the trans-


mission system by vehicle manufacturer and ZF,
Damage or failure of the transmission and
vehicle, Documentation by ZF,

Functional limitations for the transmission Initial installation,


system,
First installation check and initial setup by ZF
Limitations in terms of operating quality, staff,

the details on the function, installation, and initial Approval on the basis of the customer specifica-
start-up of the transmission system MUST be noted. tion and parts list.

This technical manual serves as a technical guide


for the ZF-AS Tronic system for both vehicle and NOTE
vehicle body manufacturers as well as ZF staff. If the specifications noted in this technical manual
are not observed or if parts which are not approved
This manual describes the standard ZF application. by ZF or are not genuine ZF parts are used, this may
Customer-specific deviations must be agreed on in result in damage as well as functional limitations for
writing with ZF. which ZF shall assume no responsibility.

If you have any questions, suggestions or possible


improvements, please contact your Technical Sales
department contact directly.

1328 765 101 - 2007-10 3


ZF-AS Tronic List of Chapters

1 Brief Description of the ZF-AS Tronic

2 Transmission System and its Components

3 Function Description

4 Installation

5 Annex

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ZF-AS Tronic Table of Contents

Applicable Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

List of Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Overview of Amendments: 1328 765 101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

1 Brief Description of the ZF-AS Tronic

1.1 General ...................................................................... 1-3

1.2 Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

2 Transmission System and its Components

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 Product Family 3: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-12

2.2.9 Product Family 3: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

2.2.10 Product Family 3: Technical Data 16-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-14

2.2.11 Product Family 3: Technical Data 16-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

2.2.12 Product Family 4: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-16

2.2.13 Product Family 4: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-17

2.3 Transmission Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18

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

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

2.4 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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2.4.2 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

2.5 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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3.1.5 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

3.2 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

3.3 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

4.1.12 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

4.2 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

4.3 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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4.4 Electrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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

4.6.1 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

4.7 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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ZF-AS Tronic Table of Contents

4.8 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

4.8.2 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

4.9 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

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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

5.3 Attached Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

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ZF-AS Tronic List of Documents

Other Applicable Documents warranty cover granted by ZF cannot otherwise be


(Attached and/or other documents to which assured.
reference is made in the technical manual) The documents attached to the technical manual are
provided for information only. Please contact your
The specifications listed in these documents must personal contact in the Technical Sales department
be observed because fault-free operation of the if you need binding drawings for installation investi-
ZF-AS Tronic transmission systems as well as the gations etc.

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

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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 Installation drawing
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 Overview of Amendments: 1328 765 101

Index Date of issue Chapter Initiator Remark


a 1999-12 LPE2-B Complete revision
b 2000-09 2 LPE2-B 2.2.3 - 2.2.8, 2.3.2, 2.4.1, 2.4.3
4 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
5 Annex
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 1 LPE2-A Contents revised:
2 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,
3 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 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
5 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 15


ZF-AS Tronic Overview of Amendments: 1328 765 101

Index Date of issue Chapter Initiator Remark


h 2007-09 2 Contents revised:
3 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,
4 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:

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ZF-AS Tronic Table of Contents

1 Brief Description of the ZF-AS Tronic

1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1.2 Interfaces ................................................. 1-4

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1328 765 101 - 2007-10 1-2
ZF-AS Tronic Brief Description

1 Brief Description of the ZF-AS Tronic

ZF-AS Tronic
027530

ZF-AS Tronic mid


026809

1.1 General

The ZF-AS Tronic transmission system is a combina- The driver has the opportunity to drive the vehicle
tion of an electronically-pneumatically shifted in both semi-automatic mode and fully automatic
constant mesh gearbox and an automated dry clutch. mode. When in semi-automatic mode, manual shift-
An electronic engine control unit and CAN ing is simplified through the use of a range selector.
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
The automated clutch (no clutch pedal) renders unit, although the driver can intervene if so desired.
clutch operation by the driver unnecessary. All system functions needed, e.g. Neutral, gear
The actual shift process is undertaken by the change, clutch overload, and diagnosis information
electronic transmission control unit. are shown on the display.

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ZF-AS Tronic Brief Description

1.2 Interfaces

1 5 6 9 13 2 7 2 12 3

4 15 14 10 16 11 17 8

024350
For key, see page 1-5

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ZF-AS Tronic Brief Description

Key

Item Parameter Possible interface problems in the event of non-compliance Link / Resp. HB
of specified limit values
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) Chap. 4.1.8
3 Output Rotational irregularity Engaging gears / Spline / Synchronizer unit Chap. 4.1.10
Nout max Transmission damage, overspeed 2.2.3 ff.
4 Input shaft 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
5 Clutch 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 Transmission actuator Connector on vehicle See integration FMEA Chap. 4.4.2 ff.
Wiring See integration FMEA Chap. 4.1.17 / 18
Accessibility Additional costs for warranty are not reimbursed Chap. 4.1.16
6a Vehicle-CAN signal interface Engine messages See integration FMEA
ABS/EBS messages See integration FMEA
Onboard computer /
PTO messages See integration FMEA
Speedo messages See integration FMEA Chap. 4.4.8
Display messages See integration FMEA
Diagnosis messages Diagnosis capability
Speed range selector messages See integration FMEA
CAN hardware interface See integration FMEA Chap. 4.4.4
6b ZF-CAN signal interface Messages ZF selector lever, See integration FMEA Agreement
ZF range selector module / with ZF
ZF extension module
Interface / Application /
testing BUS use of capacity
6c K-LINE signal interface Diagnosis messages Diagnosis capability Chap. 3.5 ff.
7 Neutral switch Nominal voltage 24 V Starter interlock or other vehicle functions Chap. 4.4.7.1
8 Speedometer Tachograph Sensor selection Chap. 4.4.7.2
Pneumatic interface
9 Transmission actuator Pressure Air pressure too low, cable cross-section too small, pneumatic Chap. 4.5
boiler too small, no non-return valve, see integration FMEA
10 Clutch actuator Air quality Dirt results in failure
Additional interface
11 Heat exchanger optional Chap. 4.2.4
Bypass valve
12 ZF PTO (optional) ZF Power Take Off Units (PTOs) Chap. 2.5.2
Connector on vehicle Chap. 2.4.1.2 /
Chap. 2.4.2.2
Compressed air connection Chap. 4.1.17 /
Chap. 4.5
13 Transmission bleeding Oil change interval, synchronizer damage / Corrosion / Chap. 4.3.7
Water ingress (corrosion)
Ambient condition
14 Oil Approved oil grades Cooling / Water / Bearing / Spline Chap. 4.3 ff.
15 Corrosion protection Chap. 4.7.3
16 Water (not fordable) Chap. 4.1.15
17 Temperature Chap. 4.2 ff.

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ZF-AS Tronic Table of Contents

2 Transmission System and its Components

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 Product Family 3: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . 2-12
2.2.9 Product Family 3: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . 2-13
2.2.10 Product Family 3: Technical Data 16-Speed / Direct Drive . . . . . . . . . . . . . . 2-14
2.2.11 Product Family 3: Technical Data 16-Speed / Overdrive . . . . . . . . . . . . . . . 2-15
2.2.12 Product Family 4: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . 2-16
2.2.13 Product Family 4: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . 2-17

2.3 Transmission Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18


2.3.1 Transmission Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
2.3.2 Clutch Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

2.4 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
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

1328 765 101 - 2007-10 2-1


ZF-AS Tronic Table of Contents

2.5 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

1328 765 101 - 2007-10 2-2


ZF-AS Tronic Transmission System and its Components

2 Transmission System and its Components

2.1 System Design

The transmission system consists of the trans- components and instead uses the vehicles systems
mission (1) and the components needed to automate such as engine electronics with accelerator pedal (6)
the system. The transmission actuator (2) and clutch and brake pedal (7), electronic brake system with
actuator (3) components are integrated in the wheel speed sensors etc.
transmission. The peripheral components, i.e. the
range selector (4), rotary switch (9), display (5), and The ZF-AS Tronic is integrated in the overall vehicle
ZF extension module (8) should also be installed in system by networking the vehicle electronics by
the vehicle. means of a CAN bus.
The reciprocal system dependencies this produces
When integrated in the vehicle system, the must be investigated as part of a vehicle integration
ZF-AS Tronic no longer needs its own peripheral FMEA.

8
1

4 2
5

N
D R
DM RM

6
7

3
1 Transmission
2 Transmission actuator 6 Accelerator
3 Clutch actuator 7 Brake pedal
4 Range selector 8 ZF extension module
5 Display 9 Rotary switch

027513
Fig. 2.1 ZF Standard System Design

1328 765 101 - 2007-10 2-3


ZF-AS Tronic Transmission System and its Components

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 (synchroniza-
tion) 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 Transmission System and its Components

Distribution of power: In constants


K1 and/or K2 to both countershafts.
K2

K1

4 3 2 1

Transmission 4-speed Range-change


brake Splitter transmission group
group

014867
Fig. 2.2
Example: ZF-AS Tronic, 16-speed with 2 countershafts

Splitter- 3-speed Range-change


group transmission Reverse group

3 2 1

K1 K2 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 Transmission System and its Components

2.2.2 Description of Shift System

The shift cylinders are integrated in the trans-


mission actuator and are actuated pneumatically.

16-speed shift system

2 3 4 1 5

g
Gpaened
1166-s
GV 3/4
1/2
R
GP

12-speed shift system

2 3 4 1 5

ged
sGpaen 1 Transmission actuator
1212-
2 Shift cylinder for splitter group
GV 2/3
3 Shift cylinder for main transmission
1/R
4 Shift cylinder for the range change group
GP 5 Selector cylinder for main transmission

019489 / 019490
Fig. 2.4

1328 765 101 - 2007-10 2-6


2.2.3 Overview of Product Families

ZF - AS Tronic mid ZF - AS Tronic


1 countershaft
ZF - AS Tronic mid 2 countershafts

1328 765 101 - 2007-10


Product
Produktfamilie
Family 11 Product
Produktfamilie
Family 2 2 Product Family 3 Product Family 3 Product Family 4
ZF-AS Tronic

12-speed 16-speed 12-speed

840 mm 900 mm 910 mm 953 mm 953 mm


Installation length Installation length Installation length Installation Installation length
length
3200

3000
2800 Key
2600 Overdrive
2400 Directdrive
2200
* under development

2-7
2000
1800

1600

1400

1200
1000

800
600
400
200

Input torque [Nm]


0
* *
TO TD TO TD TO TD TO TD TO TD TO TD TO TD TO TD TO TD TD TO TD TO TO TO
10 0 0 0 0 0 0 0 0 0 0 0 0 O 0 0 0 40 40 40 0
01 21 22 42 42 62 30 93 93 30 13 33 30 53 23 63 14 34 54 14
10 1 1 1 1 1 1 16 1 1 21 2 2 23 2 2 2 2 2 2 25 27 29 3
AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS AS
12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 16 16 12 12 12 12 12 12 12
Transmission System and its Components

028962_en
ZF-AS Tronic Transmission System and its Components

2.2.4 Product Family 1: Max.input torque


Technical Data 12-Speed / Direct Drive (traction/coasting)*: 1 000 Nm / 700 Nm1)
Input speed: max. 2 650 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Oil volume: approx. 7.8 liters
Length: 840 mm Weight: 183 kg**
Ratio range: Forwards 12.83 - 1.0 Center of gravity: Refer to installation drawing
Reverse 13.07 - 10.56 (Section 4.1.1)

* 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

PL
R
3 2 1
KII PTO
KI
Gear Ratio Gear ratio step Inertia torque 1)
Gear
i kgm2
1. 12.834 0.062 1
1.238
2. 10.369 0.086 2
1.291
3. 8.029 0.067 3
1.238
4. 6.487 0.093 4
1.253
5. 5.176 0.078 5
1.238
6. 4.182 0.109 6
1.363
7. 3.069 0.083
7
1.238
8. 2.480 0.118
8
1.291
9
9. 1.920 0.120
1.238
10. 1.551 0.174
10
1.253
11
11. 1.238 0.205
1.238 12
12. 1.000 0.304

R1 13.072 0.062 R1
1.238
R2 10.561 0.086 R2
N K1 0.059
N K2 0.081 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

2.2.5 Product Family 1: max. input torque


Technical Data 12-Speed / Overdrive (traction/coasting)*: 1 000 - 1 200 Nm / 840 Nm1)
Input speed: max. 2 650 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Oil volume: approx. 7.8 liters
Length: 840 mm Weight: 183 kg**
Ratio range: Forwards 10.37 - 0.81
Reverse 10.56 - 8.58 Center of gravity: Refer to installation drawing
(Section 4.1.1)
* 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 / overdrive Powerflow diagram

PL
R
3 2 1
KI PTO
KII
Gear Ratio Gear ratio step Inertia torque 1) Gear
i kgm2
1. 10.369 0.084 1
1.230
2. 8.428 0.108 2
1.299
3. 6.487 0.091 3
1.230
4. 5.273 0.118 4
1.261
5. 4.182 0.107 5
1.230
6
6. 3.399 0.143
1.371
7
7. 2.480 0.116
1.230
8
8. 2.015 0.156
1.299 9
9. 1.551 0.172
1.230 10
10. 1.261 0.241
1.261 11
11. 1.000 0.302
1.230 12
12. 0.813 0.437

R1 10.561 0.084
R1
1.230
R2
R2 8.584 0.107
N K1 0.105
N K2 0.075
PTO-K1
1) Values relate to input end.
PTO-K2

019426

1328 765 101 - 2007-10 2-9


ZF-AS Tronic Transmission System and its Components

2.2.6 Product Family 2: max. input torque


Technical Data 12-Speed / Direct Drive (traction/coasting)*: 1 200 - 1 400 Nm / 980 Nm1)
Input speed: max. 2 650 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Oil volume: approx. 9.3 liters
Length: 900 (910) mm Weight: 201 kg**
Ratio range: Forwards 12.83 - 1.0 Center of gravity: Refer to installation drawing
Reverse 13.07 - 10.56 (Section 4.1.1)

* 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

PL
R
3 2 1
KII PTO
KI
Gear Ratio Gear ratio step Inertia torque 1) Gear
i kgm2
1. 12.834 0.072 1
1.238
2. 10.369 0.101 2
1.291
3. 8.029 0.077 3
1.238
4. 6.487 0.108 4
1.259
5. 5.176 0.089 5
1.238
6. 4.182 0.126 6
1.363
7. 3.069 0.094
7
1.238
8. 2.480 0.134 8
1.291
9
9. 1.920 0.132
1.238
10. 1.551 0.193 10
1.253
11. 1.238 0.221
11
1.238
12
12. 1.000 0.329

R1 13.072 0.072 R1
1.238
R2 10.561 0.100 R2
N K1 0.069
N K2 0.096 PTO-K1
1) Values relate to input end.
PTO-K2

019425

1328 765 101 - 2007-10 2-10


ZF-AS Tronic Transmission System and its Components

2.2.7 Product Family 2: max. input torque


Technical Data 12-Speed / Overdrive (traction/coasting)*: 1 400 - 1 600 Nm / 1 120 Nm1)
Input speed: max. 2 650 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Oil volume: approx. 9.3 liters
Length: 900 (910) mm Weight: 201 kg**
Ratio range: Forwards 10.37 - 0.81
Reverse 10.56 - 8.58 Center of gravity: Refer to installation drawing
(Section 4.1.1)
* 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 / overdrive Powerflow diagram

PL
R
3 2 1
KI PTO
KII
Gear Ratio Gear ratio step Inertia torque 1) Gear
i kgm2
1. 10.369 0.098 1
1.230
2. 8.428 0.127 2
1.299
3. 6.487 0.106 3
1.230
4. 5,273 0.138 4
1.261
5. 4.182 0.123 5
1.230
6. 3.399 0.165 6
1.371
7. 2.480 0.131
7
1.230
8. 2.015 0.177
8
1.299
9
9. 1.551 0.190
1.230
10. 1.261 0.266
10
1.261
11
11. 1.000 0.326
1.230 12
12. 0.813 0.473

R1 10.561 0.098 R1
1.230
R2 8.584 0.126 R2
N K1 0.124
N K2 0.087 PTO-K1
1) Values relate to input end.
PTO-K2

019426

1328 765 101 - 2007-10 2-11


ZF-AS Tronic Transmission System and its Components

2.2.8 Product Family 3: max. input torque


Technical Data 12-Speed / Direct Drive (traction/coasting)*: 1 600 - 2 300 Nm
Input speed: max. 2 500 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Oil volume: approx. 12 liters
Length: 910 mm Weight: 242 kg**
Ratio range: Forwards 15.86 - 1.0 Center of gravity: Refer to installation drawing
Reverse 14.68 - 11.41 (Section 4.1.1)

* 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.

12-speed / direct drive Powerflow diagram

KI KII
3 21
R PTO

PL

Gear Ratio Gear ratio step Inertia torque 1)


i kgm2 Gear
1. 15.858 0.092 1
1.287
2. 12.326 0.143 2
1.289
3. 9.565 0.096 3
1.287
4. 7.435 0.150 4
1.266
5. 5.873 0.106 5
1.287
6. 4.565 0.167
6
1.314
7. 3.474 0.112
7
1.287
8. 2.700 0.176
8
1.289
9. 2.095 0.151
1.287
9
10. 1.629 0.241
1.266
10
11. 1.287 0.252
1.287 11
12. 1.000 0.409
12
R1 14.683 R1
1.287
R2 11.413 R2
N K1 0.090
N K2 0.140
PTO-K1 018742
1) Values relate to input end.

1328 765 101 - 2007-10 2-12


ZF-AS Tronic Transmission System and its Components

2.2.9 Product Family 3: max. input torque


Technical Data 12-Speed / Overdrive (traction/coasting)*: 1 900 -2 500 Nm
Input speed: max. 2 500 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Output speed: max. 3 200 rpm (coasting)
Length: 910 mm Oil volume: approx. 12 liters
Ratio range: Forwards 12.33 - 0.78 Weight: 240 kg**
Reverse 11.41 - 8.88
Center of gravity: Refer to install. drawing (Sec. 4.1.1)

* 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.

12-speed / overdrive Powerflow diagram

KII
KI 3 21
R PTO
PL

Gear Ratio Gear ratio step Inertia torque 1)


i kgm2 Gear
1. 12.326 0.118 1
1.285
2. 9.590 0.186 2
1.290
3. 7.435 0.123 3
1.285
4. 5.784 0.195 4
1.267
5. 4.565 0.137 5
1.285
6. 3.552 0.218 6
1.316
7. 2.700 0.155 7
1.285
8. 2.101 0.247 8
1.290
9. 1.629 0.225 9
1.285
10. 1.267 0.362 10
1.267
11. 1.000 0.406 11
1.285
12. 0.778 0.662 12
R1 11.413 R1
1.285
R2 8.880 R2
N K1 0.181
N K2 0.115 PTO-K1 018741
1) Values relate to input end.

1328 765 101 - 2007-10 2-13


ZF-AS Tronic Transmission System and its Components

2.2.10 Product Family 3: max. input torque


Technical Data 16-Speed / Direct Drive (traction/coasting)*: 2 200 Nm
Input speed: max. 2 500 rpm (traction)
Number of forward gears: 16 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Oil volume: approx. 13 liters
Length: 953 mm Weight: 255 kg**
Ratio range: Forwards 17.03 - 1.0 Center of gravity: Refer to installation drawing
Reverse 15.77 - 13.07 (Section 4.1.1)

* 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.

16-speed / direct drive Powerflow diagram


KI KII
4 32
1R PTO

PL

Gear Ratio Gear ratio step Inertia torque 1)


i kgm2 Gear
1. 17.029 0.100 1
1.206
2. 14.120 0.139 2
1.227
3. 11.504 0.102 3
1.206
4. 9.539 0.143 4
1.213
5. 7.864 0.107 5
1.206
6. 6.521 0.149 6
1.184
7. 5.506 0.115 7
1.206
8. 4.565 0.162 8
1.224
9. 3.730 0.120 9
1.206
10. 3.093 0.169 10
1.227
11. 2.520 0.146 11
1.206
12. 2.089 0.207 12
1.213
13. 1.723 0.201 13
1.206
14. 1.428 0.287 14
1.184
15. 1.206 0.309 15
1.206
16. 1.00 0.443 16
R1 15.768 R1
1.206
R2 13.074 R2
N K1 0.098
N K2 0.137 PTO-K1 014282

1) Values relate to input end.

1328 765 101 - 2007-10 2-14


ZF-AS Tronic Transmission System and its Components

2.2.11 Product Family 3: max. input torque


Technical Data 16-Speed / Overdrive (traction/coasting)*: 2 600 Nm
Input speed: max. 2 500 rpm (traction)
Number of forward gears: 16 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Output speed: max. 3 200 rpm (coasting)
Length: 953 mm Oil volume: approx. 13 liters
Ratio range: Forwards 14.12 - 0.83 Weight: 252 kg**
Reverse 13.07 - 10.81
Center of gravity: Refer to install. drawing (Sec. 4.1.1)

* 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.

16-speed / overdrive Powerflow diagram

KII
KI 3
4 2
1R PTO
PL

Gear Ratio Gear ratio step Inertia torque 1) Gear


i kgm2
1. 14.120 0.123 1
1.209
2. 11.677 0.174 2
1.224
3. 9.539 0.126 3
1.209
4. 7.889 0.178 4
1.210
5. 6.521 0.133 5
1.209
6. 5.393 0.188 6
1.181
7. 4.565 0.145 7
1.209
8. 3.776 0.206 8
1.221
9. 3.093 0.152 9
1.209
10. 2.558 0.217 10
1.224
11. 2.089 0.191 11
1.209
12. 1.728 0.272 12
1.210
13. 1.428 0.270 13
1.209
14. 1.181 0.389 14
1.181
15. 1.000 0.427 15
1.209
16. 0.827 0.617 16

R1 13.074 R1
1.209
R2 10.812 R2
N K1 0.170
N K2 0.120 PTO-K1 014283

1) Values relate to input end.

