Beruflich Dokumente
Kultur Dokumente
Manual
for Installation, Function,
and Initial Start-Up
Copyright by ZF
Printed in Germany
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:
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.
3 Function Description
4 Installation
5 Annex
Applicable Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
List of Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3 Description of Function
4 Installation
4.8.1.3.1 Maneuvering via the accelerator pedal with rotary switch in D or R position . . . . . . . . 4-47
5 Annex
List of Abbreviations
ZF-AS Tronic
027530
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.
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
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.
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
K1
4 3 2 1
014867
Fig. 2.2
Example: ZF-AS Tronic, 16-speed with 2 countershafts
3 2 1
K1 K2 R
Transmission
brake
024459_en
Fig. 2.3
Example: ZF-AS Tronic mid with one countershaft
2 3 4 1 5
g
Gpaened
1166-s
GV 3/4
1/2
R
GP
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
3000
2800 Key
2600 Overdrive
2400 Directdrive
2200
* under development
2-7
2000
1800
1600
1400
1200
1000
800
600
400
200
028962_en
ZF-AS Tronic Transmission System and its Components
* 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.
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
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
* 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.
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
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
* 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.
KI KII
3 21
R PTO
PL
* 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.
KII
KI 3 21
R PTO
PL
* 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.
PL
* 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.
KII
KI 3
4 2
1R PTO
PL
R1 13.074 R1
1.209
R2 10.812 R2
N K1 0.170
N K2 0.120 PTO-K1 014283
* 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.
KI KII
3 21
R PTO
PL
* 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.
KII
KI 3 21
R PTO
PL
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.
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
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.
2.4.1 ZF Selector Lever With Integrated E-Module and Additional ZF Extension Module
ZF-CAN
ZF-AS Tronic
transmission electronics
027514
Fig. 2.7
+ 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
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
NOTE
The cover (hood) do not fall within the standard ZF
scope of supply. Customer-specific parts should be
ordered separately.
Additional interfaces
for ZF-AS Tronic
ZF-CAN
ZF-AS Tronic
transmission electronics
024472
Fig. 2.9
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 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
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
024445
024444
Reverse maneuvering
024373
Manual operations
4th gear is engaged in the transmission.
024374
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
SYSTEM ERROR
Display Description
System error !
Restricted further travel possible.
024387
S
System error STOP!
T
O Stop !
P
Further travel not possible.
024388
024473
024390
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.
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.
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.
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
2.5.2.4 Retrofitting
3 Description of Function
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.
Help functions
Velicle CAN
028963_en
Fig. 3.1 Function structure
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.
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.
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
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.
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
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.
3.1