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ZF-AS Tronic Transmission System and its Components

2.2.12 Product Family 4: max. input torque


Technical Data 12-Speed / Direct Drive (traction/coasting)*: 2 100 - 2 500 Nm
Input speed: max. 2 500 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Oil volume: approx. 13 liters
Length: 953 mm Weight: 256 kg**
Ratio range: Forwards 15.86 - 1.0 Center of gravity: Refer to installation drawing
Reverse 14.68 - 11.38 (Section 4.1.1)

* 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.

12-speed / direct drive Powerflow diagram

KI KII
3 21
R PTO
PL

Gear Ratio Gear ratio step Inertia torque 1)


i kgm2
Gear
1. 15.858 0.100 1
1.290
2. 12.292 0.158 2
1.285
3. 9.565 0.104 3
1.290
4. 7.414 0.163 4
1.259
5. 5.890 0.112 5
1.290
6. 4.565 0.177 6
1.314
7. 3.474 0.127
7
1.290
8. 2.693 0.202
8
1.285
9. 2.095 0.177
1.290
9
10. 1.624 0.286
1.259
10
11. 1.290 0.306
1.290
11
12. 1.000 0.501
12
R1 14.680 R1
1.287
R2 11.380 R2
N K1 0.099
N K2 0.155 PTO-K1 018740
1) Values relate to input end.

1328 765 101 - 2007-10 2-16


ZF-AS Tronic Transmission System and its Components

2.2.13 Product Family 4: max. input torque


Technical Data 12-Speed / Overdrive (traction/coasting)*: 2 500 - 2 700 Nm
Input speed: max. 2 500 rpm (traction)
Number of forward gears: 12 max. 2 800 rpm (coasting)
Number of reverse gears: 2 Output speed: max. 3 200 rpm (coasting)
Length: 953 mm Oil volume: approx. 13 liters
Ratio range: Forwards 12.29 - 0.78 Weight: 252 kg**
Reverse 11.38 - 8.88
Center of gravity: Refer to install. drawing (Sec. 4.1.1)

* 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.

12-speed / overdrive Powerflow diagram

KII
KI 3 21
R PTO
PL

Gear Ratio Gear ratio step Inertia torque 1)


Gear
i kgm2
1. 12.292 0.132 1
1.282
2. 9.590 0.207 2
1.293
3. 7.414 0.137 3
1.282
4. 5.784 0.216 4
1.267
5. 4.565 0.151 5
1.282
6. 3.562 0.240 6
1.323
7. 2.693 0.176 7
1.282
8. 2.101 0.281 8
1.294
9. 1.624 0.260 9
1.282
10. 1.267 0.418 10
1.267
11. 1.000 0.475 11
1.282
12. 0.780 0.771 12

R1 11.380 R1
1.285
R2 8.880 R2
N K1 0.202
N K2 0.129 PTO-K1 018743
1) Values relate to input end.

1328 765 101 - 2007-10 2-17


ZF-AS Tronic Transmission System and its Components

2.3 Transmission Components

2.3.1 Transmission Actuator The sensors record


- the current position of all shift cylinders
All functions needed for open loop/closed loop - the transmission input speed
transmission control can be found in the transmis- - the transmission temperature
sion actuator. It has a mechanical, electrical, and - the level of air pressure available.
pneumatic interface and is integrated in the trans-
The vehicle end connector is the electrical
mission housing in a space saving manner.
interface to the vehicle CAN system network,
the interface to the display, range selector,
The integrated transmission electronics
power supply, diagnosis units, etc.
contain all functions needed for open loop /
closed loop transmission and clutch control. The transmission electronics are integrated in
the housing cover. The diagram (Fig. 2.5, on
The electropneumatic valves control the shift
right) shows the transmission actuator with
cylinder and transmission brake.
open housing cover.
The pneumatic shift cylinders actuate the
Pneumatic connections are provided by the
mechanical shift elements in the
corresponding connection channels electric
transmission.
connections by short connection cables.

Valves
Compressed air Shifting
Integrated
connection and Selecting
transmission electronics
pressure relief valve Transmission
brake
Splitter group
Range-change
group
Central air

Connector on
transmission

Connector on Sensors
vehicle Travel
Temperature
Speed Shift cylinder
Pressure Splitter group
Range-change group
Main transmission
(shifting, selecting)

014869 / 010834
Fig. 2.5

1328 765 101 - 2007-10 2-18


ZF-AS Tronic Transmission System and its Components

2.3.2 Clutch Actuator

024474
Fig. 2.6

The clutch actuator is flange-mounted on the inte- The position of the pneumatic piston and therefore
grated clutch bell housing of the transmission. The the clutch is recorded by a travel sensor. An elec-
clutch is actuated by the clutch actuator, which in tronics module in the clutch actuator provides the
turn is actuated by the electronics in the transmis- sensor signal for the transmission control unit.
sion actuator.
The clutch can be engaged in a very finely metered
Clutch actuator and transmission actuator are manner for sensitive setting off and maneuvering.
connected (electrically) by the wiring harness For very quick clutch actuations, if necessary, the
integrated in the clutch actuator and the relevant opening and closing times and/or cycle frequencies
transmission actuator connector (transmission end can be varied to ensure adjustment speeds appropriate
connector). for the situation.

In addition to the pneumatic actuation piston During every starting procedure, the present clutch
responsible for the clutch release, the following initial contact point is learnt in and stored in the
components are integrated in the clutch actuator: transmission actuator for use at a later date (clutch
Two cyclic valves are used each for opening and control). This learning in procedure ensures that up
closing the clutch, whereby both valves have rear- to date information about the wear status of the
mounted orifices of different diameters. clutch lining is available to the control software at all
times.

The driver is warned in good time before the clutch


is fully worn.

1328 765 101 - 2007-10 2-19


ZF-AS Tronic Transmission System and its Components

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 A = Automatic M = Manual

+ Upshift Downshift
+ Cumulative Cumulative
Upshift Downshift

S = Search function*
DM = Maneuver forwards
D = Drive (forwards, automatic or manual)
N = Neutral
R = Reverse
RM = Maneuver in reverse

* If the S position (search function) is selected during manual operation and the engine brakes are not acti-
vated, 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

1328 765 101 - 2007-10 2-20


ZF-AS Tronic Transmission System and its Components

As a further range selector variant, the new ZF Input: low active


selector lever with integrated E-module can be used
for the ZF-AS Tronic system. This range selector Vin_low < 3,0 V, Impedance: > 1 k
contains the electronics (E-module) needed for (pull-up onVP)
recording, transfer, and activation:
Output: high active
Selector lever (cpl.)
Part number: 6006 039 005 Vin_high > 8,0 V, Impedance: > 150 k
Drawing number: 6006 639 002 (pull-down on VM)

Rotary switch (cpl.) The following limit values are to be observed for the
Part number: 6006 199 080 wiring of the digital outputs:
Drawing number: 6006 629 032
Total current (sum of all ADs): 730 mA
The range selector is the control element for: Maximum current per output (AD): 600 mA
Selecting the driving range, Maximum extinction energy: 15 mJ
Selecting the gear,
Activating / Deactivating automatic mode,
Selecting the search function. A valid inductive-load reference value may be:

The positions of the lever-type range selector are Lmanufacturer = Specified inductance value of manu-
recorded using a sensor matrix and converted into facturer or measured value [mH]
CAN signals by the electronics in the range selector. IL = Rated current [A]
In addition to recording the drivers request, an RL = Rated resistance []
input and an output signal can also be connected to
the range selector. The definition of the components The approximate inductive-load limit value referred
connected to the input or output as well as their to the maximally permitted extinction energy can be
wiring should if necessary be established in agree- determined as follows:
ment with ZF.
If the range selector output is used to activate a 15 mJ
Lmanufacturer <
component, then the ground / earth connection of I 2L
this component MUST be routed back to the range
selector. The definitions of the corresponding and
implementations must be agreed upon with ZF.
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.

1328 765 101 - 2007-10 2-21


ZF-AS Tronic Transmission System and its Components

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 inter-
face. 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 trans-
mission 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 implementa-
tions must be agreed upon with ZF.

Part number: 6041 322 047


Drawing number: 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.

1328 765 101 - 2007-10 2-22


ZF-AS Tronic Transmission System and its Components

2.4.2 ZF Range Selector Module + ZF Extension Module

Additional interfaces
for ZF-AS Tronic

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 The module is identical to the extension module
selector signals from the customers controls and/or described in Section 2.4.1.2.
to extend the I/O scope of a transmission control
unit. The module and transmission control unit com-
municate through a CAN interface.

The signals are permanently assigned to inputs and


outputs.

Item number: 6041 322 044


Drawing number: 6041 622 026

1328 765 101 - 2007-10 2-23


ZF-AS Tronic Transmission System and its Components

2.4.3 Display drawing no. 0501 211 422

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 manufacturers 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

1328 765 101 - 2007-10 2-24


ZF-AS Tronic Transmission System and its Components

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

1328 765 101 - 2007-10 2-25


ZF-AS Tronic Transmission System and its Components

SYSTEM ERROR

Display Description

System error !
Restricted further travel possible.

024387

S
System error STOP!
T
O Stop !
P
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

1328 765 101 - 2007-10 2-26


ZF-AS Tronic Transmission System and its Components

2.5 Auxiliaries More information can be found in the ZF-Intarder


technical manual order no. 6085 765 104.
2.5.1 Intarder

The Intarder is a hydrodynamic and therefore zero- 2.5.1.3 Oil Grade and Oil Fill
wear transmission brake. Transmission of product
families 3 and 4 can be supplied with a ZF-Intarder. The Intarder and ZF-AS Tronic transmission share a
The ZF-Intarder is not available for product families common oil supply. The therefore increased oil vol-
1 and 2. umes can be found in the Intarder technical manual
(order no. 6085 765 104).

2.5.1.1 General The ZF-AS Tronic with integrated Intarder may only
be filled with the oils approved in List of Lubricants
An overview of the system concept, structure, TE-ML 02.
function, operating elements, function variants,
periphery and safety functions, as well as installa- List of Lubricants TE-ML 02 (refer to Section 4.3)
tion and diagnosis information can be found in provides information about the precise oil
technical manual (order no. 6085 765 104). specification as well as the oil change intervals.

A separate technical manual is available for


the ZF-Intarder (order no. 6085 765 104 / 2.5.1.4 Coolant Connection
CD 6085 766 104).
An oil-water heat exchanger is fitted to the Intarder.
This has to be included in the engine cooling water
2.5.1.2 Mechanical Interface circuit.

The Intarder is integrated in the ZF-AS Tronic More information can be found in the ZF-Intarder
transmission. The Intarder can only be retrofitted by technical manual order no. 6085 765 104.
converting the transmission. At the point of ordering
the ZF-AS Tronic transmission, a decision must
therefore be made regarding the additional delivery 2.5.1.5 Pneumatic Interface
of an Intarder.
The air connection for the ZF-Intarder may either be
The installation of the SAE 1 flange in relation to the provided via the air reservoir of the ZF-AS Tronic
output flange is the same as with the ZF-AS Tronic transmission (refer to Section 4.5) or via a separate
without Intarder attachment. connection on the air reservoir for auxiliary
consumers.
The installation position of the transmission can
be found in the standard installation drawings Refer to information provided in the ZF-Intarder
(refer to Section 4.1.1). technical manual order no. 6085 765 104.

Electronics supplied with the Intarder are housed in


the dry area of the vehicle (e.g. drivers cab).

1328 765 101 - 2007-10 2-27


ZF-AS Tronic Transmission System and its Components

2.5.1.6 Electrical Interface 2.5.2 PTOs

The Intarder has an electrical interface to the 2.5.2.1 Clutch-Dependent PTOs


vehicle wiring. There is no direct electrical connec-
tion to the ZF-AS Tronic. Clutch-dependent ZF-PTOs can be used for many
different operations. The PTOs can either be fitted
The circuit diagrams and wiring diagrams for the in the factory and supplied with the ZF-AS Tronic
various Intarder systems can be found in the or retrofitted onto the ZF-AS Tronic. The PTOs are
ZF-Intarder technical manual no. 6085 765 104. either available with output flange or for pump
attachment.
It should be noted that the control unit for
2.5.1.7 Communication Interface engageable PTOs is integrated in the ZF-AS Tronic
electrical system and has to be released via software
The Intarder electronics contain a CAN-interface in configuration (ZF-AS Tronic and if necessary,
accordance with SAE J 1939. This interface is used vehicle computer).
for the exchange of signals with other system-
compatible vehicle electronics. The PTO ratio should be selected so that the engine
speed during PTO operations under load is at least
The signal contents and signal specification should 800 rpm. Engine vibrations or resonances during
be agreed with ZF Friedrichshafen AG. PTO operations should be observed in accordance
with Section 4.1.

2.5.1.8 Speedo Signal ZF-AS Tronic has two software configurations for
different application scenarios:
When using the Intarder, ensure the use of speedo
signals corresponding to the instructions provided Stationary mode.
in the ZF-Intarder technical manual order no. Gears cannot be selected.
6085 765 104. 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).

1328 765 101 - 2007-10 2-28


ZF-AS Tronic Transmission System and its Components

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 ZF-AS Tronic with ZF-Intarder
(product families 1 - 4) (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 OEM-
specific connection and programming instructions
6090 754 ...

1328 765 101 - 2007-10 2-29


1328 765 101 - 2007-10 2-30
ZF-AS Tronic Table of Contents

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
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 (also refer to Section 4.8.1.3) . . . . . . . . . . . . . . 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

3.2 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

3.3 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

1328 765 101 - 2007-10 3-1


ZF-AS Tronic Table of Contents

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

1328 765 101 - 2007-10 3-2


ZF-AS Tronic Function Description

3 Function Description

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 Automatic drive program

CAN- Function Signal Activating


interface software processing operating
receiving shift process mode
converting clutch
sending diagnosis
actuator
activation Operating modes
boot software
operating system

Help functions

Velicle CAN

028963_en
Fig. 3.1 Function structure

3.1 Basic Function

The basic function ensures that the ZF-AS Tronic Detailed descriptions of the signals can if
and the pneumatically activated clutch are operated necessary be found in signal specification ZF
in the relevant operating / drive situations. Amongst no. 1328 761 005.
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
The basic function includes the recording of all CAN interface to ZF components (such as e.g. ZF
signals needed for the function. These are signals selector lever, extension module, range selector
from sensors, such as travel, speed as well as module) for recording range selector information
pressure and temperature sensors, which are fitted and also for activating PTOs. This CAN bus connec-
on and in the transmission. Further function-rele- tion is operated separately from the vehicle CAN.
vant information is exchanged between the vehicle's
electronic systems and the transmission control unit A good diagnosis concept is needed to handle the
(TCU) via the vehicle CAN (Control Area Network). large number of signals makes. Sections 3.4 and 3.5.
contain descriptions of this.

1328 765 101 - 2007-10 3-3


ZF-AS Tronic Function Description

3.1.1 Shift Engagement Characteristics / 3.1.2 Gear Selection With Vehicle Stationary
Ignition On
In general during standstill shifts, the transmission
When the ignition is switched on, the sensor and control unit specifies zero filling, i.e. load reduction
control elements, valves, actuator cylinders etc. are to the engine control unit.
checked for errors (e.g. short circuit, interrupt, main A distinction is made between three different shifts.
transmission in Neutral, plausibility in accordance
with specification). During this ignition on and/or
check phase, the transmission and clutch-related 3.1.2.1 Shifting from Neutral
sensor values are acquired by the system.
When shifting from Neutral, the clutch is opened
This learn-in procedure can only start if there and the splitter group, range change group, and gate
are no errors on the clutch actuator and Neutral is are shifted in parallel into their nominal positions.
successfully learnt in via the transmission sensors. The transmission brake is used to reduce the
During the learning in procedure, the main points transmission input speed and then the main
of the clutch actuators adjustment range must be transmission activated.
determined and saved. The clutch actuator needs
these points (once determined) during travel,
depending on the relevant drive situation. The 3.1.2.2 Shifting From One Gear to Another
absolute position of these points depends on the
stretch and tolerances of the mechanics of the entire If the setting off gear is manually corrected (to select
clutch activation path as well as depending on the a higher or lower gear) when the vehicle is at a
present degree of clutch wear. standstill, this is a shift from one gear to another. In
The clutch learn in procedure can be used to this instance, if the clutch is already open, the trans-
compensate for any possible clutch wear. mission 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.

1328 765 101 - 2007-10 3-4


ZF-AS Tronic Function Description

3.1.3 Setting Off

Phase 1 Phase 2 Phase 3 Phase 4

Accelerator (alphaFP) Present engine torque (mMot akt)


Engine speed (nMot ) Clutch travel (sKup)
Transmission input speed (nGe) Speed (vFzg)

018991_en
Fig. 3.2 Setting off under full load

The starting gear for forward driving can be correct- transmission may include the 5th gear while it may
ed by the driver. On the basis of the starting gear include the 7th gear for the 16-speed transmission.
selected by the (automatic) shifting strategy, and As regards the 16- and 12-speed transmissions,
depending on the application, free gear selection is always engage the slower R gear for rearward driving.
possible either upwards or downwards, including No automatic gearchange takes place. The fast R
the maximum starting gear. Depending on the appli- gear must be manually selected on the range selector.
cation, the maximum starting gear for the 12-speed

1328 765 101 - 2007-10 3-5


ZF-AS Tronic Function Description

Through actuation of the accelerator pedal in various If thermal overloading arises during the second
situations (loaded/empty, level road/uphill/downhill), phase, the driver is informed of this via the display.
comfortable starting without clutch damage is The nominal engine speed is continuously reduced
possible. If the vehicle rolls in the opposite direction at the same time. This is achieved by successively
of travel, the engine does not stall when setting off. closing the clutch. The nominal engine speed can be
The setting off procedure is aborted if the load is reduced until the engine stalls.
reduced or the brake pedal is actuated.
If the clutch travel sensor fails, a changeover is made
The setting off procedure basically consists of four to time-controlled closing / opening of the clutch.
phases: In the first phase, the clutchs 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.

1328 765 101 - 2007-10 3-6


ZF-AS Tronic Function Description

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
Speed adjustment Transmission brake On

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 Sensors report transmission in Neutral.

C D Activation of transmission brake to adapt speed between transmission shift elements.

D 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.

1328 765 101 - 2007-10 3-7


ZF-AS Tronic Function Description

3.1.4.2 Downshifts

Engine speed

Transmission input speed

Synchronize Clutch closed

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

If the driver actuates the accelerator within a closed position and the target engine speed increases.
defined range, appropriate clutch travel is also set Sliding friction is produced on the friction interfaces
via the clutch actuator. Here, the electronic trans- as a result of the partially closed clutch. The transfer
mission control unit (TCU) governs the engine speed torque on the clutch is set by the control unit so that
bringing it to the level required for maneuvering drive resistance is surmounted. The vehicle can
operations. As the accelerator is increasingly thereby be moved slowly and sensitively forwards or
actuated, the clutch is moved further towards the backwards using the accelerator.

1328 765 101 - 2007-10 3-8


ZF-AS Tronic Function Description

The clutch travel depends not only on the accelerator There is no automatic gear change during
position but also on the maneuvering gear selected maneuvering. A gear change must be requested
and shifted using the range selector. If the auto- manually by the driver using the range selector.
matically selected starting gear for maneuvering
via accelerator pedal position is not a practicable Depending on vehicle features (maneuvering via
maneuvering gear, the maneuvering gear will have accelerator pedal position or maneuvering via
to be selected manually on the range selector. 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.

Accelerator pedal (alphaFP) Current engine torque (mMot akt)


Engine speed (nMot ) Clutch travel (sKup)
Transmission input speed (nGe) Speed (vFzg)

018988_en
Fig. 3.5 Maneuvering (via maneuvering switch)

1328 765 101 - 2007-10 3-9


ZF-AS Tronic Function Description

3.1.6 Protective Functions In this instance, the driver receives both visual and
acoustic warnings (passive protective measure).
3.1.6.1 Engine Protection Function The warning is reset once a defined lower load limit
value is reached.
In the automatic drive program, an automatic
upshift may occur to protect the engine from over- If the warnings are not observed, active protective
speed when engine speeds exceed a defined speed measures are automatically initiated.
threshold (x% above nominal engine speed). If the setting off gear selected is greater than 1st
Automatic upshifts do not occur in manual mode. gear, then the clutch engagement speed increases
as the friction energy increases so that as clutch
NOTE loading increases, the period of loading (slip time)
This function must be discussed by the customer is reduced sufficiently.
and ZF. Depending on the clutch load calculated, a shift is
also automatically made back into a lower setting off
gear.
3.1.6.2 Clutch Overload Protection
(also refer to Section 4.8.1.3) When in maneuvering mode and when a defined
threshold value is reached, a shift is made from
In order to prevent the clutch from being damaged maneuvering mode into setting off mode. In other
as a result of excessively long friction processes, the words, the clutch automatically begins to close to
present clutch load is continuously calculated from encourage the driver to set off. Once cooled down to
the clutch torque, differential speed on clutch and below the threshold valve, maneuvering mode is
the slip time. Taking the previous friction processes again permitted.
into consideration, checks are undertaken to deter-
mine whether the load limit value has been exceeded.

Slip time

Clutch:
Difference Driver
in speed information

Algorithm
n for protecting
n against
t
clutch Clutch
overload activation

Driver Engine P
influence torque
T

018964
Fig. 3.6

1328 765 101 - 2007-10 3-10


ZF-AS Tronic Function Description

3.1.7 Control of PTOs NOTE


The transmission control unit (TCU) only checks
With the transmissions AS Tronic and AS Tronic transmission-internal conditions for the acceptance
mid, independent software configuration (stationary of PTO operation.
or stationary/mobile) and control of 2 clutch-depen- The vehicle manufacturer is responsible for the
dent PTOs is possible. safety-related requirements of PTO operation.

PTO engagement is only possible during vehicle


standstill and if the main transmission is engaged
in neutral position and the accelerator pedal is not 3.1.7.1 PTO Activation
actuated. Depending on the individual configura-
tion, it may or may not be possible to engage a PTO requests will only be accepted as long as no
starting gear accepted for PTO operation once error on the transmission end is active which pre-
power transmission to the PTO is established. vents PTO operation.

If a stationary PTO operates it will not be possible PTO requests are activated through actuation of the
to engage a gear, no matter whether another PTO switch. The PTO selected must be off at that
stationary/mobile PTO is installed or operating. point in time.

If only stationary/mobile PTOs are operating, a Only the conditions ON or OFF may be present
starting gear accepted for PTO operation can be on any other PTO. If these conditions are fulfilled,
engaged and the vehicle can be moved. Gear engage- the engagement process will be initiated. While the
ment and gearchanges will only be possible during PTO is being engaged, the EDC will receive the
vehicle standstill. injection rate specification % (= load reduction) from
the TCU.
Product families 1 + 2:
PTOs can be operated via both constants of the The engagement process is as follows:
splitter unit (see power-flow diagram, Section 2.2).
Which of the two constants is active in neutral posi- 1. Vehicle standstill, main transmission in
tion of the transmission depends on the software. neutral, and accelerator pedal not actuated
As regards mobile PTOs, all starting gears and all are the conditions checked.
rear gears are possible.
2. If the ratio on the splitter unit is not as specified
Product families 3 + 4: for stationary PTO operation (K1 or KII), this will
PTOs may only be operated via the constant K1 (see now be set.
power-flow diagram / Section 2.2). The slow splitter
ratio is thus always engaged on direct-drive trans- 3. The clutch is opened and the transmission brake
missions while the fast splitter ratio is always will bring the countershaft(s) to a standstill.
engaged on overdrive transmissions.
4. When the countershaft(s) is/are at a standstill,
As regards stationary/mobile PTOs, the gears R1, 1, the output of the TCU will be activated for
3, 5 and 7 are possible (gear 7 only in the 16-speed mechanical engagement of the PTO.
version) in the direct-drive version while the gears
R2, 2, 4 and 6 are possible in the overdrive version 5. At the same time, the clutch starts to close
(gear 6 only in the 16-speed version). according to a process particularly specified for
PTO operation.

1328 765 101 - 2007-10 3-11


ZF-AS Tronic Function Description

6. Once the clutch is closed, the EDC injection rate 3.1.8 Ignition Off
will be released again by the TCU.
If the ignition is switched off, or the voltage
7. As soon as the PTO is engaged, a PTO indication switched via the ignition key falls (terminal 15)
will appear on the display. below a defined threshold value, a check is under-
taken to determine whether the transmission is in
Neutral and whether the clutch is closed. If this is
3.1.7.2 PTO Deactivation not the case, the transmission undertakes an
enforced shift to Neutral and the clutch is closed.
PTO deactivation is possible in all operating
conditions (driving/standstill; neutral/gear engaged). The clutch is opened for the shift to Neutral. The
clutch then closes at a defined speed. If while at a
The deactivation process is as follows: standstill the transmission cannot be shifted to
Neutral, the clutch remains open. The driver is
1. The deactivation command causes the output of informed acoustically of this malfunction. Once a
the TCU to the PTO to be switched off. defined delay period has passed, the battery voltage
2. At the same time, load reduction in the EDC takes (terminal 30) of the electronic control unit (TCU) is
place and the clutch is opened. disconnected via the disengagement relay. The TCU
3. As soon as the PTO feedback signal is reset, the is only switched off when the vehicle is at a stand-
clutch will be closed again and load reduction in still.
the EDC will be stopped.
Special scenario: If the ignition is switched off
CAUTION during travel, a shift to Neutral is not undertaken.
Deactivation of a stationary/mobile PTO during The gear selected remains selected, the clutch
driving operation and with a gear engaged is not remains closed. Only once the speed falls below a
permitted as in such a case the connection to the defined threshold speed value does the clutch open
PTO is not load-free. and the transmission shift to Neutral (enforced
If the PTO is nevertheless deactivated, this may neutral switch).
result in deactivation malfunctions and the PTO
may be damaged. During the ignition off phase, error memory data
and driving mode information is saved from the
Ignition OFF (terminal 15) during PTO operation volatile memory area (RAM) into the non-volatile
will result in automatic deactivation of the PTO. memory area (EEPROM).
It is therefore important to ensure that the perma-
nent 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.).

1328 765 101 - 2007-10 3-12


ZF-AS Tronic Function Description

3.2 Automatic Drive Program

When the ZF-AS Tronic automatic drive program is Subsequent changes to the driveline ratio, not
installed, only accelerator and brake (service brake approved by ZF, may impact negatively on driving
and 3rd brake) actuation is needed to move the vehi- characteristics, especially on the vehicles automatic
cle. The transmission is fully automatically shifted drive program.
by the transmission control unit (TCU).
The existing vehicle CAN signals are used to net-
With the automatic drive program, customer work EDC (Electronic Diesel Control), ABS (Anti-
benefits come to the fore. A reduction in fuel con- lock Braking System), ASC (Anti-Slip Control),
sumption when compared with the average driver Intarder, and transmission. It is therefore very easy
in long haulage transport and frequency of shifting to determine the necessary driving modes.
together with optimum gear selection are some of
the key features of this function. The program can Detailed descriptions of the signals can if
also be adapted to different vehicles and engines. necessary be found in signal specification ZF
no. 1328 761 005.

Trans-
Other ABS/DTC Intarder Driver Engine
mission

Engine power in target gear Present fuel injection volume


Drive resistance with corner recognition Present braking torque of engine brake
(topography) and Intarder
Vehicle mass Accelerator position
Kick-down
Cruise control mode

ISMA Optimum setting


nominal gear off gear

028666_en
Fig. 3.7 Exchange of signals

1328 765 101 - 2007-10 3-13


ZF-AS Tronic Function Description

3.2.1 Activating Automatic Drive Program 3.2.3 Automatic Gear Change

The automatic drive program is activated by An operating mode control unit controls (closed
switching on the electrical system (ignition on), loop) the transitions between various operating
starting the engine and selecting the forwards modes. This control unit detects driveline traction
driving range. Once the parking brake has been mode or coasting mode from a large number of
released and the accelerator depressed, the vehicle external and internal signals. Different processes are
moves, gear shifts are undertaken fully automati- selected within traction and coasting mode depend-
cally. ing on kick-down, with or without engine braking
Intarder operations or cruise control operations.
During travel, the range selector can be used to Furthermore, the operating mode control unit
switch between the manual and automatic drive decides whether manual intervention is influencing
programs at any time. the automatic drive strategy or whether a standstill
shift is present with the vehicle virtually at a stand-
For more information, refer to Section 2.4 still.
(peripheral components/range selector).
Numerous calculations, parameters and characteris-
tics curve evaluations, and interpolations are needed
for the different operating modes. Vehicle status
3.2.2 Automatic Selection of Setting Off Gear parameters, such as present vehicle acceleration and
the present traction or coasting torque are calculated
When the automatic drive program is activated, the in these help functions. The drive resistance and the
setting off gear is calculated (fully automatically) in mass calculation are key influencing parameters for
accordance with the setting off conditions (incline, determining the shift point. Other status parameters,
loading, etc.) and can if necessary be corrected by such as speed and the acceleration of the trans-
the driver. mission shafts and an estimate of the vehicle mass
when setting off, are used for a harmonic drive
If the driver believes that the setting off gear, as strategy.
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 auto-
matically selected.

1328 765 101 - 2007-10 3-14


ZF-AS Tronic Function Description

The figure (below) shows a simple upshift under If this shift speed is above the maximum shift speed
traction in engine performance characteristics by area, the change in ratio and/or speed must be
way of example. A target speed range in which the recalculated. The limit points in the upper speed
engine speed is to fall after the shift process is range result from the accelerator position and
defined in these characteristics. The target speed is acceleration of the transmission input speed. The
determined on the basis of the current accelerator ratio step is therefore determined via the shift speed
pedal position and a road-resistance-dependent calculation.
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.

Speed loss Valid Upper shift


through drive shift speed limit
Supplementary resistance of shift speed range
350 value for increased
drive resistance Change in speed
brought about by
300 ratio change
kW

Target speed range for


P_mot

250 upshifts under traction

200

150

100
Accelerator-
50 dependent

0
Shift speed
calculated from
-50
target speed
Target speed

-100
600 800 1000 1200 1400 1600 1800 2000 2200

N_mot U/min

018978_en
Fig. 3.8 Principle of upshift under traction

1328 765 101 - 2007-10 3-15


ZF-AS Tronic Function Description

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 auto-
matic 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 depend-
ing on drivers manual gear selection.

The automatic setting off gear selection even also


retained in manual operations.

1328 765 101 - 2007-10 3-16


ZF-AS Tronic Function Description

3.3 ZF-AS Tronic Malfunction Concept The following were identified as safety-related
malfunctions as defined in VDI/ VDE 3542 Page 1 in
3.3.1 Principles the risk analysis:

The ZF-AS Tronic is an automatic system, which Automatic setting off


unlike conventional driveline components, takes on Setting off in opposite direction of travel
all or some of the processes controlled by the driver. Blocked driveline during travel
In some instances, responsibility for these processes
passes from the driver to the system. In order to fully Errors which does not result in the aforementioned
satisfy this level of responsibility, the ZF-AS Tronic vehicle characteristics, affect the correct function of
transmission system has been subjected to a state-of- the ZF-AS Tronic and therefore vehicle reliability
the-art technical system error analysis. and availability.

The system responses to simple errors are described


in a malfunction specification written specifically
3.3.2 System Analyses Undertaken for the relevant application. Since the vehicle manu-
facturer is responsible for the interaction of all
Risk analysis as defined in DIN V 19250 systems integrated in the vehicle (also in the event
Error tree analysis of error), the error responses of the ZF-AS Tronic are
System FMEA discussed and agreed upon with the manufacturer as
Design FMEA part of a vehicle integrations FMEA. During this
Integration FMEA (part of the application) process, vehicle-related errors which can act on the
ZF-AS Tronic are included in the analysis.
Previously defined vehicle responses (commonly
referred to as TOP EVENTS) which take various During development of the system, up-to-date quality
driving modes into consideration formed the start- assurance methods and tools have been and are
ing point for analyzing conceivable malfunctions being applied in accordance with state-of-the art
resulting from faults or errors occurring during technology. The function and service life of the
correct system usage. The risk analysis as defined mechanical and pneumatic components are
in DIN V 19250 resulted in requirement class 4 designed accordingly and investigated through the
for the ZF-AS Tronic transmission system under use of tests.
unfavorable circumstances.
System checks are carried out before and during
The following were defined as safe nominal statuses operations so that redundancies and error protection
to be aimed for in the event of an error, depending systems are available if required. The avoidance of
on the driving mode: safety-related malfunction is reliably reached in
individual instances. Attempts are made to achieve
driveline closed during travel maximum possible vehicle availability for these
driveline open with vehicle at a standstill individual instances when defining failure responses.
Vehicle availability is not usually provided in
The electronic system must have at least partial instances of accidental multiple failure which
function for these nominal statuses to be set. If this cannot be systematically covered by the system.
is no longer the case, the system stabilizes in the In such instances, the system is switched into the
present operating mode (failsafe mode). aforementioned nominal status. If it is no longer
technically possible for the nominal status to be set,
the last system status is retained.

1328 765 101 - 2007-10 3-17


ZF-AS Tronic Function Description

electric Range
Clutch actuator Control and selector
pneumatic Non- display elements
return MV4
valve
Rotary
MV3 switch

Sensor

Vehicle circuit
interfaces for
ZF-AS Tronic
MV2
Display ZF extension
module
MV1

Transmission actuator
Sensor

Pressure
Range-change group relief Pressure ZF-CAN
Sensor
valve sensor

Splitter ZF-AS Tronic


Sensor
transmission ABS Engine
Intarder
electronics ASR electronics
Select
Sensor
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 The transmission control unit is designed so that at
functions are designed so that individual errors do least two valves always have to be switched to trigger
not result in undesirable responses. The redundant a shift (central air and shift valve). The position of
valve system, travel measurement and pressure the shift cylinder in the transmission actuator is per-
relief valve enable a defined nominal status to be manently monitored by a travel measuring system.
retained or set. The design of the transmission control unit puts this
in a position where it is able to prevent undesirable
One conceivable exceptional situation: the clutch is shift processes in the event of individual errors.
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.

1328 765 101 - 2007-10 3-18


ZF-AS Tronic Function Description

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


drivers request for Neutral.

Vehicle becoming stranded.

1328 765 101 - 2007-10 3-19


ZF-AS Tronic Function Description

3.4 Error Responses Error class 1

If the ZF-AS Tronic detects system faults or errors, Unrestricted operation available
the system responds by providing substitute func-
No error display.
tions. These are described in what are commonly
referred to as malfunction specifications. The errors Entry in error memory.
themselves are sub-divided into error classes 1 to 3
Possibly reduced driving comfort.
and entered into the ZF-AS Tronic error memory
once the ignition is switched off. The errors are Error can be rectified during next visit to work-
shown on the display as agreed with the OEM. shop.

The error presently in place is usually deleted and


the resultant error response cancelled once the error Error class 2
is no longer in place or after vehicle stop and
ignition off (reset, transmission electronic Restricted operation available
deenergized). The error numbers can be called up
Error display (Screwdriver symbol).
via the range selector, refer to Section 3. 5 Diagnosis.
Entry in error memory.

Reduced driving comfort.


Error class Displays Possible deterioration in manoeuvring and setting
off quality.
1 None
Possibly increased shift times.

Take vehicle to specialist workshop.


2

Error class 3
S
T
3 O
P 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.

1328 765 101 - 2007-10 3-20


ZF-AS Tronic Function Description

3.5 Diagnosis 3.5.3 Off-Board Diagnosis

3.5.1 Error Memory ZF can provide the OEM with the following diagno-
sis tools for troubleshooting on the ZF-AS Tronic in
If the ZF-AS Tronic system has detected an error, an the workshop:
error response and/or substitute function is activat-
ed and the error saved in the error memory (RAM). Testman pro, ZF diagnosis system for PC applica-
During the TCU run-down (after ignition off ), the tions incl. ZF diagnosis adapter DPA 05 and connec-
error memory contents are copied into the non- tion cable with ISO and/or SAE connection;
volatile memory (EEPROM). 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 All the necessary, transmission-specific data for a
speeds, present function status, gear, operating rapid and comprehensive diagnosis can be called up
hours, etc. can also be saved. After this, only the using the ZF Testman pro diagnosis system.
frequency at which the error arises is counted.
The diagnosis function includes:
Up to 10 different errors can be saved in the error
Reading present error;
memory. If the error memory is full, non-active
errors are overwritten. If an error no longer occurs Reading error memory;
after a defined number of ignition ON/OFF opera-
Deleting error memory;
tions(TCU resets), the error will be erased.
Reading identification block.

The Test inputs and outputs function includes:


3.5.2 On-Board Diagnosis
System test when at standstill;
(When Using the ZF Selector Lever)
System test during travel;
If an error occurs, the error number can be called up
Test device
on the display in the vehicle. Further vehicle opera-
(displays all digital inputs and outputs);
tions are not permitted in the instance of serious
system errors (STOP and wrench symbol). Displaying digital and analog parameters e.g.
speeds, current strengths, and voltage levels.
In order to show the number of the active errors on
the display, the rotary switch must be turned to the When undertaking specific troubleshooting, this
N position and the control lever must be pressed in device allows staff trained by ZF to rapidly find
+ direction. the error in the transmission system. Once the error
By simultaneously actuating the service brake, the has been detected, the diagnosis system proposes
existing errors which are not active are shown on remedial measures.
the display.
Communication occurs in the form of a serial inter-
face. Each screen page can be printed out or saved
for error documentation. The diagnosis software is
available in all major languages.

1328 765 101 - 2007-10 3-21


ZF-AS Tronic Function Description

Terminal tester
A terminal tester, complete with adapter for 20 and/
or 18-pin plug connections is available for the elec-
trical 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 communica-
tion 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 avail-
able in the CAN variants:

ISO 9141
Key Word Protocol (KWP) 2000

1328 765 101 - 2007-10 3-22


ZF-AS Tronic Table of Contents

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
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
4.1.12 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

4.2 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

4.3 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

1328 765 101 - 2007-10 4-1


ZF-AS Tronic Table of Contents

4.4 Electrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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


4.6.1 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

4.7 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

4.8 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

1328 765 101 - 2007-10 4-2


ZF-AS Tronic Table of Contents

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
4.8.2 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

4.9 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 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 B C


F
12-speed product family 3
without Intarder 1327 600 015

16-speed product family 3


without Intarder and
12-speed product family 4 D E
without Intarder 1328 600 015

Product families 3 and 4 without


Intarder with heat exchanger 1328 600 044 019424

12-speed product family 3 with


Intarder (rear left heat exchanger) 1327 600 016
Measurements of standard shaft:
16-speed product family 3 with Intarder
12-speed product family 4 with Intarder Dimen- Engine connection Engine connec-
sion SAE 1 tion SAE 2
(rear left heat exchanger) 1328 600 016
[PF 1+2] [PF 3+4] [PF 1+2]
A 109 mm 107 mm
B 32 mm 31.75 mm 27 mm
C 75 mm 102.3 mm 75 mm
4.1.2 PTO + Emergency Steering Pump
D 25 f7 mm 25 f7 mm
Installation Drawings*
E 50.3 mm 44 mm
F SAE 10 C 2 SAE 10 C 13/4
Product families 1+2
with NM AS/10 6091 611 001
Other input shafts can be supplied at additional cost.
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

* part list-related installation drawing is produced if required

1328 765 101 - 2007-10 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 The clutch, as a link between the engine and
housing. ZF-AS Tronic transmission system has to satisfy the
Transmissions of product families 1+2 can be following functions:
supplied with SAE1 or SAE2 engine connections,
To ensure gear shifts and setting off processes in
transmissions of product families 3+4 can only be
conjunction with the ZF-AS Tronic transmission
supplied with a SAE 1 engine connection (for con-
control unit in all driving situations.
nection dimensions, refer to installation drawing).
To reduce vibrations in the driveline.
Fastening to flywheel housing
To ensure a high number of shifts with a long
Use screws of a high strength class (8.8). service life.
Calculation in accordance with VDI 2230.
Only torsion-dampened clutches and pulled
Use shims as defined in ISO 7089/7090. clutches approved by ZF for the relevant engine-
Observe specified tightening torque. transmission combination may be used for this
M10 46 5 Nm purpose.
M12 79 8 Nm The clutch is subject to stringent requirements
relating to clutch torque transfer characteristics and
Note additional thermal load (e.g. using 10.9 bolt
detection of release force to ensure that its interac-
with tightening torque for a 8.8 bolt).
tion with the ZF-AS Tronic transmission control unit
functions correctly. In order to ensure optimum shift
CAUTION
processes, the inertia torque of the clutch disc must
Do not use toothed locking screws!
furthermore not exceed a maximum value (refer to
table).
Secure with stud bolts
If the ZF-AS Tronic and/or ZF-AS Tronic mid is
The clutch requirements are described in
fastened to the flywheel housing via threaded pins
specification no. 1328 761 053.
attached at the engine end, the stud bolts must not
Installation drawing 1328 600 019/043 illustrates
protrude by more than 62 mm.
the clutch installation space. The installation
dimensions apply to the AS Tronic and the
Reasoning: If they protrude any more, it is very
AS Tronic mid.
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 Product family


SAE1 SAE 2 3+4 SAE 1
Clutch type 430 pulled 395 pulled 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

4.1.6 Clutch Release Unit To design the push rod, ZF needs the dimensions
(A, X, Y, and Z) and tolerances shown in Fig. 4.1.
ZF-AS Tronic and ZF-AS Tronic mid are supplied These are acquired in the customer specification.
with release bearings as standard. The OEM there-
fore no longer needs the clutch actuator on the CAUTION
assembly line. The snap ring on the release bearing If the ZF-AS Tronic or ZF-AS Tronic mid is used for
is the transmission's interface to the clutch. the transport of dangerous goods, additional
measures will be required on the clutch actuator.
The process for installing the clutch is described in Contact your ZF partner for more details.
Section 4.7.5.

A Y
X

approx. 34 mm max. travel of release bearing

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

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 warn-
ing 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 Crank-
shaft
and

the connection area on the engine

may only deviate from the geometrically ideal


Dial gage A
position within certain limits.

The following tolerances relating to the crankshaft 016855


axes are permitted:

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 transmis-
sions) in the flywheel housing.

0.1 mm run-out tolerance C for transmission Flywheel


connection face on flywheel housing. Crank-
shaft
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 tempera- Dial gage C
tures of between 40 and +150 C. The antifriction Engine housing
bearing grease must also be resistant to tempera-
tures of between 40 and +150 C. It is assumed
that the sealing material is resistant to corrosion.

Responsibility for design and assembly of the pilot Flywheel


Crank-
bearing rests with the vehicle manufacturer.
shaft
Transmission-related tolerances required for
determining overlap will be provided by ZF.
Magnetic stand
Complete pilot bearing/output shaft overlap is to
be aimed at.

016857

1328 765 101 - 2007-10 4-9


ZF-AS Tronic Installation

4.1.8 Suspension ZF proposal for suspension

Only the screw surfaces on the transmission housing


D
and/or on the attachment unit intended for the pur-
pose may be used for the transmission suspension.
Housing material GD-AlSi9Cu3 is defined as the key A B
strength values for the screw configuration, material
F270 and surface treatment Fe/Zn6B DIN 50961 are
defined for versions with threaded bushes.

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 trans-
C D
mission housing by vehicle frame distortions.

Connection dimensions for the transmission A


suspension, transmission weight and the position
of the center of gravity are specified in the relevant
installation drawing.
Suspension at A + C (on both sides), approval required.
The screws used for the transmission suspension Additional suspension point D possible, but not necessary
must correspond to quality 8.8. The specified tight- even for ZF auxiliary power units.
ening torque must be calculated in accordance with
027475
VDI 2230 for suspension points C and D. Fig. 4.2 Transmission flange-mounted
The additional use of screw locking devices is not on engine
permitted.

The additional suspension D is only needed if the ZF recommendation for suspension on point D
corresponding measurements, calculations or tests (shown PF 3+4, PF 1+2 only 2 attachment points).
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. Continuous
If suspension point D is needed, all 3 threads should carrier
be used (for screw-in depth, refer to installation
drawing).

Fig. 4.3 018902

1328 765 101 - 2007-10 4-10


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 pres-


sure die casting housings of product families 1+2.
If suspension is required at point C, a sandcast hous-
ing 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 Fc
I I
2 2
016999
Fig. 4.4

Clutch housing SAE 2


(only AS Tronic mid)

4020

Fc Fc
l l
Fc 2 2
2

017000 016998 / 019462


Fig. 4.5 Fig. 4.6

l (mM a + mG c) g
The central position of the screw connection on the MC =
frame and the screw connection on the transmission b2
may have a max. offset of 20 mm (Fig. 4.5). 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

1328 765 101 - 2007-10 4-12


ZF-AS Tronic Installation

4.1.9 Transmission Installation Angle Greater gradients may only be travelled briefly.
Written approval from ZF is required if the vehicle
The longitudinal transmission inclination must not application is associated with frequently occurring,
exceed 5. The ZF-AS Tronic can endure a total greater gradients and with other transmission
inclination (vehicle inclination incl. transmission combinations.
inclination) of 17 without any damage. This The transmission installation angle (transverse)
corresponds to a gradient of: may be up to 3. Written approval from ZF is also
21% at 5 transmission inclination. required.
30% at 0 transmission inclination.

Installation angle Camber of road (longitudinal) Camber of road


(longitudinal) Uphill gradient Downhill gradient Time (transverse)

30 % 30 % Continuous 10 %
0
Front 50 % 50 % 1 min (20 % with
installation longitudinal
21 % 40 % Period
at 5 camber of road
40 % 60 % 1 min of 0 %)

1328 765 101 - 2007-10 4-13


ZF-AS Tronic Installation

4.1.10 Propshaft Connection


1.8

Rotary angle
A propshaft may be the cause of torsional and bend-
1.6
ing vibrations in the driveline.
1.4
The following values should therefore be observed. 1 rev.
1.2
The vehicle manufacturer is responsible for doing
this. 1.0 Limit curve for
measurements
Exceptions from the specified values must be 0.8
perm. 1 500 rad2
approved on a case-by-case basis. s
0.6

0.4

0.2
Permissible uniformity of rotation

1000 2000 3000


The maximum permissible angle acceleration Propshaft speed n (rpm)
amplitudes () in the driveline are 1 500 rad/s2.
Deviations from these should be agreed in writing S0014
with ZF. Smaller values do not cause vibration Fig. 4.8
damage.
Rotary acceleration in the driveline can be checked by
means of calculation or measurement. Alternatively, Limit values are displayed for the permissible
the rotary angle error (, Fig. 4.7) can be used. deflection angles in the following sub-sections.
If these are observed, the vibration amplitudes
created by the propshaft will not exceed the above
value.
0.2

+0.1 The limit values for the deflection angle are used
0 in particular if there are no calculations or measure-
0.1 ment of the vibration amplitudes.
0.2
1 rev.

S 0013
Fig. 4.7 Rotary angle error

For link between and , see Fig. 4.8:

rad [] n2 [rpm2]
perm. 1 500 =
s2 1 306

1328 765 101 - 2007-10 4-14


ZF-AS Tronic Installation

Permissible resultant deflection angle per joint.


Outline view level Elevation view level

The resultant angle R must first be determined


V=13 H = 9
for spatial propshaft layouts using the following
formula:

tan R = tan2 H + tan2 V


tan R = 0.162 + 0.232 = 0.28 R = 15.6

with H -deflection angle in horizontal view


Acc. to diagram: R 15
(outline view level),
S0012
Fig. 4.10 Examples of calculations
with V -deflection angle in vertical view
(elevation view level).

Here, the deflection angle is defined as the angle The reliability of R depends on the type, size and
between the rotary axles in front of and behind joint speed of the propshaft, refer to Fig. 4.11.
in the relevant level.
CAUTION
For PTOs, the permissible deflection angle R must
not exceed 7.

007927

20
Deflection anlgle R

R
18

As a rough estimate, the angle R can also be 16


14
determined from the diagram in Fig. 4.9. Product range
12 max. 7 at PTO
10
8 Flange 150
25
6
Flange 165/180/225
4
2
20 30
0
500 1000 1500 2000 2500 3000 3500 4000

25 Propshaft speed n (rpm)


15

13 20 007098_en
Fig. 4.11 Permissible propshaft deflection
10 15 R angle R

10
5
5
V

0
5 9 10
H 15 20
25

001100
Fig. 4.9 Resultant deflection angle R
for spatial propshaft arrangement

1328 765 101 - 2007-10 4-15


ZF-AS Tronic Installation

Permissible resultant deflection angle for all joints Propshaft calculation programs (graphic depic-
tions) can be ordered from the Printing and
The resultant deflection angle E is determined from Logistics department (documentation.zff@zf.com)
the resultant angles of the individual joints with the by specifying the following numbers:
following formula: CD-ROM (0000 766 707), diskette (0000 766 708).
Basis: Windows 3.11, 95, 98, NT
E = R12 R22 R32

The following applies as the prefix rule for the indi-


vidual angles :

90
+ if the spider is
vertical Input Output
to the output fork

90
if the spider is
vertical Input Output
S0010
to the input fork

Limit value: E < 3

Z-arrangement W-arrangement Angle error Resultant deflection angle


= 1 2 = 12 + 22

Example 1 1 =12
1 =12
(exact Z 2 = 12
2 = 12
and/or W 0 0
arrange-
ment)

Example 2
(small 1= 5 1= 5
bending
angle with
1 3
2 = 4 2 = 4
angle error)

Example 3
(large 1 = 15 1 = 15
bending angle 2 = 14 2 = 14
1 5,4
with angle
error)

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

S 0011
Fig. 4.12 Application examples for the influence of the deflection angle parameters
1 and 2 on the resultant deflection angle

1328 765 101 - 2007-10 4-16


ZF-AS Tronic Installation

Simple configurations Multiple arrangements

The axles should be mounted appropriately for all By selecting an appropriate spider position and
vehicle load statuses so that a precise propshaft Z varying the height of the intermediate bearing
configuration (1 = 2) can be achieved. ( angle distribution), the propshaft can often be
optimized with multiple arrangements.

Fig. 4.14. shows one example.


1 Axle
Transmission 2

S0015

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

Leaf spring suspension results from favorable Z arrange- Unfavorable arrangement


ments caused by parallel axle arrangements.
Condition 1 = 2 is maintained to some extent even when
the suspension bottoms out.
E = 12 + 22 32 = (13.6)

1 =9.5
1 Spring travel h
2 2 =5 Axle
laden
empty
Transmission
3 =11
Axle movement

An oscillating axle results from unfavorable Z arrange-


ments caused by axle oscillation movements. Optimized arrangement
Condition 1 = 2 is only satisfied in the central position. (by changing the spider position)
When the suspension bottoms out, these angles cease to be
the same.
E = 12 22 + 32 = (2.4)

1 =9.5
1 h
2 2 =5 Axle
Oscillation travel
laden
Transmission
central position 3 =11
-0+
Axle movement
S0016 S0017
Fig. 4.13 Influence of axle alignment on Fig. 4.14 Optimization of propshaft drive
propshaft defection angle by changing spider position

1328 765 101 - 2007-10 4-17


ZF-AS Tronic Installation

More information 4.1.11 Torsional vibrations

Balancing: 4.1.11.1 Permissible vibrations at transmission


The propshaft must be dynamically balanced input
using quality level as defined in VDI Guideline
2060 (Fig. 4.15). The configuration and co-ordination of the driveline
should be such that no resonance points arise in the
250 operating speed range.
200
Permissible residual imbalance per

150 Volllastkurve
Full load curve
balance body mass [gmm/kg]

TMot.
+15%
100 100% +15%
80
zulssige
Q

Permissible
16

60 Schwingungs-
peak
berhhungen
vibrations
40

30
300 500 700 900 1500 3000 4000

Propshaft speed n (rpm) 0


nMot.
S0018
Fig. 4.15 Balancing quality Q 16
007099
in accordance with VDI Guideline 2060 Fig. 4.16 Permissible vibrations on
transmission input (input shaft)

Permissible concentricity and runout errors of


connection flange:
4.1.11.2 Uniformity of rotation
Concentricity and Centering
runout deviation (mm) fit
Permissible amplitude of rotary angle acceleration
() on input shaft and output
0.06 h7

perm. 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.

1328 765 101 - 2007-10 4-18


ZF-AS Tronic Installation

4.1.12 Bending Vibrations 4.1.14 Additional Brackets

Vertical vibrations caused by irregularities in the No screw connections on the ZF-AS Tronic may be
road surface. 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)
CAUTION
Max. peak loading: 7 g (< 30 Hz) Fording ability is not a standard feature of the
ZF-AS Tronic or the ZF-AS Tronic mid.

Bending vibrations caused by propshaft and/or Versions of the ZF-AS Tronic and ZF-AS Tronic mid
engine. (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 calcula-
tion 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).

1328 765 101 - 2007-10 4-19


ZF-AS Tronic Installation

4.1.16 Accessibility

The following parts of the ZF-AS Tronic (refer to Clearance for connector disassembly at ZF range
Figure 016859) must be accessible for identification, selector module / ZF extension module.
test, maintenance, and repair purposes.
Vehicle end diagnosis connector (assembly
position defined by OEM);
Type plates of the ZF range selector module / ZF
clearance at least 80 mm (Testman pro connection).
extension module (refer to drawing 6041 622 026),
transmission actuator, and transmission (refer to Both speedo sensors.
installation drawing).
All plug connectors.
Oil filler plug, oil drain plug, and overflow
measurement (refer to installation drawing). In order to be able to only remove the transmission
(without the engine), at least 150 mm clearance is
Compressed air connection at least 40 mm
needed to the rear (refer to Figure 028964).
clearance (for all connections).

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).

* Fr*Servicezwecke
Please keep theist
dieser Aus-/Einbauraum
installation area clear
12
for service purposes
freizuhalten

50*
110*

150*

028964

1328 765 101 - 2007-10 4-20


ZF-AS Tronic Installation

4.1.17 Additional Guidelines for Vehicle Body 4.1.18 Vehicle Wiring


Manufacturer (Note TKI 6029 705 003 vehicle wiring)

The reciprocal dependencies of the vehicle Do not bend the cables.


electronics must not be destroyed by modified cable
Observe temperature range (refer to ambient
routing (refer to system design). If fundamental
temperature section).
changes are undertaken to the installation and these
affect the ZF-AS Tronic, ZF installation approval Do not secure to water, oil, or pressure lines.
ceases to apply.
Wiring must not be tightened hard.

No other consumers may be connected on the Avoid relative movements (chafing) between
pneumatic supply line to the ZF-AS Tronic after the wiring and surroundings e.g. vehicle frame.
pressure relief valve.
Te distance between the wiring and generator
must be at least 200 mm.
The following should be noted in particular by
vehicle body manufacturers Note possible EMC faults. Do not route cable near
HF lines.
Section 4.4 Electrics,
TKI 6029 705 003 Vehicle wiring, Do not connect ground/earth cables to trans-
TKI 6009 796 001 Transmission actuator mission.
Section 4.5 Pneumatics
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 under-


taken 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).

1328 765 101 - 2007-10 4-21


ZF-AS Tronic Installation

4.2 Temperatures 4.2.2 Permissible Oil Temperatures

Temperature measuring runs are required for For CV applications with and without intarder, a
approval for all ZF-AS Tronic applications. During permanent temperature of 110 C is permitted,
these runs, the temperatures gained measured in the transmission oil sump. Short (max.
30 min.) peaks in temperature of up to 130 C are
on rising gradients
permitted. In total, these peak values may make up
on downward gradients max. 10 % of the oil change interval.

once the vehicle is parked


For special vehicles (cranes, fire service vehicles
should be recorded in particular. etc.), we also recommend temperature measuring
runs. The same permissible temperatures as those
The customer must use these measurement runs to for normal commercial vehicle applications apply.
prove that

the max. ambient temperature (on the transmis-


sion actuator)
4.2.3 Causes of Excess Oil Temperatures
the temperature in the transmission actuator and
The following points may cause the permissible
the permissible permanent temperature
temperatures to be exceeded:
are below the limits specified here.
Encapsulated and noise-insulated transmission
installation.
Measures for reducing temperature must otherwise
be initiated. Insufficient distance between exhaust / tur-
bocharger and transmission.

Air cannot be exchanged with the transmission


surroundings (measures on vehicle).
4.2.1 Permissible Ambient Temperatures on
Transmission Influence of heat from fitting third party retarder.

Very high and/or very low driving speed.


Max. ambient temperature 95 C
(at distance of 50 mm from transmission) Oil level too high.

PTO output when vehicle is stationary.


This temperature is measured near the transmission
actuator cover.

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.

1328 765 101 - 2007-10 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 The ZF-AS Tronic has the connections needed for a
above 110 C, additional cooling is needed. 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:
Product families 3 + 4:
- Normal applicaltion and gross vehicle weight
An external oil-water heat exchanger can either
> 60 t
be fitted in the factory and supplied with the
Exception: ZF-AS Tronic or retrofitted onto the ZF-AS Tronic.
occasional application (< 10%) up to 90 t In the event of subsequent attachment, painting
of the heat exchanger must not be forgotten (cf.
- Vehicles with special bodies or continuous
Section 4.7.4).
service in extreme topographic conditions.
The cooling rating of the heat exchanger can be
relatively warm climatic zones (>40 C) from 40 t taken from the installation drawing (refer to installa-
tion drawing + heat exchanger, Section 4.1.1).
Additional transmission cooling is not required for There must be a by-pass line (by-pass valve, 1.0 bar)
applications with intarder. upstream of the heat exchanger between the heat
exchanger inlet and heat exchanger outlet ends.
Product families 1 + 2: The transmission must not be operated while the
heat exchanger is not connected up.
- Vehicles with special bodies or continuous
service in extreme topographic conditions.
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.

1328 765 101 - 2007-10 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 in accordance with ZF-List of in accordance with ZF-List of
Lubricants TE-ML 02 Lubricants TE-ML 02 Lubricants TE-ML 02
Engine start Permitted Permitted Transmission must be
preheated before the engine
is started.
When starting, Warm-up phase of at least This can be done e.g. with
note 10 minutes, with increased warm air which must not
idling speed of approx. exceed 130 C on the trans-
1 500 rpm. mission.
Transmission in Neutral
CAUTION
Do not heat on the trans-
mission and clutch actuator.
Limitations None At transmission temperatures At transmission temperatures
in excess of 20 C, the trans- in excess of 20 C, the trans-
mission is operable and all mission is operable and all
functions are provided. functions are provided.
Longer shift times should be Longer shift times should be
expected. 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.

1328 765 101 - 2007-10 4-24


ZF-AS Tronic Installation

4.3 Filling With Oil 4.3.2 Oil Fill Quantity

4.3.1 Oil Grade and Oil Change Interval Correctly filling the oil is essential to the precise oil
volume when changing oil (refer to Chapter 4.3.4).
The ZF-AS Tronic transmission is supplied with an The volumes given in this table are only guidelines.
oil fill as standard.
The oil change intervals are co-ordinated to the rele- When a PTO or heat exchanger (PF 3+4) is fitted,
vant oil qualities (refer to TE-ML 02). the oil quantity in the transmission increases.
We recommend that you use ZF-Ecofluid M.
Reference is made to the oil volumes required in
The latest edition of the List of Lubricants TE-ML 02 the installation drawings, the technical manual for
contains approved oils for initial and service fills the Intarder (ZF no. 6085 765 104) and the type
as well as the realizable oil-change intervals. The sheets for PTOs (ZF no. 1328 757 152 and
ZF List of Lubricants can be obtained from all ZF 1336 757 151).
representations or through the Internet:
http://www.zf.com / Technical Information /
ZF List of Lubricants.

Oil quantities for ZF-ASTronic and ZF-ASTronic mid

Initial fill or after repair


Non-Intarder transmission Oil change or oil fill at OEM
(dry transmission)

All information is approximate information in liters.

Product family 1 7.8 7.5

Product family 2 9.3 9

Product family 3
12 11
12-speed

Product family 3
13 12
16-speed

Product family 4
13 12
16-speed

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

1328 765 101 - 2007-10 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 Top up oil through oil fill aperture.
transmission oil is still at operating temperature and - The oil level is correct when it has reached the
thin. bottom edge of the filler hole and/or when oil is
already escaping out of the filler hole.
! DANGER!
CAUTION
Touching hot parts and transmission oil may cause
In case of a transverse transmission installation
burns.
angle, ensure that the transverse inclination
corresponds to 0 for filling in the oil, otherwise
Remove oil drain plugs from transmission and the oil quantities will be incorrect.
collect transmission oil in a suitable container
and dispose of in accordance with environmental The position of oil fill apertures and the oil fill
regulations. plugs can be seen in the relevant installation
drawing (Section 4.1) and the technical manual for
PF 3+4 only: Clean oil drain plug and magnetic
the Intarder (ZF no. 6085 765 104).
plug.

Replace oil drain plug seal ring.

Tighten oil drain plugs to 60 Nm.


4.3.5 Oil Level Check
The transmissions of the AS Tronic families have
! DANGER !
one or more oil drain plugs, depending on the ver-
Too little oil in the transmission will result in trans-
sion.
mission damage. Risk of accident!

The position of these plugs can be seen in the


relevant installation drawing (Chapter 4.1) and
Check the transmission oil level at regular intervals:
the technical manual for the Intarder (ZF no.
6085 765 104). Check oil level when vehicle is on horizontal
ground.

Do not undertake the oil level check right after


travel (this will produce an incorrect measure-
ment).
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.

1328 765 101 - 2007-10 4-26


ZF-AS Tronic Installation

4.3.6 General Information 4.3.7 Information about Bleeding the


Transmission
Even if reference is made here and in the
aforementioned documents to particular volumes, The transmission is fitted with a vent on the
ensure that the oil level is correct on the trans- transmission actuator as standard. The vent should
mission itself. To do this, one of the oil fill apertures be protected from the ingress of large amounts of
in the horizontal vehicle must be filled with oil until water. The breather must be clean and must not
the level has reached the lower edge of the fill aper- have its plastic cover fitted. In special applications,
ture and/or oil is escaping from this fill aperture. such as off-road vehicles, refuse collecting vehicles
For Intarder applications and applications with heat and milk collecting vehicles, which are frequently
exchangers, please note that the the oil is only filled cleaned using a jet of water, moisture or moist air
fully once the vehicle has been moved and a second may be drawn into the vent as a result of sudden
filling process is reached (refer to technical manual transmission cooling, causing condensation to form
for Intarder ZF no. 6085 765 104). 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 vehicles 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

1328 765 101 - 2007-10 4-27


ZF-AS Tronic Installation

4.3.8 Venting by Means of Hose Line in Dry Max. permissible hose temperature (e.g. near
Compartment exhaust pipes, exhaust turbo charger) must not be
exceeded.
ZF recommends this type of venting as standard.
End of hose lowered by approx. 150 mm.
This provides the best possible protection for the
transmission against water ingress. When using this Light width of hose of at least 4 mm.
form of hose venting, the oil change interval for
Fording capability according to vehicle specifica-
ECOFLUID M transmission oil increases. More
tion must be retained.
information on this can be found in the List of
Lubricants TE-ML 02.
The vehicle manufacturer is responsible for the
correct fitting and routing of the hose.
Notes on the dry compartment and routing of the
hose:

Dry compartment is defined as follows:

protected against spray water

ca. 150mm
correct
low air humidity
incorrect
(Example: Engine compartment, under engine
hood)

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 023915


effect should be avoided (see sketch). Fig. 4.16 Guideline for routing a hose-type
vent in the dry compartment
No bends, chafing points. Route hose in the
largest radius possible.

1328 765 101 - 2007-10 4-28


ZF-AS Tronic Installation

4.4 Electrics Range selector


Display Additional interfaces
4.4.1 System Layout and Circuit Diagrams for ZF-AS Tronic

The system layout contains a graphic depic- Rotary


tion of the arrangement and networking of switch
all the electronic components which are
needed for the function of the ZF-AS Tronic

Serial line
ZF extension
transmission system. module
ZF-CAN
In the standard system, this not only
includes the ZF-AS Tronic electronics, the
electronics of the engine (or vehicle), ABS, Engine Electronics
ZF-AS Tronic elec- ABS for
and Intarder but also the display, the ZF tronics ZF-Intarder
selector lever, as well as ZF extension
module. Communication between the elec-
tronic systems of engine and vehicle and/or Vehicle CAN
with the ZF-AS Tronic takes place via the
Voltage supply
vehicle CAN, defined by SAE J-1939 (other Diagnosis
transfer protocols upon request). Speedo signal
The ZF-AS Tronic communicates with the 027621
ZF selector lever or range selector module Fig. 4.17 with ZF extension module
and the ZF extension module via another
CAN interface (ZF CAN). Range selector Additional interfaces
The ZF display is activated by a serial data for ZF-AS Tronic
line (Fig. 4.17) Dashboard

If the vehicle is equipped with a vehicle mas-


ter computer, the signals to/from the lever-
type range selector, display, R gear relay etc.
OEM bus

can be sent by it to the ZF-AS Tronic via the Engine


Central
vehicle CAN (Fig. 4.18). elec-
vehicle computer tronics

The circuit diagram is the electrical wiring Vehicle CAN


diagram for the ZF components in the
system layout. It is used to establish the
Engine Electronics
wiring; the connectors of the ZF compo- ZF-AS Tronic elec- ABS for
nents are also depicted for this purpose. tronics ZF-Intarder
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.
Voltage supply
Diagnosis
Speedo signal

014 880
Fig. 4.18 with onboard computer

1328 765 101 - 2007-10 4-29


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

6029 713 166 connection diagram for selector lever 6029 713 158 connection diagram for range selector
with extension module module with extension module

4.4.2 Description of Connectors

4.4.2.1Connector on Transmission

Wiring to the clutch actuator and output speed This wiring falls within the scope of supply of the
sensor is connected to the transmission actuators transmission.
connector on the transmission.

Pin Pin Name Explanation


20-pin 18-pin
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)

1328 765 101 - 2007-10 4-30


ZF-AS Tronic Installation

4.4.2.2 Power Supply Connector to Vehicle

The vehicle end connector on the transmission actu- also supply a connection cable from this connector
ator is the link to the vehicles onboard network. The into the vehicles dry compartment. The require-
mating connector needed is shown in the connector ments and purpose of the individual lines are
overview in Section 4.4.6. As an option, ZF can explained in more detail with reference to the pins.

Pin Pin Name Explanation


20-pin 18-pin
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 ZFs 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 ZFs 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

1328 765 101 - 2007-10 4-31


ZF-AS Tronic Installation

Pin Pin Name Explanation


20-pin 18-pin
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: 18 - 32 V DC

Overvoltage resistance: 36 V, 40 C 1h

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ZF-AS Tronic Installation

4.4.4 CAN Bus Installation Non-linear CAN connection


(tap line not linear)
The vehicle manufacturer is responsible for the CAN refer to Fig. 4.20
bus installation!
The vehicle end connector on the transmission actu- The non-linear connection is more sensitive to
ator can be used to integrate the ZF-AS Tronic into faults, but a simpler form of CAN network.
all known CAN bus topologies (linear CAN connec- Here, what is commonly referred to as a tap line is
tion, non-linear CAN connection). formed between node point (point B) and electronics
Experience has shown that an unsheathed twisted (point A).
CAN line (twisted pair) is sufficient for most
applications. This tap line must not exceed the maximum length
defined in the standards (refer to standards
SAE J 1939, ISO/DIS 11898).
Linear CAN connection (no tap lines) If there are deviations from the maximum specified
refer to Fig. 4.19 lengths, transfer faults may occur (e.g. when using
terminal testers or intermediate cable kits etc.).
From todays standpoint, an economically and
technically (EMC aspects) good solution, relatively
insensitive to faults, even with high transfer rates Line version
(500 kb) the linear connection is relatively insensi-
tive to faults. The line version must also be designed in accor-
dance with existing standards (SAE J 1939 and/or
The ZF transmission system supports this type of ISO/DIS 11898), which specify twisted and/or
CAN connection. The CAN lines are piped within twisted + sheathed.
the TCU (2 connections each for CAN_H and/or
CAN_L).

Electronics Electronics Electronics


A B n

R1 CAN_H CAN_H+ CAN_L CAN_L+ R1*

CAN_H

014881
CAN_L
Fig. 4.19 * R1: Bus terminal resistance

Electronics Electronics Electronics Electronics


A B C n

Point A Point A
R1 R1*
CAN_H
Point B

CAN_L
014882 Point B
Fig. 4.20 * R1: Bus terminal resistance

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ZF-AS Tronic Installation

Bus terminal resistance

The transmission control unit (TCU) has an inte-


grated 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 CAN_H
CAN_H 14 CANF1-H+ free

Terminating 120
resistor Ohm

15 CANF1-T

13 CANF1-L+
CAN_L 12 CANF1-L CAN_L
18 VMHF1 HF-ground opt.
HF-ground
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.

1328 765 101 - 2007-10 4-34


ZF-AS Tronic Installation

Vehicle wiring
TCU
8 CANF1-H CAN_H (TCU A)
CAN_H 14 CANF1-H+ CAN_H+ (TCU B)

Terminating 120
resistor Ohm

15 CANF1-T free

12 CANF1-L CAN_L (TCU A)


CAN_L 13 CANF1-L+ CAN_L+ (TCU B)
18 VMHF1 HF-ground opt.
HF-ground
19 VMHF2 HF-ground opt.

028966_en
Fig. 4.22 Transmission electronics as CAN BUS central consumer

4.4.5 Quality Requirements of Wiring The wiring should be routed and secured in a pro-
tected part of the vehicle. The cable must be secured
A distinction is made between two fundamental at a maximum of 20 cm downstream of the trans-
installation situations. mission power supply connector. Loose hanging
wiring is not permitted.
1. Wiring which is routed in the cab and/or in the
vehicle frame.
The connectors must not be tightened down too
2. Wiring which is routed on the ZF unit and/or firmly. Ensure that the connectors and mating
directly next to the unit or engine. More stringent connectors are compatible and snapped in.
requirements apply here in terms of temperature,
mechanical properties, resistance to media. Also ensure that there are no relative movements,
e.g. between vehicle frame and transmission, which
If the cable from the power supply connector damage the wiring.
(on the transmission actuator) is produced by the
vehicle manufacturer, then technical customer The securing material must be selected ensuring that
information TKI 6029 705 003 should be noted. the wiring is neither squashed nor damaged or
pre-damaged in any way.

Routing and securing CAUTION


A sufficient distance should be maintained from
Wiring in the vehicle should be routed so it sources of heat, such as exhaust, heat exchanger
etc. and/or thermal protection should be fitted.
a) is not damaged

b) can be accessed at any time Other techn. requirements can be found in


TKI 6029 705 003.

1328 765 101 - 2007-10 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 20-pin bush Kostal 6029 201 675 Connector housing: 09432001
actuator (TCU) Bush contact: 22124472200
Seal: 10800444521
Blind plug: 10800472632
Flapped part Schlemmer:
0501.318.143 6029 199 090 IP 67/ 69
X1 Transmission 18-pin bush Kostal 6029 201 752 Connector housing: 09432691
actuator (TCU) 0501 317 367 Bush contact: 22124472200
Special version 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 Refer to 6-pin
Contact bush: 927771-3 6029 199 109 connector MNL
X5 Display 4-pin AMP 6029 201 130 Connector housing: 350780-1 Refer to 6-pin
connector MNL Contact pin: 926887-1 6029 199 028 connector MNL
X5 Display 8-pin bush JPT AMP 6029 201 676 Contact bush: 927771-3 Refer to 6-pin
Connector housing: 929504-3 6029 199 108 connector MNL
X21 Diagnosis 6-pin AMP 6029 201 121 Connector housing: 926682-3 Open connector
connector MNL Contact pin: 926887-1 system;
No details for
6029 199 027 protection class
X21 Diagnosis 6-pin bush MNL AMP 6029 201 120 Connector housing:350715-1 Refer to 6-pin
Mating connector Contact bush: 926882-3 6029 199 092 connector MNL
X2a ZF selector lever 15-pin bush AMP 6029 201 798 Connector housing: 1-967623-1 Open connector
(with integr. E module) MCP 3-row Contact bush: 927771-3 system;
X2b ZF selector lever 9-pin bush MCP AMP 6029 201 677 Connector housing: 1-967621-1 No details for
(with integr. E module) 3-row Contact bush: 927771-3 protection class
X36a Range selector module 18-pin bush AMP 6029 201 802 Connector housing: 8-968974-1 Open connector
MCP 3-row Contact bush: 1-968849-1 system;
X36b Range selector module 15-pin bush AMP 6029 201 803 Connector housing: 8-968973-1 No details for
MCP 3-row Contact bush: 1-968849-1 protection class
X50a Extension module 18-pin bush AMP 6029 201 802 Connector housing: 8-968974-1 Open connector
MCP 3-row Contact bush: 1-968849-1 system
X50b Extension module 15-pin bush AMP 6029 201 803 Connector housing: 8-968973-1 No details for
MCP 3-row Contact bush: 1-968849-1 protection class
A11/A14 Output sensor 4-pin bush DIN AMP 6029 201 758 Connector housing: 1-967325-1
bayonet Angle 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 6029 201 756 Connector housing: 1-967325-3
bayonet Angle 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 22-pin bush JPT AMP 6029 201 336 Connector housing: 929504-7 Refer to 6-pin
junction 2-row Contact bush: 927771-3 6029 199 043 connector MNL
X17 A Main power system 22-pin connec. AMP 6029 201 354 Connector housing: 929505-7 Refer to 6-pin
Mating connector junction JPT 2-row Pin contact: 928930-5 6029 199 025 connector MNL
X18 Main power system 18-pin bush AMP 6029 201 361 Connector housing: 929504-6 Refer to 6-pin
junction JPT 2-row Contact bush: 927771-3 6029 199 084 connector MNL
X18 A Main power system 18-pin connec. AMP 6029 201 365 Connector housing:929505-6 Refer to 6-pin
Mating connector junction JPT 2-row Pin contact: 928930-5 6029 199 026 connector MNL
X18 A Main power system 6-pin bush JPT AMP 6029 201 367 Connector housing: 929504-2 Refer to 6-pin
Mating connector junction CAN 2-row Contact bush: 927771-3 6029 199 109 connector MNL
X18 A Main power system 6-pin connector AMP 6029 201 366 Connector housing: 926682-3 Refer to 6-pin
Mating connector junction CAN JPT 2-row Contact pin: 928930-5 6029 199 110 connector MNL
X19 Cab junction 18-pin bush AMP 6029 201 361 Connector housing: 929504-6 Refer to 6-pin
JPT 2-row Contact bush: 927771-3 6029 199 084 connector MNL
X20 Mating Cab junction 18-pin connec. AMP 6029 201 365 Connector housing:929505-6 Refer to 6-pin
connector to X19 JPT 2-row Pin contact: 928930-5 6029 199 026 connector MNL

1328 765 101 - 2007-10 4-36


ZF-AS Tronic Installation

4.4.7 Other Electrical Interfaces on the 4.4.7.2 Speedo Sensor


ZF-AS Tronic
There is an output speed sensor on the ZF-AS Tronic
4.4.7.1 Neutral Switch (S12) which provides the tachographs with the relevant
signal (refer to installation drawing).
The transmission neutral switch (S12) is located on
the transmission in position G32 (refer to installation A KITAS speedo sensor is available as an option.
drawing). The starter current circuit is connected This is needed for all TCO tachographs (CAN-
with the transmission neutral switch via relay E17 so capable).
that the engine cannot be started when a gear is
selected. Speedo sensor (standard)

If the transmission is mechanically in Neutral, the Drawing number 0501 210 854

neutral switch contact is closed. Order number for 0501 210 855
Screw-in length 19.8 mm
- product families 3 + 4 with Intarder
One neutral switch is available for the ZF-AS Tronic: - product families 1 + 2 general
Switch: Ref. 0501 215 297 Order number for 0501 210 859
(bayonet connection in accordance with Screw-in length 90 mm
DIN 72585) - product families 3 + 4 without Intarder

Comments:
If the Neutral signal is delivered by CAN, the Speedo sensor (KITAS II)

mechanical neutral switch is not needed. Drawing number 0501 214 767

This variant is recommended by ZF. Order number for 0501 214 768
Screw-in length 19.8 mm
- product families 3 + 4 with Intarder
- product families 1 + 2 general
Order number for 0501 214 769
Screw-in length 90 mm
G32 1:1 - product families 3 + 4 without Intarder
BAJONETTANSCHLUSS DIN 72585-A1-2.1-A G/K1
BAJONET CONNECTION
39

1.5

1
23.6

SW27
W.A.F.

027564
Fig. 4.23 Switch: Drawing no.:
0501 215 297

1328 765 101 - 2007-10 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 The E1 certificate issued by the Federal Vehicle
requirements of the external signals needed to Registration Authority can be requested from ZF.
operate the ZF-AS Tronic; it also contains descrip-
tions 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.

Most of the signals 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 Installation

4.5 Pneumatics
In example 1, the air supply for the braking
The quality of the air supplied to the ZF-AS Tronic system takes priority over the shift system, since
system is very important for vehicle availability. The an relief valve (> 5 bar) is mounted in front of the
same requirements as those placed on the braking ZF-AS Tronic air circuit.
systems therefore apply to air quality and air line The pressure level set on the relief valve must
versions. however be less than the pressure level of the
relief valves in the 4-circuit protection valve for
The air supply for the ZF-AS Tronic system can be the auxiliary consumers.
connected up the vehicles air system, either
upstream of the 4-circuit protection valve (example In example 2, the air supply for the ZF-AS Tronic
1), or downstream of the 4-circuit protection valve takes priority over the other auxiliary consumers
on the auxiliary consumer circuit (example 2). The since this is mounted upstream of a relief valve
following should be noted here: (> 5 bar).

Example 1
4-circuit
Compressor
protec-
Air drier
tion
valve

Overflow
valve 5 bar*
Transmission
actuator with
pressure sensor D-I = 9 mm
20 L
Clutch Non-return valve
actuator
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
Compressor 4-circuit
Air drier protec-
tion
valve

Transmission
actuator with
pressure sensor D-I = 9 mm
20 L
Clutch Non-return
actuator valve Over-
D-I = 9 mm flow
Auxiliary
valve
consumer
max. 4 m 5 bar

014885 / 014886
Fig. 4.24

1328 765 101 - 2007-10 4-39


ZF-AS Tronic Installation

Air reservoir Air lines

A separate air reservoir is fitted for the ZF-AS Tronic The air lines from the ZF-AS Tronic air reservoir to
and is protected by a pressure relief valve. Other the transmission actuator and clutch actuator must
consumers must not be connected up to this have a nominal width (interior diameter) of at least
compressed air circuit with the exception of the 9 mm. Maximum lengths of 4 m must not be
ZF-Intarder. exceeded.
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. Air quality
Minimum volume of air reservoir:
ZF-AS Tronic 10 dm3 The compressed air made available to the vehicle
ZF-AS Tronic + IT 20 dm3 must be cleaned, dried and free of condensate.
Air particle filter: 40 microns mesh width.

Air pressure Air dryers which emit alcohol or other substances


into the air system which may have a negative
Supply pressure needed 8 -12.0 bar downstream of impact on sealing materials are not authorized.
air drier.
To ensure that sufficient shifts can be undertaken Maximum permissible water content of compressed
when there is insufficient air, ZF-AS Tronic has to be air: 15 % (relative air humidity).
supplied with a supply pressure of at least 8 bar.
The transmission actuator uses an integrated Ambient Water content
temperature [C] [g/m3]
pressure reducing valve to reduce the air pressure to
-20 0.136
7 bar of shift pressure to preserve the shift elements
-10 0.332
and to achieve constant shift characteristics.
0 0.726
Reliable shifting and connection of the shift system
10 1.41
is ensured with a shift pressure of 7 bar.
20 2.6
30 4.55
Shift pressure = Pressure in transmission
40 7.66
actuator downstream of
pressure relief valve
Supply pressure = Pressure in air reservoir
Pressure display / warning

Air consumption A pressure sensor is integrated in the transmission


actuator and provides the driver with a warning
Air displacement volume needed: when the pressure level of the shift pressure falls
At least 5 dm3/min at 8 - 10 bar. below 5.8 bar. This information is shown on the ZF
display (AL) and/ or can be sent to the CAN as a
The vehicle air system should be designed so that at message.
least the aforementioned volumetric flow of air is
made available to the ZF-AS Tronic air circuit alone.
! DANGER!
This assumed requirement is based on the consump- If gear shifts are undertaken with insufficient air
tion needed for 9 shifts and 1 starting process pressure, the transmission may remain in Neutral so
(ignition on with clutch actuator calibration) per that there is no direct drive and no engine brake
minute. effect.

1328 765 101 - 2007-10 4-40


ZF-AS Tronic Installation

4.6 Auxiliaries If ZF expressly refuses to issue approval for a third


party retarder, then ZF assumes no warranty or lia-
4.6.1 ZF-Intarder bility for this unit combination, or for the functional
and operating safety of the entire system.
The ZF-Intarder cannot be retrofitted. The ZF-
Intarder 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 ZF PTOs can either be fitted in the factory when the
fitting of electronics, wiring, and cooler connection transmission is supplied, at a later date by the vehi-
at the water end. The pulse count of the speedo cle manufacturer or in the end customers complete
sensor changes slightly to that of applications vehicle.
without an Intarder.
The type sheet for ZF PTOs, ZF nos. 1328 757 152
Installation instructions and interface descriptions (PF3+4) and 1336 757 151 (PF 1+2) provides
can be found in the ZF-Intarder technical manual information on the selection of ZF PTOs available.
(ZF no. 6085 765 104). 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 Particular mention should be made here of the
consideration in the ZF-Intarder electronics fact that when a PTO is mechanically fitted, the
software. electronics in the ZF-AS Tronic need additional
programming to guarantee the operating safety of
Special features of oil fills for the ZF-AS Tronic- the system in conjunction with the automated
Intarder combination can be found in the ZF- clutch. When the vehicle manufacturer is fitting the
Intarder technical manual (ZF no. 6085 765 104). PTO, the technical data set should be clarified with
the technical sales team. When retrofitting on
Initial installation of a ZF-AS Tronic and ZF-Intarder supplied vehicles, this is undertaken by the ZF
system combination must be commissioned and service center. If a PTO is fitted without the ZF
approved by ZF. fitting instructions (e.g. electronics program modifi-
cation) being observed, then ZF assumes no
warranty for this unit combination, the functional
and operating safety of the entire system.
4.6.2 Third Party Retarder
The peripherals (wiring harness etc.) needed for the
If third party retarders are fitted, the ZF technical ZF PTOs have to be ordered from the vehicle
sales team must always contacted. Requirements manufacturer. If retrofitting on a vehicle which has
relating to the mechanical, pneumatic, and electrical already been supplied, the ZF service centers will
interfaces and the exchange of signals with the assist.
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 sys-
tem FMEA undertaken by the vehicle manufacturer.

1328 765 101 - 2007-10 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 4.7.1 Transport
team must always contacted. Requirements relating
to the mechanical, pneumatic, and electrical inter- Only the lugs fitted on the transmission mounting on
faces to the ZF-AS Tronic must be coordinated. If housings 1 and 3 may be used for transport purposes.
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 auto-
mated clutch.

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
019529
system.
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).
019530
The assembly specification and positioned assembly
ZF-AS Tronic mid
drawing should be noted!

refer to installation drawing + heat exchanger, The transmission must not be suspended from its
Section 4.1.1 and additional cooling, Section 4.2.4 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.

1328 765 101 - 2007-10 4-42


ZF-AS Tronic Installation

4.7.2 Supplying the Main Transmission This results in the following assembly sequence:

The guide pipe must be free of grease.


Depending on customer requirements, the
ZF-AS Tronic is supplied as follows: Remove corrosion protection from input shaft
spline and grease (with approved grease follow-
With the highest gear selected
ing clutch manufacturer specification).
In Neutral
Slide clutch disc onto input shaft spline.

Remove clutch disc and wipe off surplus grease.


4.7.3 Corrosion Protection
Fit driver disc and pressure plate on flywheel
housing without grease (use mandrel etc. to
We recommend coating the ZF-AS Tronic with
centre pressure plate never use input shaft for
standard anti-corrosion inhibitor. In special
this purpose).
applications with a high risk of corrosion (e.g. snow
clearing ), special anti-corrosion protection Align transmission so that the input shaft is
measures are needed and can be defined on request. aligned with the pilot bearing.

Before installing the transmission, ensure that


the ends of the load-bearing rings are hooked
4.7.4 Subsequent Paintwork
onto the pressure plate.

The ZF-AS Tronic is supplied painted in black as Carefully guide input shaft into hub of clutch
standard. If the customer would like to paint the ZF- disc.
AS Tronic himself, this must be done in accordance
Secure transmission to flywheel housing.
with ZF specification:
Remove cover from underside of housing 1.
Product families 1+2 0000 702 371
Secure release bearing in load-bearing ring by
Product families 3+4
using a lifting tool (pry bar) to pressure the lower
Transmission solo 0000 701 972
end of the release fork towards the transmission
Transmission with intarder
output. This pushes the upper end of the release
Heat exchanger on the left 0000 701 973
fork towards the engine until it snaps into the
Heat exchanger on the right 0000 701 974
load-bearing ring.
The customer must confirm that this is the case.
You must be able to
feel and hear the fork
4.7.5 Assembly of Engine, Clutch, and snapping into place.
Transmission

The ZF-AS Tronic is supplied with a release


bearing.

CAUTION
All parts (apart from the input shaft spline) must 018495

not be greased at a later date. The guide pipe in


By pressing the fork towards the engine, check
particular must remain free of grease.
whether the connection has snapped in correctly.
Do not touch the clutch disc lining.

Secure cover back onto underside of housing 1.

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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 delivery status of the ZF-AS Tronic is docu-
the vehicle manufacturer to reduce supply and/or mented by ZF using the vehicle manufacturers
service variants of the ZF-AS Tronic. order number.

For the EOL (end of line) programming of All EOL programming/parameterization actions and
ZF-AS Tronic-specific vehicle variants outside the modifications taking place outside the ZF organiza-
ZF organization, the vehicle manufacturer and ZF tion and during the service life of the transmission-
must agree on the program variants needed as well control unit (TCU) must be understandable for ZF.
as the documentation, production, and service A database is used for ZF documentation. The
process requirements. vehicle manufacturer ZF transfer of data should
be defined using appropriate procedures.
Transmission software must be adapted to the vehi-
cle configuration. ZF-AS Tronic-specific data which has to be docu-
This may be done by means of signal exchange mented by ZF is discussed with the OEM.
between transmission control unit (TCU) and the
vehicle control unit(s) or through EOL parameteriza-
tion performed by the vehicle manufacturer or ZF. ZF external programming equipment
Adaptation of the transmission software to the
vehicle configuration is defined in accordance with ZF-AS Tronic-specific data present for EOL
the application. programming has to be forwarded to ZF.
A standardized procedure should be defined for
The ZF-AS Tronic is programmed using serial data this purpose.
transfer.

1328 765 101 - 2007-10 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 Installation

4.8 Additional Information 4.8.1 Operation

Safety Instructions Depending on the manufacturer and vehicle type,


you may have controls and operating processes
The following safety instructions appear in this man- other than those described in this manual.
ual: This manual contains descriptions for the ZF selec-
tor lever with integrated E-module (Chap.2.4.1.1).
NOTE
Refers to special processes, techniques, data, etc.
! DANGER!
CAUTION The vehicle must not be left with the engine
This is used when incorrect, unprofessional running and a gear selected.
working practices could damage the product. Gears cannot be selected if there is no engine
function (e.g. no fuel), transmission selects
Neutral. Engine brake and steering assistance
! DANGER! will fail during travel.
This is used when lack of care could lead to
personal injury or material damage.

4.8.1.1 Starting Engine

Apply parking brake.


! THREATS TO THE ENVIRONMENT !
Lubricants and cleaning agents must not be Turn rotary switch to N
allowed to enter the soil, ground water, or (transmission in Neutral).
sewage system.
Ask your local environment agency for safety Switch ignition ON. 023867
information on the relevant products and
adhere to their requirements. Shift system self-check
Collect used oil in a suitably large container. (display shows CH ).
Dispose of used oil, dirty filters, lubricants,
and cleaning agents in accordance with Start engine. 024367
environmental protection guidelines.
When working with lubricants and cleaning Self-check complete.
agents always refer to the manufacturers N appears on display,
instructions. 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
Turn rotary switch from R to D . trailer or trailer).
In maneuvering mode, the vehicle (accelerator) is
Automatic mode is activated. more sensitive and clutch activation differs from
how it is in normal mode.
The display shows the
starting gear selected.
(The system selects the 4.8.1.3.1 Maneuvering via the accelerator pedal
024376
starting gear itself, clutch with rotary switch in D or R position
remains separated.)
The system recognizes maneuvering mode from the
Depress accelerator and at the same time release accelerator position and the low traveling speed.
the parking brake. The first 2 forward gears and both reverse gears
are available for maneuvering (depending on the
! DANGER! vehicle, possibly only 1st gear and one R gear).
The vehicle may start to roll away even if you do not Maneuvering mode does not engage in other gears.
depress the accelerator.

Vehicle sets off (clutch closes automatically).


1st gear and RL
D N R RM
Unlimited maneuvering period.
DM

Hill start The CL display appears when the


clutch is overloaded.
! DANGER!
D N R RM
DM

CAUTION
Select gear, only release parking brake once
If the driver does not respond to
accelerator has been depressed otherwise the
the CL display, the clutch may be
vehicle will roll backwards. damaged from overload.
027515

Starting gear correction


2nd gear and RH
The driver can correct the starting gear proposed by Maneuvering only possible until
D N R RM
CL is reached.
DM

the system.

D N R RM
! DANGER!
Undertaking correction:
DM

If the driver does not respond to the


CL display, the system changes
Press control lever in / or + / + direc- from maneuvering mode to setting
tion. off.
The vehicle may accelerate.
Risk of accident!
The display shows the starting gear selected. 027516

1328 765 101 - 2007-10 4-47


ZF-AS Tronic Installation

! 4.8.1.4 Moving off Downhill


DANGER !
The system changes from maneuvering mode to set-
Requirements: Engine is running
ting off depending on the accelerator position and
vehicle speed.
If the parking brake is released when a gear is
The vehicle may accelerate.
selected and the vehicle rolls off, the clutch auto-
Risk of accident!
matically closes without the driver having to press
the accelerator.

4.8.1.3.2 Maneuvering acc. to rotary switch


! DANGER!
position DM or RM
When the vehicle moves off without a gear
selected rotary switch in position N
The system recognizes the maneuvering mode
the engine brake will not work!
according to the position of the rotary switch.
Do not allow vehicle to roll in direction opposite
1st gear and 1st R gear are available for maneuve-
to that of the gear selected.
ring.
In this maneuvering mode, the entire accelerator
pedal travel can be used.
If the vehicle rolls forwards transmission in
To quit this mode, the rotary switch needs to be
Neutral once the brake has been released and you
switched to position D , N , or R .
shift from N to D , the system selects a gear
appropriate for the driving speed. The driveline is
therefore closed.
1st gear and RL
Unlimited maneuvering period.
D N R
M
The CL display appears when the
R
D

clutch is overloaded. 4.8.1.5 Changing Operating Mode:


M
D N R Manual / Automatic
R
D

CAUTION
If the driver does not respond to Can be undertaken at any time, even during travel.
the CL display, the clutch may
be damaged from overload.
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.

1328 765 101 - 2007-10 4-48


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
All upshifts and downshifts are undertaken reverse gear!
automatically. Immediately bring the vehicle to a standstill.
This depends on: Drive resistance
Loading
Accelerator position Select reverse gear:
Velocity
Engine speed Vehicle must be stationary.
Turn rotary switch to R or RM .
The gear display appears on R or RM appears on the display
the display during travel as a (clutch remains separated).
number. 024376
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. Reverse travel R/RM to forwards travel D/DM
+/ change by one gear step and vice versa.
+ / change by two gear steps
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 ! DANGER!
operating mode is again activated. Changing direction of travel by moving the rotary
switch from R/RM to D/DM and vice versa may
NOTE only be undertaken when the vehicle is stationary,
You can shift from any gear to Neutral at anytime otherwise the transmission shifts to Neutral.
using the rotary switch. This shift request takes The display is definitive for the direction of travel
priority over other requests. selected in the transmission.
The accelerator position must not be changed dur-
ing the shift process because the engine is con-
trolled 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 Installation

4.8.1.8 Engine Brake 4.8.1.10 Switching Off Engine / Stopping Vehicle

! DANGER! Bring the vehicle to a complete stop.


The engine brake function is interrupted during the Apply parking brake.
gear shift. The vehicle may accelerate when traveling Move rotary switch to N Neutral.
downhill. Switch off engine via ignition key.
Place chocks under wheels (e.g. on slopes).

Manual operations
The engine brake is deactivated by the system !DANGER !
during gear shifts. Once the gear shift is complete, The engine cannot be switched off if a gear is
the engine brake is automatically reactivated. selected.
The vehicle may roll away if no brakes are engaged.
Automatic operation Engage parking brake.
By activating the engine brake, the system down-
shifts so that maximum braking torque is reached.
NOTE
If the transmission is not shifted to Neutral before
the engine is switched off, this is done automatically
4.8.1.9 Stopping when the ignition is moved to Off .

With the accelerator untouched, slow down the


vehicle using the service brake until it reaches a
standstill. 4.8.1.11 Towing
The clutch opens automatically before the vehicle
reaches a standstill so that the engine does not The vehicle can be towed with a flange-mounted
stall. propshafts or a stub shafts. To this end, the following
If the vehicle is going to be stationary for long conditions must be satisfied:
periods of time, we would recommend selecting
the Neutral transmission position. Ensure that the high range change group is
Always engage the service or parking brake when activated. To this end, the secondary conditions
the vehicle is stationary. to be satisfied are as follows:
1. Ensure current and air supply.
2. Switch the ignition ON (wait check phase).
! DANGER! 3. No error message appears. Therefore, it is
When the vehicle is stationary with the engine ensured that the high range change group is
running and a gear selected, you need simply press activated.
the accelerator in order to move the vehicle!
No gear is engaged in the main transmission.
Before leaving the vehicle with the engine running,
the transmission must be shifted into Neutral and Towing distance of max. 100 km.
the parking brake engaged.
The max. permissible towing speed depends
Activating the parking brake during travel and on a
on the rear axle ratio and the tire dimension as
smooth surface may bring the engine to a
described in Fig. 4.26 on the diagram. The
standstill. Steering assistance is then no longer
respective national specifications have to be
available!
taken into account with regard to the max.
permissible towing speed.

1328 765 101 - 2007-10 4-50


ZF-AS Tronic Installation

[i Axle] 4.8.1.12 Tow Starting


10.0
9.0
Rdyn 0.7m The engine cannot be tow started.
8.0
Rdyn 0.6m e.g. F24
7.0
Rdyn 0.5m e.g. 275/80 R22
6.0
5.0 4.8.1.13 Clutch Protection
4.0
Rdyn 0.4m e.g. 245/70 R19.5
3.0 If there is a risk of the clutch being overloaded by
2.0 several starting procedures undertaken one after
10 15 20 25 30 35 40 50 55
another in short succession or by a long period of
v[km/h]
maneuvering in too high a gear, the CL display
Fig. 4.26 029023_en
appears.
Example: iAxle = 6, Rdyn = 0.5 m
Towing speed from diagram:
NOTE
Vmax = 25 km/h
Select an operating mode in which there is no risk of
clutch overloading, for example:
Accelerate vehicle (to close the clutch).
INFORMATION
Stop.
It is totally forbidden to tow with a flange-mounted
Set off and / or maneuver in a lower gear.
propshaft or mounted stub shafts if the following
indications are present:
! DANGER!
1) One of the conditions already described is not
If the driver ignores the warning, the clutch will close
satisfied.
when the accelerator is depressed. This prevents the
2) An error message appears (140) or it cannot be
clutch from being further overloaded.
ensured that the high range change group and the
This may cause the engine to stall and rolling
main transmission are switched to NEUTRAL (i.e.
backwards downhill cannot then be ruled out.
vehicle breakdown undefined, failure of circuit
The clutch opens again when you take your foot off
and/or air supply).
the accelerator.
3) Transmission damage suspected.

To preserve the mechanical parts of the clutch


CAUTION
release mechanism, you should shift the trans-
Towing the vehicle with an activated slow range
mission to Neutral when stopping for long periods
change group or an engaged gear in the main trans-
(more than approx. 1 to 2 min., for example in
mission rapidly leads to major transmission or
queuing traffic, at traffic lights etc.). The clutch is
engine damage.
thereby closed and the clutch release mechanism
relieved.
The operator assumes the responsibility for towing
with a flange-mounted propshaft or a stub shaft
Despite the clutch being automated, the driver still
(ensuring that all the required conditions are
has considerable influence on the clutchs service
satisfied).
life.
To keep clutch wear levels as low as possible, we
If the vehicle is towed with a flange-mounted prop-
would recommend always selecting the lowest gear
shaft, prevent pollution through possible oil losses.
possible when setting off.
When towing, also observe the instructions of the
vehicle manufacturer.

1328 765 101 - 2007-10 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 Stationary/Mobile operations


speeds, the ZF-AS Tronic only allows gear shifts
which are within the speed range defined by the Depending on the type of transmission, only
vehicle manufacturer. certain gears will be available for stationary/
mobile PTO operation (refer to Section 3.1.7).
Operating mode: Manual
Gear shifts are only undertaken when the vehicle
Ensure that the engine does not exceed the is stationary. Gear changes during travel are not
permissible speed range. possible.
If the vehicle speeds up when traveling downhill,
there is no automatic shift into a higher gear. Engage PTO and select starting gear.

CAUTION The following appears on the display e.g.:


The engine may be damaged if the vehicle speeds
up when traveling downhill and the engine enters
the overspeed range.
024406

Operating mode: Automatic i.e.: PTO 1 is activated, starting gear 3 is selected


(refer to Section 2.4.4).
! DANGER!
The vehicle may speed up when traveling downhill.
To protect the engine from damage in the overspeed Stationary operations
range (red range), the system undertakes an upshift.
During stationary PTO operations, no gears can be
selected. The transmission remains in Neutral.

1328 765 101 - 2007-10 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), Switch ignition ON.
shift transmission into Neutral. Turn rotary switch to N .
Hold control lever in +.
When the rollers are running, the system
recognizes the driving vehicle function. If you Depending on the version, a 2 or 3-digit error num-
select a gear, the clutch closes. ber will appear on the display.
When the rollers are running, reverse gear can no This corresponds to the error currently active.
longer be selected.
If 4 bars are displayed in addition to the number
shown, this means: Error no. + 100 (only on a two-
! DANGER! digit display)
The vehicle may leave the rollers even if the
accelerator is not depressed.

024404 024405

4.8.1.17 System Faults (Error Messages) e. g.: Error no. 74 Error no. 174

If a screwdriver symbol appears on the display,


there is a system fault. Only restricted operations If 4 bars and 2 arrows are displayed in addition to
may be available. the number shown, this means: Error no. + 200
If a STOP and screwdriver symbol , appear on (only on a two-digit display)
the display, there is a serious system fault. Shut
down the vehicle, you must not continue driving.

The fault message and the resultant error


24391
response can be cancelled when the vehicle is
stationary via Ignition OFF , wait until the dis- e. g.: Error no. 227
play 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 Calling up inactive error numbers from the error
back on. If the fault message is still present, you memory:
will have to go to a service center.
When contacting the service center, please specify Switch ignition ON.
the error number(s). 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.

1328 765 101 - 2007-10 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 manufacturers maintenance instruc-


tions 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.

1328 765 101 - 2007-10 4-54


ZF-AS Tronic Installation

4.9 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, 1
PARTS LIST NO. MODEL SERIAL NO.
transmission, TCUs, driving programs, etc.)
2 3
constitute a perfectly matched setup.
CUSTOMER 4
SPEC. NO
The system components are defined in accordance TOTAL 5 SPEEDO 6
RATIO RATIO
with the application, and documented in a customer xn
P.T.O. N 7 n= 8
specification (consult referenced documents for the ENGINE
OLI CAPACIT OLI GRADE SEE
form). The customer specification is used in the IN LITERS 9 LUBRIC. LIST TE-ML 10

application process 023906


to specify the parts list,
to document the important application stages 1 = Transmission type with number of gears
(e.g. FMEA, agreements on safety concept, 2 = Parts list no. of transmission
malfunction responses) and 3 = Serial no. of transmission
system-interfaces (e.g. CAN). 4 = Customer order no., if known to ZF
5 = Transmission ratio
The customer specification is confirmed by the 6 = Tachometer ratio [pulse/rev.]
customer and is the basis for application approval by 7 = PTO type
ZF. 8 = PTO ratio
9 = Approx. oil volume for initial fill
In order to prevent installation approval being 10 = Name of ZF List of Lubricant
revoked as a result of system-related modifications,
modifications which impact on the transmission
system have to be clarified early on with ZF.

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 com-
puter extract.

CAUTION
Before installation, always use the parts list num-
ber 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 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 Customer: VEHICLE MANUFACTURER *COUNTRY:D M


A14 9999 501 613 ORDER NO: WITHOUT M
A90 9999 511 101 APPROVAL FOR FIRST INSTALLATION *CHECK NEEDED M
A98 9999 541 465 SPECIFICATION: a 1327 761 XXX M
J32 9999 552 740 PTO-TYPE XXX M
S02 9999 514 114 VEHICLE DATA 1: M
S04 9999 597 517 TYPE: TRUCK XXXXXXXXXX b M
S06 9999 515 188 PERM. TOTAL WEIGHT: SOLO XXT M
S08 9999 514 742 TIRE DYN: XXX* M
S10 9999 514 575 REAR AXLE: I=X.XX M
S14 9999 597 518 MANUFACTURER/ENGINE *KWXXX/XXXX*N.MXXXX/XXXX c M
S30 9999 501 366 DRAWINGS: M

S46 9999 540 616 CONNECTION DIAGRAM: 6029 711 XXX M

S48 9999 597 520 CIRCUIT DIAGRAM: 6029 713 XXX M


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

1328 765 101 - 2007-10 4-56


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

5.3 Attached Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

1328 765 101 - 2007-10 5-1


1328 765 101 - 2007-10 5-2
Ex 5.1

1328 765 101 - 2007-10


Nu am
m ple

Truck
ZF-AS Tronic

* Standard
be of
ro sp
fg

Explanation
ell
ea ing
AS rs
=

12 AS 2140 TD

12 AS 2330 TO
TC aut
= om
TC at
Tro ic t
nic ran

12
12
(A smi
S ss
+ ion
Tu W s
rn SK ys
) te Nu
ing m m
0 m be
= om ro
2 ol
Ec e fg
ea

AS
AS
= ite nt [N
A rs
Designations for AS Transmission

4 S 1 AS; m]
= 2 1
AS 2/ = = fa Te
30 142 AS cto ch
4 /16 10 r x n
1
Designation for AS transmission

2; 1/ olo
0 3 12 00 gy
= 1;

23
21
fam
2 =w
= it A S ily
NM ho 23
V ut I 3/
nt 26 Tu
ard 3; rn
er ing

5-3
3 m
4
*;
T= 1 om
Tru = en
Int t li
ck ard m
;D er Pr it
= ; od
Di uc
re
0
0

ct tf
dr am
ive ily
;O
= Va
Ov ria
er nt
dr
ive s
Ve
TD
TO

rsi
on

019016_en
Annex
ZF-AS Tronic Annex

5.2 AS Transmission Program

5.2.1 AS Transmission Program for Trucks

Designation Number of gears Torque Ratio Product family


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

16 AS 2230 TD
16 16 AS 2630 TO
200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200
under development [Nm]
024452

1328 765 101 - 2007-10 5-4


ZF-AS Tronic Annex

5.2.2 AS Transmission Program for Special Applications

Designation Number of gears Torque Ratio Transmission type


limits range
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 Ratio Transmission type


limits range
12 AS 2303 12 2 300 OD AS Rail
16 AS 2603 16 2 600 OD AS Rail

1328 765 101 - 2007-10 5-5


ZF-AS Tronic Annex

5.3 Attached Documents (only for information)

Order no. Type of document Techn. information


0501 210 854c Installation drawing Impulse sensor
0501 211 422e Installation drawing Display
0501 214 767b Installation drawing Impulse sensor (Kitas 2)
0501 215 297 Installation drawing Signal switch
1327 600 015e Installation drawing Truck, 12-speed, PF3
1327 600 016f Installation drawing Truck, 12-speed, PF3, IT
1328 600 015f Installation drawing Truck, 16-speed, PF3 / 12-speed, PF4
1328 600 016g Installation drawing Truck, 16-speed, PF3, IT / 12-speed, PF4, IT
1328 600 019 Installation drawing Clutch release mechanism (with cams)
1328 600 038b Installation drawing Heat exchanger
1328 600 043 Installation drawing Clutch release mechanism (with rolls)
1328 600 044 Installation drawing Heat exchanger
1336 600 019c Installation drawing AS Tronic mid, PF1, SAE1
1336 600 020c Installation drawing AS Tronic mid, PF1, SAE2
1336 600 021b Installation drawing AS Tronic mid, PF2, SAE1
1336 600 022b Installation drawing AS Tronic mid, PF2, SAE2
1336 600 041a Installation drawing Heat exchanger AS Tronic mid
6006 629 032 Installation drawing Rotary switch
6006 639 002b Installation drawing 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 Installation drawing ZF range selector module / ZF extension module
6090 601 031 Installation drawing PTO NH/1 (PF3+4)
6090 601 045a Installation drawing PF 1+2 with NH/1
6090 604 024 Installation drawing PTO NH/4 (PF3+4)
6090 604 036a Installation drawing PF 1+2 with NH/4
6091 610 003e Installation drawing PTO NAS/10 (PF3+4)
6091 611 001b Installation drawing PF 1+2 with NM AS/10
6091 615 007 Installation drawing PTO with emergency steering pump (PF3+4)
6091 618 001 Installation drawing PF 1+2 with NM AS/PL

1328 765 101 - 2007-10 5-6


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Nur zur Information / For information only

N u
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u r In f
or ma ti o n / F o r i nf o rm a
it on o
n ly

Nur zur Information / For information only


Nur zur Information / For information only

N u
r z
u r In f
or ma ti o n / F o r i nf o rm a
it on o
n ly

Nur zur Information / For information only


Nur zur Information / For information only

N u
r z
u r In f
or ma ti o n / F o r i nf o rm a
it on o
n ly

Nur zur Information / For information only


Nur zur Information / For information only

N u
r z
u r In f
or ma ti o n / F o r i nf o rm a
it on o
n ly

Nur zur Information / For information only


n ly
n o
ait o
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/ F
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a t
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In f
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N u
n ly
n o
ait o
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or
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In f
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N u
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n o
ait o
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i nf
or
/ F
i on
a t
or m
In f
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N u
n ly
n o
ait o
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i nf
or
/ F
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a t
or m
In f
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n o
ait o
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i nf
or
/ F
i on
a t
or m
In f
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n o
ait o
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i nf
or
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In f
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ait o
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ait o
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or
/ F
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a t
or m
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In f
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1 2 3 4 5 6 7 8 9
1 2 KL.30
KL.30

y
F 1 ?1 0 A

l
1 2

n
KL.15
KL.15

o
F 2 ?1 0 A

io n
t
clutch actuator
with clutch

a
11 1 4 5
position sensor
ADVP1 VPI VPE1 VPE2 clutch engage quick
8
ADS3 Y14

m
clutch engage slow

r
7
ADS1 Y15
clutch disengage quick

o
9 12
SD ADS4 Y16

f
clutch disengage slow
9

in
ADS2 Y17
10 A4
SDP

r
TCU 15
power supply sensor
AU 5V

o
signal clutch sensor
10
7 A1 EU1 0-5V

F
SDEF

Connector X1b
connector X1a
3
CANF2-H (-) (-) (-)
6

20 pin Kostal

20 pin Kostal
CANF2-L

n
ground
16
VM1

io
ground
17

t
VM2
sensor ground
20

a
VMGA1

r m
18 1
ADVP UE

o
18
VMHF1 A11

f
19 11 4
VMHF2 EF A1

n
? 8 6 2 U0

I
CANF-H CANF1-H VMGA2
A23 CANF-L
? 12
CANF1-L
sensor output speed

r
? 14
CANF-H+ CANF1-H+
? 13

u
CANF-L+ CANF1-L+
15
CANF1-T

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

u r
?

A21 VP
? 2

N
K SDDK
VM
VM1 VM2 VM3
?
16 17 20
diagnosis interface

KL31 KL.31

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
b 08.08.07 Nal Bearbeit. Drawn 28.01.98 MOLLNAU
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 14.01.98 NAULIN
ASTRONIC 2 MAN NT STROMLAUFPLAN
original copy
nderungen / Modifications CIRCUIT DIAGRAM 6029.713.025_B 1 2 2
1 2 3 4 5 6 7 8 9

n ly
Stecker/Plug

n o
io
ZF-Kabel

t
ZF-Harness A 1 ZF Getriebesteller Elektronik TCU transmission control unit
A 4 Kupplungssteller mit Sensorik clutch actuator with clutch position sensor
Polbildansicht

a
View of pin pattern
A11 Drehzahlgeber Abtrieb sensor output speed

r m
Polbild zu A1
POLBILD A21 Diagnoseschnittstelle nach DIN ISO 9141 diagnostic interface DIN ISO 9141

fo
X1A/X1B
zu A11/A14 A23 Fahrzeug CAN-Schnittstelle CAN vehicle interface

1 2

n
3 5 2

i
6 4 9 4 3 F 1 Sicherung 10A (Kl.30) Fuse 10A
7 8 1 F 2 Sicherung 10A (Kl.15) Fuse 10A
10 12 14
11 13

r
15 16 17
18 19 20 DIN Baj. Y14 MV Kuppl. schliessen schnell (Entlueften) sol. valve clutch engage fast

o
4-pin Y15 MV Kuppl. schliessen langsam (Entlueften) sol. valve clutch engage slow
Y16 MV Kuppl. oeffnen schnell (Belueften) sol. valve clutch disengage fast

F
Kostal Y17 MV Kuppl. oeffnen langsam (Belueften) sol. valve clutch disengage slow
20-pin

n /
t i o
m a
f or
r In
z u
u r
N
Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
b 08.08.07 Nal Bearbeit. Drawn 28.01.98 MOLLNAU
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 15.01.98 NAULIN
ASTRONIC 2 MAN NT STROMLAUFPLAN
original copy
nderungen / Modifications CIRCUIT DIAGRAM 6029.713.025_B 2 2 2
1 2 3 4 5 6 7 8 9
1 2 KL.30
KL.30

y
F1

l
10A

1 2
Remarks:

n
KL.15
KL.15 **pin assignment for the special design of

o
F2 10A shift unit with 18pin connector:
shift lever
tip switch X1a: pin 19,20 cancelled

n
2 1
10 X1b: pin 19,20 cancelled,
ED1

o
11
ED2 VPE EDVP pin 2 => sensor ground VMGA1

i
connector X36b

connector X36a
12 7

15 pin AMP J.P.T


A2

9 pin AMP J.P.T


ED3 CANF-H+

t
13 6
ED4 CANF-H
14 8 display clutch actuator

a
ED5 CANF-L 8
9 with clutch
CANF-L+ 3
2 11 (+) Lighting
EDM1 CANF-T position sensor
3 A5

m
EDM2 4 11 1 4 5
4

r
EDM3
5 ADVP1 VPI VPE1 VPE2
EDM4 6 9 8 clutch engage quick
6 A36 optional SD ADS3 Y14

fo
A45 7
EDM5
8
EDM6 shift lever module 10
SDP ADS1
7 clutch engage slow
Y15
EDM7

n
9
EDM8 12 clutch disengage quick

i
15 ADM1 VPS1 VM1 VM2 7 ADS4 Y16
VMG SDEF
shift lever 14 3 17 18 9 clutch disengage slow

r
relay ADS2 Y17
rotary switch reverse
? 18
light VMHF1 A4

o
A23 ? 19

connector X1a

connector X1b
VMHF2
15 power supply sensor

F
switch E13 CANF1-H
? 8
CANF1-H
AU 5V
kick down ? 12

/
CANF1-L CANF1-L 10 signal clutch sensor

20 pin Kostal

20 pin Kostal
EU1 0-5V
relay relay CANF1-H+ ? 14
S2 PTO 1 PTO 2
CANF1-L+ ? 13
CANF1-H+

n
CANF1-L+
(-) (-) (-)
15

o
E11 E12 CANF1-T

t i
10 11 12 13 14 14 3 15 4 16 5 CAN vehicle interface 16 ground
VM1

a
ED1 ED2 ED3 ED4 ED5 ADM1 VPS1 ADM2 VPS2 ADM3 VPS3
2
*
details shown
VM2
17 ground
VPE TCU

m
on page 2 20 sensor ground
connector X50b

1 VMGA1
15 pin AMP J.P.T

connector X50a

r
EDVP
18 pin AMP J.P.T

**(2)
A1

o
7
CANF-H+

f
9
A50 CANF-L+
6 3 18 1
CANF-H CANF2-H ADVP UE

In
ZF-extension module CANF-L
8 6
CANF2-L A11
11 11 4
CANF-T EF A2

r
6 2
VMGA2 U0

u
EDM1 EDM2 EDM3 EDM4 EDM5 EDM6 EDM7 EDM8 ADVP VMG VM1 VM2

z
2 3 4 5 6 7 8 9 1 15 17 18
output
don't supply speed sensor

r
switch Kl.30 this circuit via
PTO 2-

u
switch
acknowledge F1 or F2
PTO 2
warning-
reqest
buzzer
1

N
S13 S14
VP K
2 2 switch
switch switch
H9 A21 SDDK
S12 gear neutral
PTO 1- PTO 1-
door-
request acknowledge VM1 VM2 VM3
switch
3
16 17 20
diagnosis interface 1
S4 S5 S8 **

E17
Kl.31
KL.31

starter interlock circuit

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 07-09-12 Nal Bearbeit. Drawn 05-04-07 Mollnau
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 05-04-07 Naulin
AS 2 Standard LKW Stromlaufplan
original copy standard truck
nderungen / Modifications Circuit Diagram 6029.713.157_A 1 2 2
1 2 3 4 5 6 7 8 9

y
A 1 ZF Getriebesteller Elektronik TCU transmission control unit

l
A 2 Fahrschalter (Tippschalter) shift lever (tip switch)
A45 Fahrschalter (Drehschalter) shift lever (rotary switch)

n
A 4 Kupplungssteller mit Sensorik clutch actuator with clutch position sensor
A 5 Display display

o
A11 Drehzahlgeber Abtrieb sensor output speed
Stecker/Plug

n
ZF-Kabel A21 Diagnoseschnittstelle nach DIN ISO 9141 diagnostic interface DIN ISO 9141

o
ZF-Harness A23 Fahrzeug CAN-Schnittstelle CAN vehicle interface

i
Polbildansicht

t
View of pin pattern A36 Fahrschaltermodul shift lever module
A50 ZF-Erweiterungsmodul ZF-extension module

a
POLBILD Polbild zu A1

m
zu A36a/A50a POLBILD POLBILD POLBILD POLBILD
X1A/X1B F 1 Sicherung 10A (Kl.30) fuse 10A

r
zu A2a zu A2b zu A5 zu A21 F 2 Sicherung 10A (Kl.15) fuse 10A

fo
3 6 9 12 15 18
2 5 8 11 14 17 3 6 9 12 15 3 6 9 8 7 6 3
1 4 7 10 13 16 1 2 2 5 8 6 5 5 2
3 5 2 5 8 11 14
4 3 H 9 Warnsummer warning buzzer
1 4 7 4 1

n
6 4 9 1 4 7 10 13 2 1 E11 PTO 1 Relais PTO 1 relay
7 8

i
JPT 3-reihig 10 12 14 E12 PTO 2 Relais PTO 2 relay
11 13
18-pin 15 16 17 JPT 3-reihig JPT 3-reihig AMP JPT AMP M-N-L E13 Rckfahrscheinwerfer reverse light

r
18 19 20 15-pin 9-pin 8-pin 6-pin E17 Anlassspereinrichtung starter interlock circuit

o
S 2 Schalter Kick down switch kick down
POLBILD Kostal Abhngig von S 4 Schalter Nebenabtrieb 1 switch PTO 1

F
zu A36b/A50b 20-pin POLBILD S 5 SchalterNebenabtrieb 1 Rckmeldung switch PTO 1 acknowledge
Getriebesteller
variante zu A45 S 8 Tuerschalter door switch

/
3 6 9 12 15 dependent by S13 Schalter Nebenabtrieb 2 switch PTO 2
9 6 3
2 5 8 11 14 shift unit model S14 SchalterNebenabtrieb 2 Rckmeldung switch PTO 2 acknowledge
1 4 7 10 13 8 5 2
3 2 1

n
7 4 1
7 6 5 4
Y14 MV Kuppl. schliessen schnell (Entlueften) sol. valve clutch engage fast

o
JPT 3-reihig 11 10 9 8
Y15 MV Kuppl. schliessen langsam (Entlueften) sol. valve clutch engage slow

i
15-pin 15 14 13 12 JPT 3-reihig Y16 MV Kuppl. oeffnen schnell (Belueften) sol. valve clutch disengage fast

t
18 17 16 9-pin
Y17 MV Kuppl. oeffnen langsam (Belueften) sol. valve clutch disengage slow

a
Kostal Kuppl.
18-pin

or m
f
Getriebestellerelektronik TCU Getriebestellerelektronik TCU
konfiguriert CAN end-user konfiguriert CAN mid-user

In
als CAN-Bus-Endteilnehmer als CAN-Bus-Mittelteilnehmer

r
*

u
8 CANF1-H CAN-H 8 CANF1-H CAN-H (ECU A)
CAN-H A23

z
A23 14 CANF1-H+ frei/ spare CAN-H 14 CANF1-H+ CAN-H (ECU B)
Busabschlu- 120 Busabschlu- Fahrzeug-

r
120
widerstand/ Ohm
Fahrzeug- widerstand/ Ohm
terminating
verkabelung/ verkabelung/

u
terminating
resistor 15 CANF1-T 15 CANF1-T frei/ spare
resistor
vehicle harness vehicle harness

N
13 CANF1-L+ 12 CANF1-L CAN-L (ECU A)
CAN-L 12 CANF1-L CAN-L CAN-L 13 CANF1-L+ CAN-L+ (ECU B)

18 VMHF1 HF-ground optional 18 VMHF1 HF-ground optional


HF-ground 19 VMHF2 HF-ground optional HF-ground 19 VMHF2 HF-ground optional

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 07-09-12 Nal Bearbeit. Drawn 05-04-07 Mollnau
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 05-04-07 Naulin
AS 2 Standard LKW Stromlaufplan
original copy standard truck
nderungen / Modifications Circuit Diagram 6029.713.157_A 2 2 2
1 2 3 4 5 6 7 8 9
WA:+Z/1.3 900
1 EDVP A36
WX:+B/1.3 901 A21 WX:+B/1.3 901
2 VPE AU 1 A2
1 (+) Diagnose WF:RF+/1.2 920
WK:K/1.3 907 3 VPS1 EDM1 2 RC

y
2 K diagnosis
902 4 EDM2 3 R

l
WY:-/1.3 3 (-)
ZF-Erweiterungs Modul 5 EDM3 4 N
X21 4 L X50A:7/1.1 -RT1

n
ZF-extension module 6 CANF-H EDM4 5 D
5 Pog
7 EDM5 6 DC
6 X50A:9/1.1 -SW1

o
8 CANF-L 7
X36A:11/1.6 950
900 WA:+Z/1.3 X36 9 CANF-L+ 8
EDVP 1
901 WX:+B/1.3
X21 10 9
VPE 2

n
X36A:9/1.6 950
503 X80:12/2.2 11 CANF-T ED1 10 T+
VPS1 3
12 ED2 11 T-

o
VPS2 4
13 ED3 12 T 0-pos.

i
VPS3 5 WG:RF-/1.2 921
-RT 14 ADM1 ED4 13 A/M

t
CANF-H 6 X19:3/1.6
-RT1 X36A:6/1.6 15 ED5 14 A/M 0-pos.
CANF-H+ 7 LX21

a
-SW X19:6/1.6 16 VMG 15
CANF-L 8 WE:-/1.3 902
-SW1 X36A:8/1.6 Display 17 VM1
CANF-L+ 9 WY:-/1.3 902
EU 10
display 18 VM2 X36B Fahrschalter

m
shift lever
CANF-T 11

r
VMHF1 12 X50A LX36 A5 X36A Fahrschalter Modul
1 shift lever module
VMHF2 13

fo
514 X80:13/2.2 2
ADM1 14 WZ:+Bel/1.2 948
515 X80:14/2.2 3 +Bel.
ADM2 15 WT:SD/1.2 917
516 X80:15/2.2 4 SD

n
ADM3 16
902 5

i
VM1 17 WY:-/1.3 X5 902
902 WE:-/1.3 6 VM
VM2 18 WE:-/1.3
7 ZF Getriebesteller Elektronik

r
WJ:+A/1.2 906 TCU transmission control unit
8 VP
A50 X50A

o
X5
521 LX5 907 907 900 A1

F
ADVP 1 X80:10/2.2 WK:K/1.3 1 1 X1:2/1.8 X20:7/1.7 1 VPI
522 X80:16/2.2 WC:+B/1.3 901 901 X1:4/1.8 X20:1/1.7 907
EDM1 2 2 2 2 SDDK

/
523 X80:17/2.2 X50A:6/1.1 -RT -RT X1:3/1.8 X20:3/1.7 -RT
EDM2 3 3 3 3 CANF2-H
524 X80:18/2.2 WX:+B/1.3 901 901 X1:5/1.8 X20:2/1.7 901
EDM3 4 4 4 4 VPE1
525 X80:19/2.2 WU:EF/1.2 918 918 X1:7/1.8 X20:4/1.7 901
EDM4 5 5 5 5 VPE2

n
526 X80:20/2.2 X50A:8/1.1 -SW -SW X1:6/1.8 X20:6/1.7 -SW
EDM5 6 6 6 6 CANF2-L
WA:+Z/1.3 900 900 X1:1/1.8 X20:5/1.7 918
EDM6 7 KN1 LX19 7 7 LX 1 7 SDEF

o
WR:CH/1.2 -GE1 -GE1 X1:8/1.8 X20:8/1.7 -GE1

i
EDM7 8 8 8 8 CANF1-H
917 917 X20:9/1.7 917

t
EDM8 9 WT:SD/1.2 9 9 X1:9/1.8 9 SD
901 X19 X20 X1 919
X50A:2/1.1 X20:14/1.7
ED1 10 X50B WX 10 10
905 906
10 SDP

a
ED2 11 X36A:2/1.6 +B 11 11 X1:18/1.8 X20:15/1.7 11 ADVP
X19:4/1.6 WY:-/1.3 902 902 X1:16/1.8 X20:13/1.7 -GN1
ED3 12 12 12 12 CANF1-L
X21:1/1.3 WS:CL/1.2 -GN1 -GN1 X1:12/1.8 X20:18/1.7 -GN2
ED4 13 13 13 13 CANF-1L+
LX80

m
X80:2/2.2 919 X1:10/1.8 X20:17/1.7 -GE2
ED5 14 14 14 14 CANF1-H+

r
535 X80:11/2.2 WJ:+A/1.2 906 906 X1:11/1.8
VMG 15 901 X80:1/2.2 X80/2.1 15 15 15 CANF1-T
X19:2/1.6
WC WE:-/1.3 902
16 16
902 X1:17/1.8 X20:12/1.7 902
16 VM1

o
+B WP:CH+/1.2 -GE2 -GE2 X1:14/1.8 X20:16/1.7 902
X50B 17 17 17 VM2

f
WQ:CL+/1.2 -GN2 -GN2 X1:13/1.8 X20:11/1.7 905
900 X50A:1/1.1 18 18 18 VMHF1
918 WA Polbild 19 VMHF2

In
X19:5/1.6 X36A:1/1.6
X80:5/2.2
WU X19:7/1.6
+Z
X19 X20 zu X1 20 VM3
EF
-GE1 X80:3/2.2
X19:8/1.6
WR X1

r
X18:1/2.2 CH 3
1 2
5

u
-GN1 X19:13/1.6 6 4 9

X18:3/2.2
WS 907 X21:2/1.3
WK 10
7
12
8
14
POLBILD
CL zu X21

z
X19:1/1.6 11 13
K POLBILD Polbild Polbild 15 16 17
-GE2 X19:17/1.6 X80:6/2.2
WP zu X36A/X50A zu X19 zu X20 18 19 20

r
X18:2/2.2 CH+ 902 6 3
X50A:17/1.1
-GN2 X19:18/1.6 X36A:18/1.6
WY 3 6 9 12 15 18 5 2
WQ

u
- Abhngig von 4 1
X18:4/2.2 X19:12/1.6 2 5 8 11 14 17
17 18 18 17
Kostal
CL+ 1 4 7 10 13 16 15 16 20-pin Getriebesteller
16 15
948 X21:3/1.3 13 14 Variante
X5:3/1.5 14 13
WZ

N
X80:22/2.2 11 12 AMP M-N-L
12 11 dependent by
X80:4/2.2 +Bel JPT 3-reihig 9 10 10 9 6-pin
18-pin
7 8
8 7 shift unit model
917 X5:4/1.5 902 X80:21/2.2 5 6

X19:9/1.6
WT X19:16/1.6
WE LX18 3 4
1 2
6
4
5
3 3 2 1
SD - POLBILD
X50A:18/1.1 X18/2.1 POLBILD 2 1 7 6 5 4
906 X5:8/1.5 zu X5
X19:15/1.6
WJ X5:6/1.5 zu X36B/X50B AMP JPT
18-pin
AMP JPT
11 10 9 8
8 7
+A X36A:17/1.6 18-pin
15 14 13 12
3 6 9 12 15 6 5
920 X36A:3/1.6 18 17 16

X80:8/2.2
WF 922 H<1
2 5 8 11 14 4
2
3
1
RF+
X80:7/2.2
WH 1 4 7 10 13

921 X36A:14/1.6 FSN


X80:9/2.2
WG JPT 3-reihig
Kostal Kuppl.
18-pin
AMP JPT
8-pin
RF- 15-pin

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 12.09.07 Nal Bearbeit. Drawn 17.01.06 MOLLNAU
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 17.01.06 MOLLNAU
AS 2 Standard LKW ANSCHLUSSPLAN
original copy standard truck
nderungen / Modifications CONNECTION DIAG. 6029.713.158_A 1 2 2
1 2 POLBILD 3 4 5 6 7 8 9
POLBILD
zu X80
zu X80A
22 21
21 22
20 19
19 20

y
18 17 17 18 Kl.30

l
16 15 15 16
14 13 13 14
12 11 11 12 Kl.15

n
10 9 9 10
8 7 7 8
5 6

o
6 5
4 3 3 4
1 2
F1 10A F2 10A
2 1
AMP JPT

n
AMP JPT
22-pin
22-pin

o
901

i
WC:+B/1.3 1 <- BORDNETZ(Kl.30) vehicle electr.circuit(+30) 1
901 A13 A14

t
WX:+B/1.3 2 <- BORDNETZ(Kl.30) vehicle electr.circuit(+30) 2
WA:+Z/1.3 900
3 <- BORDNETZ(Kl.15) vehicle electr.circuit(+15) 3

a
WZ:+Bel/1.2 948 Sensor
4 <- (+) BEL. DISPLAY (+) lighting display 4 Tachograph
WU:EF/1.2 918 optional output speed
5 <- ABTRIEBSDREHZAHL signal output speed 5
WK:K/1.3 907 D3orB7
6 <-> K-LEITUNG K-Line 6

m
WH:FSN/1.3 922
7 7

r
WF:RF+/1.2 920
8 -> RCKLICHT + reverse light + 8
WG:RF-/1.2 921
9 -> RCKLICHT - reverse light(-) 9

fo
X50B:1/1.1 521
10 -> ADVP ADVP 10
X50B:15/1.1 535
11 -> WARNSUMMER warning buzzer 11
X50A:3/1.1 503

n
12 VPS1 VPS1 12
514

i
X80/1.5 X50A:14/1.1 13 -> RELAIS PTO 1 relay PTO 1 13
X50A:15/1.1 515
"X17/BN" 14 -> RELAIS PTO 2 relay PTO 2 14
516

r
X50A:16/1.1 15 15
X50B:2/1.1 522
16 <- PTO 1 ANFORDERUNG request PTO 1 16

o
X50B:3/1.1 523
17 <- PTO 2 ANFORDERUNG request PTO 2 17
X50B:4/1.1 524
18 <- PTO 1 RCKMELDUNG switch acknowledge PTO 1 18
525 E12 E11 E13

F
X50B:5/1.1 19 <- PTO 2 RCKMELDUNG switch acknowledge PTO 2 19
X50B:6/1.1 526
20 <- TRSCHALTER door switch 20

/
WE:-/1.3 902
21 <- BORDNETZ(Kl.31) vehicle electr.circuit(-) 21
WY:-/1.3 902
22 <- BORDNETZ(Kl.31) vehicle electr.circuit(-) 22

n
X80 X80A

i o
S8 S5 S4 H9

at
or m
f
S14 S13

In
CAN

r
vehicle interface A23

WR:CH/1.2 -GE1

z u1 CANF1-H 1

r
WP:CH+/1.2 -GE2
2 CANF1-H+ 2
WS:CL/1.2 -GN1

u
3 CANF1-L 3
WQ:CL+/1.2 -GN2
X18/1.5 4 CANF1-L+ 4
"X18/CAN" 5 VMHF-1 5

N
6 VMHF-2 6

X18 POLBILD POLBILD X18A


zu X18 zu X18A

6 5
4 3
5
3
6
4 A23
2 1 1 2

AMP JPT AMP JPT


6-pin 6-pin
Kl.31

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 12.09.07 Nal Bearbeit. Drawn 17.01.06 MOLLNAU
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 17.01.06 MOLLNAU
AS 2 Standard LKW ANSCHLUSSPLAN
original copy standard truck
nderungen / Modifications CONNECTION DIAG. 6029.713.158_A 2 2 2
1 2 3 4 5 6 7 8 9
1 2 KL.30
KL.30

y
F1

l
10A
Remarks:
1 2 **pin assignment for the special design of

n
KL.15
KL.15
shift unit with 18pin connector:

o
F2 10A

X1a: pin 19,20 cancelled

n
relay
X1b: pin 19,20 cancelled,
shift lever pin 2 => sensor ground VMGA1

o
neutral

i
shift lever E41

t
rotary switch display
13 6 7 clutch actuator

a
8
A45 ADM VPE EDVP 3 with clutch
1 1 4 (+) Lighting

15 pin AMP J.P.T


connector X2b

connector X2a
position sensor

9 pin AMP J.P.T


RM EDM CANF-H+
3 3 3 A5

m
R
5 5
EDM A2 CANF-H
1
4 11 1 4 5

r
N EDM CANF-L
don't supply 2 2 2 ADVP1 VPI VPE1 VPE2
this circuit via
D
4 4
EDM shift lever CANF-L+
14
6 9
SD ADS3
8 clutch engage quick
Y14

fo
DM
6 6
EDM CANF-Ra
15
optional
F1 or F2
VM VM CANF-Rb 10 7 clutch engage slow
7 7 SDP ADS1 Y15
N_DS EDM

n
e41 AD1 VM3 VM2 12 clutch disengage quick

i
7 ADS4 Y16
9 12 8 SDEF
relay
9 clutch disengage slow

r
reverse
light
ADS2 Y17
? 18
S12 VMHF1 A4

o
A23 ? 19

connector X1a

connector X1b
VMHF2
E13 15 power supply sensor

F
? 8 AU 5V
CANF1-H CANF1-H
relay ? 12

/
CANF1-L CANF1-L 10 signal clutch sensor

20 pin Kostal

20 pin Kostal
starter interlock
EU1 0-5V
E17 relay
PTO 1
relay
PTO 2
CANF1-H+ ? 14
CANF1-H+
CANF1-L+ ? 13

n
CANF1-L+
(-) (-) (-)
15

o
E11 E12 CANF1-T

t i
10 11 12 13 14 14 3 15 4 16 5 CAN vehicle interface 16 ground
VM1

a
ED1 ED2 ED3 ED4 ED5 ADM1 VPS1 ADM2 VPS2 ADM3 VPS3
connector X50a 2
*
details shown
VM2
17 ground
VPE TCU

m
18 pin AMP J.P.T on page 2 20 sensor ground
connector X50b

1 VMGA1
15 pin AMP J.P.T

r
EDVP
A1 **(2)

o
7
CANF-H+

f
9
A50 CANF-L+
6 3 18 1
CANF-H CANF2-H ADVP UE

In
ZF-extension module CANF-L
8 6
CANF2-L A11
11 11 4
CANF-T EF A2

r
6 2
VMGA2 U0

u
EDM1 EDM2 EDM3 EDM4 EDM5 EDM6 EDM7 EDM8 ADVP VMG VM1 VM2

z
2 3 4 5 6 7 8 9 1 15 17 18
output
speed sensor

r
switch Kl.30
PTO 2-

u
switch
acknowledge
PTO 2
reqest
1

N
S13 S14 warning-
VP K
2 2
switch switch
buzzer A21 SDDK
PTO 1-
request
PTO 1-
acknowledge
door- H9
switch VM1 VM2 VM3
3
16 17 20
diagnosis interface
S4 S5 S8 **

Kl.31
KL.31

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 07-09-12 Nal Bearbeit. Drawn 06-06-20 Mollnau
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 05-04-07 Naulin
AS 2 Standard LKW Stromlaufplan
original copy standard truck
nderungen / Modifications Circuit Diagram 6029.713.163_A 1 2 2
1 2 3 4 5 6 7 8 9

y
A 1 ZF Getriebesteller Elektronik TCU transmission control unit

l
A 2 Fahrschalter shift lever
A45 Fahrschalter (Drehschalter) shift lever (rotary switch)

n
A 4 Kupplungssteller mit Sensorik clutch actuator with clutch position sensor
A 5 Display display

o
A11 Drehzahlgeber Abtrieb sensor output speed
Stecker/Plug

n
ZF-Kabel A21 Diagnoseschnittstelle nach DIN ISO 9141 diagnostic interface DIN ISO 9141

o
ZF-Harness A23 Fahrzeug CAN-Schnittstelle CAN vehicle interface

i
Polbildansicht A50 ZF-Erweiterungsmodul ZF-extension module

t
View of pin pattern

a
POLBILD Polbild zu A1

m
zu A50a POLBILD POLBILD POLBILD POLBILD
X1A/X1B F 1 Sicherung 10A (Kl.30) fuse 10A

r
zu A2a zu A2b zu A5 zu A21 F 2 Sicherung 10A (Kl.15) fuse 10A

fo
3 6 9 12 15 18
2 5 8 11 14 17 3 6 9 12 15 3 6 9 8 7 6 3
1 4 7 10 13 16 1 2 2 5 8 6 5 5 2
3 5 2 5 8 11 14
4 3 H 9 Warnsummer warning buzzer
1 4 7 4 1

n
6 4 9 1 4 7 10 13 2 1 E11 PTO 1 Relais PTO 1 relay
7 8

i
JPT 3-reihig 10 12 14 E12 PTO 2 Relais PTO 2 relay
11 13
18-pin 15 16 17 JPT 3-reihig JPT 3-reihig AMP JPT AMP M-N-L E13 Rckfahrscheinwerfer reverse light

r
18 19 20 15-pin 9-pin 8-pin 6-pin E17 Anlasssperrrelais starter interlock
E41 Relais Fahrschalter Neutral relay shift lever neutral

o
POLBILD Kostal Abhngig von S 2 Schalter Kick down switch kick down

F
zu A50b 20-pin POLBILD S 4 Schalter Nebenabtrieb 1 switch PTO 1
Getriebesteller
variante zu A45 S 5 SchalterNebenabtrieb 1 Rckmeldung switch PTO 1 acknowledge

/
3 6 9 12 15 dependent by S 8 Tuerschalter door switch
9 6 3
2 5 8 11 14 shift unit model S12 Schalter Neutral switch neutral
1 4 7 10 13 8 5 2
3 2 1 S13 Schalter Nebenabtrieb 2 switch PTO 2

n
7 4 1
7 6 5 4 S14 SchalterNebenabtrieb 2 Rckmeldung switch PTO 2 acknowledge

o
JPT 3-reihig 11 10 9 8

i
15-pin 15 14 13 12 JPT 3-reihig Y14 MV Kuppl. schliessen schnell (Entlueften) sol. valve clutch engage fast

t
18 17 16 9-pin
Y15 MV Kuppl. schliessen langsam (Entlueften) sol. valve clutch engage slow
Y16 MV Kuppl. oeffnen schnell (Belueften) sol. valve clutch disengage fast

a
Y17 MV Kuppl. oeffnen langsam (Belueften) sol. valve clutch disengage slow
Kostal Kuppl.
18-pin

or m
f
Getriebestellerelektronik TCU Getriebestellerelektronik TCU
konfiguriert CAN end-user konfiguriert CAN mid-user

In
als CAN-Bus-Endteilnehmer als CAN-Bus-Mittelteilnehmer

r
*

u
8 CANF1-H CAN-H 8 CANF1-H CAN-H (ECU A)
CAN-H A23

z
A23 14 CANF1-H+ frei/ spare CAN-H 14 CANF1-H+ CAN-H (ECU B)
Busabschlu- 120 Busabschlu- Fahrzeug-

r
120
widerstand/ Ohm
Fahrzeug- widerstand/ Ohm
terminating
verkabelung/ verkabelung/

u
terminating
resistor 15 CANF1-T 15 CANF1-T frei/ spare
resistor
vehicle harness vehicle harness

N
13 CANF1-L+ 12 CANF1-L CAN-L (ECU A)
CAN-L 12 CANF1-L CAN-L CAN-L 13 CANF1-L+ CAN-L+ (ECU B)

18 VMHF1 HF-ground optional 18 VMHF1 HF-ground optional


HF-ground 19 VMHF2 HF-ground optional HF-ground 19 VMHF2 HF-ground optional

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 07-09-12 Nal Bearbeit. Drawn 06-06-20 Mollnau
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 05-04-07 Naulin
AS 2 Standard LKW Stromlaufplan
original copy standard truck
nderungen / Modifications Circuit Diagram 6029.713.163_A 2 2 2
1 2 3 4 5 6 7 8 9
X50A:9/1.1 -SW1
WX:+B/1.3 901 1 CANF-L
1 (+) Diagnose
WK:K/1.3 907 2 CANF-L+

y
2 K diagnosis X50A:7/1.1 -RT1
902 3 CANF-H

l
WY:-/1.3 3 (-) 401 401
4 CANF-H+ RC 1 X45:1/1.8 X2B:1/1.7 1 RC
ZF-Erweiterungs Modul X21 4 L 402 X45:2/1.8 X2B:2/1.7 402

n
5 D 2 2 D
ZF-extension module 5 Pog WX:+B/1.3 901 403 X45:3/1.8 X2B:3/1.7 403
6 VPE R 3 3 R
6 WA:+Z/1.3 900 404 X45:4/1.8 X2B:4/1.7 404

o
7 EDVP DC 4 4 DC
WY:-/1.3 902 405 X45:5/1.8 X2B:5/1.7 405
900 WA:+Z/1.3 X2 8 VM2 N 5 X2B X45 5 N
EDVP 1
901 WX:+B/1.3
X21 WF:RF+/1.2 920
9 AD1 VM 6
406 X45:6/1.8 X2B:6/1.7 406
6 VM
VPE 2 A21

n
407 X45:7/1.8 X2B:7/1.7 407
503 X80:12/2.2 10 N_DS 7 7 N_DS
VPS1 3
11 A2 8 8

o
VPS2 4 WG:RF-/1.2 921
12 VM3 9 9

i
VPS3 5 WH:FSN/1.3 922
-RT 13

t
CANF-H 6 X19:3/1.6 950
X2A:15/1.6
CANF-H+ 7
-RT1 X2A:3/1.6
LX21 X2A:14/1.6 950
14 CANF-Ra X2B X45

a
-SW X19:6/1.6 15 CANF-Rb
CANF-L 8
-SW1 X2A:1/1.6
CANF-L+ 9
EU 10 X2A

m
CANF-T 11 A5 Fahrschalter
A45

r
1 shift lever
VMHF1 12 X50A LX 2 2
VMHF2 13 948 Fahrschalter (Drehschalter)

fo
514 WZ:+Bel/1.2 3 +Bel.
ADM1 14 X80:13/2.2 917 shift lever (rotary switch)
515 WT:SD/1.2 4 SD
ADM2 15 X80:14/2.2
516 X80:15/2.2 X5 5

n
ADM3 16 WE:-/1.3 902
902 6 VM

i
VM1 17 WY:-/1.3
902 WE:-/1.3 7
VM2 18 WJ:+A/1.2 906
8 VP ZF Getriebesteller Elektronik

r
A50 X50A X5
Display TCU transmision control unit

o
521 LX5 907 907 900

F
ADVP 1 X80:10/2.2 WK:K/1.3 1 1 X1:2/1.8 X20:7/1.7 1 VPI
522 X80:16/2.2 WC:+B/1.3 901 901 X1:4/1.8 X20:1/1.7 907
EDM1 2 2 2 2 SDDK

/
523 X80:17/2.2 X50A:6/1.1 -RT -RT X1:3/1.8 X20:3/1.7 -RT
EDM2 3 3 3 3 CANF2-H
524 X80:18/2.2 WX:+B/1.3 901 901 X1:5/1.8 X20:2/1.7 901
EDM3 4 4 4 4 VPE1
525 X80:19/2.2 WU:EF/1.2 918 918 X1:7/1.8 X20:4/1.7 901
EDM4 5 5 5 5 VPE2

n
526 X80:20/2.2 X50A:8/1.1 -SW -SW X1:6/1.8 X20:6/1.7 -SW
EDM5 6 6 6 6 CANF2-L
EDM6 7 LX50 KN1 LX19 WA:+Z/1.3 900
7 7
900 X1:1/1.8
LX 1 X20:5/1.7 918
7 SDEF

o
WR:CH/1.2 -GE1 -GE1 X1:8/1.8 X20:8/1.7 -GE1

i
EDM7 8 8 8 8 CANF1-H
917 917 X20:9/1.7 917

t
EDM8 9 WT:SD/1.2 9 9 X1:9/1.8 9 SD
901 X19 X20 X1 919
X50A:2/1.1 X20:14/1.7
ED1 10 X50B WX 10 10
905 906
10 SDP
A1

a
ED2 11 X2A:6/1.6 +B 11 11 X1:18/1.8 X20:15/1.7 11 ADVP
X19:4/1.6 WY:-/1.3 902 902 X1:16/1.8 X20:13/1.7 -GN1
ED3 12 12 12 12 CANF1-L
X21:1/1.3 WS:CL/1.2 -GN1 -GN1 X1:12/1.8 X20:18/1.7 -GN2
ED4 13 13 13 13 CANF1-L+
LX80

m
X80:2/2.2 919 X1:10/1.8 X20:17/1.7 -GE2
ED5 14 14 14 14 CANF1-H+

r
535 X80:11/2.2 WJ:+A/1.2 906 906 X1:11/1.8
VMG 15 901 X80:1/2.2 X80/2.1 15 15 15 CANF1-T
X19:2/1.6
WC WE:-/1.3 902
16 16
902 X1:17/1.8 X20:12/1.7 902
16 VM1

o
+B WP:CH+/1.2 -GE2 -GE2 X1:14/1.8 X20:16/1.7 902
X50B 17 17 17 VM2

f
WQ:CL+/1.2 -GN2 -GN2 X1:13/1.8 X20:11/1.7 905
900 X50A:1/1.1 18 18 18 VMHF1
918 WA Polbild 19 VMHF2

In
X19:5/1.6 X2A:7/1.6
X80:5/2.2
WU X19:7/1.6
+Z
X19 X20 zu X1 20 VM3
EF
-GE1 X80:3/2.2
X19:8/1.6
WR X1

r
X82:1/2.2 CH 3
1 2
5

u
-GN1 X19:13/1.6 6 4 9

X82:3/2.2
WS 907 X21:2/1.3
WK 10
7
12
8
14 POLBILD POLBILD
CL zu X21

z
X19:1/1.6 11 13 zu X2A
K POLBILD Polbild Polbild 15 16 17
-GE2 X19:17/1.6 X80:6/2.2
WP zu X50A zu X19 zu X20 18 19 20

r
X82:2/2.2 CH+ 902 3 6 9 12 15 6 3
X50A:17/1.1
-GN2 X19:18/1.6 X2A:8/1.6
WY 3 6 9 12 15 18 2 5 8 11 14 5 2
WQ

u
- Abhngig von 1 4 7 10 13 4 1
X82:4/2.2 X19:12/1.6 2 5 8 11 14 17
17 18 18 17
Kostal
CL+ 1 4 7 10 13 16 15 16 20-pin Getriebesteller
16 15
948 X21:3/1.3 13 14 Variante
X5:3/1.5 14 13
WZ

N
X80:22/2.2 11 12 JPT 3-reihig AMP M-N-L
12 11 dependent by
X80:4/2.2 +Bel JPT 3-reihig 9 10 10 9 15-pin 6-pin
902 X80:21/2.2 7 8 shift unit model
917 X5:4/1.5
WT X19:16/1.6
WE LX82
18-pin 5 6
3 4
8
6
7
5
X19:9/1.6 - 1 2 4 3 3 2 1
SD X50A:18/1.1 POLBILD POLBILD
X82/2.1 POLBILD 2 1 7 6 5 4
906 X5:8/1.5 X5:6/1.5 zu X2B zu X5
X19:15/1.6
WJ zu X50B AMP JPT
18-pin
AMP JPT
11 10 9 8
8 7
+A 18-pin
15 14 13 12
3 6 9
3 6 9 12 15 6 5
920 X2A:9/1.6 922 X2A:13/1.6 18 17 16

X80:8/2.2
WF X80:7/2.2
WH 2 5 8 11 14
1 4 7 10 13
2 5 8
1 4 7
4
2
3
1
RF+ FSN
921 X2A:12/1.6
X80:9/2.2
WG JPT 3-reihig
Kostal Kuppl.
18-pin
JPT 3-reihig
AMP JPT
8-pin
RF- 15-pin 9-pin

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 12.09.07 Nal Bearbeit. Drawn 20.06.06 MOLLNAU
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 17.01.06 MOLLNAU
AS 2 Standard LKW ANSCHLUSSPLAN
original copy standard truck
nderungen / Modifications CONNECTION DIAG. 6029.713.166_A 1 2 2
1 2 POLBILD 3 4 5 6 7 8 9
POLBILD
zu X80
zu X80A
22 21
21 22
20 19
19 20

y
18 17 17 18 Kl.30

l
16 15 15 16
14 13 13 14
12 11 11 12 Kl.15

n
10 9 9 10
8 7 7 8
5 6

o
6 5
4 3 3 4
1 2
F1 10A F2 10A
2 1
AMP JPT

n
AMP JPT
22-pin
22-pin

o
901

i
WC:+B/1.3 1 <- BORDNETZ(Kl.30) vehicle electr.circuit(+30) 1
901 E41 A13 A14

t
WX:+B/1.3 2 <- BORDNETZ(Kl.30) vehicle electr.circuit(+30) 2
WA:+Z/1.3 900
3 <- BORDNETZ(Kl.15) vehicle electr.circuit(+15) 3

a
WZ:+Bel/1.2 948 Sensor
4 <- (+) BEL. DISPLAY (+) lighting display 4 Tachograph
WU:EF/1.2 918 optional output speed
5 <- ABTRIEBSDREHZAHL signal output speed 5
WK:K/1.3 907 D3orB7
6 <-> K-LEITUNG K-Line 6

m
WH:FSN/1.3 922
7 -> Fahrsch. Neutral shift lever neutral 7

r
WF:RF+/1.2 920
8 -> RCKLICHT + reverse light + 8
WG:RF-/1.2 921
9 -> RCKLICHT - reverse light - 9

fo
X50B:1/1.1 521
10 -> ADVP ADVP 10
X50B:15/1.1 535
11 -> WARNSUMMER warning buzzer 11
X50A:3/1.1 503

n
12 VPS1 VPS1 12
514

i
X80/1.5 X50A:14/1.1 13 -> RELAIS PTO 1 relay PTO 1 13
X50A:15/1.1 515
"X17/BN" 14 -> RELAIS PTO 2 relay PTO 2 14
516

r
X50A:16/1.1 15 15
X50B:2/1.1 522
16 <- PTO 1 ANFORDERUNG request PTO 1 16

o
X50B:3/1.1 523
17 <- PTO 2 ANFORDERUNG request PTO 2 17
X50B:4/1.1 524
18 <- PTO 1 RCKMELDUNG switch acknowledge PTO 1 18
525 E12 E11 E13

F
X50B:5/1.1 19 <- PTO 2 RCKMELDUNG switch acknowledge PTO 2 19
X50B:6/1.1 526
20 <- TRSCHALTER door switch 20

/
WE:-/1.3 902
21 <- BORDNETZ(Kl.31) vehicle electr.circuit(-) 21
WY:-/1.3 902
22 <- BORDNETZ(Kl.31) vehicle electr.circuit(-) 22

n
X80 X80A

i o
S8 S5 S4 H9

at
or m
f
S14 S13

In
CAN

r
vehicle interface A23

WR:CH/1.2 -GE1

z u1 CANF1-H 1

r
WP:CH+/1.2 -GE2
2 CANF1-H+ 2
WS:CL/1.2 -GN1

u
3 CANF1-L 3
WQ:CL+/1.2 -GN2
X82/1.5 4 CANF1-L+ 4
"X82/CAN" 5 VMHF-1 5

N
6 VMHF-2 6

X82 POLBILD POLBILD X18A


zu X18 zu X18A

6 5
4 3
5
3
6
4 A23
2 1 1 2

AMP JPT AMP JPT


6-pin 6-pin
Kl.31

Computer-Zeichnung Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
hnl. Zeichnung Similar Draw. ZF Friedrichshafen AG
Original This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
nicht verndern Techn. Information Technical Information Benennung / Description Zeichnungs-Nr. Drawing-No. Ind. Blatt von DIN
a 12.09.07 Nal Bearbeit. Drawn 20.06.06 MOLLNAU
Computer drawing. Sheet of
Do not modify Ind. Anz. Nummer Datum Name Konstr. Design 17.01.06 MOLLNAU
AS 2 Standard LKW ANSCHLUSSPLAN
original copy standard truck
nderungen / Modifications CONNECTION DIAG. 6029.713.166_A 2 2 2
n ly
n o
ait o
o rm
i nf
or
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or
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i on
a t
or m
In f
u r
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N u
n ly
n o
ait o
o rm
i nf
or
/ F
i on
a t
or m
In f
u r
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n ly
n o
ait o
o rm
i nf
or
/ F
i on
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In f
u r
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n ly
n o
ait o
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i nf
or
/ F
i on
a t
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In f
u r
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n ly
n o
ait o
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i nf
or
/ F
i on
a t
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In f
u r
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N u
n ly
n o
ait o
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i nf
or
/ F
i on
a t
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In f
u r
r z
N u
n ly
n o
ait o
o rm
i nf
or
/ F
i on
a t
or m
In f
u r
r z
N u
n ly
n o
ait o
o rm
i nf
or
/ F
i on
a t
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In f
u r
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N u
n ly
n o
ait o
o rm
i nf
or
/ F
i on
a t
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In f
u r
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N u
ZF Friedrichshafen AG
Hauptverwaltung
88038 Friedrichshafen
Telefon +49 7541 77-0
Telefax +49 7541 77-908000
www.zf.com

Antriebs- und Fahrwerktechnik

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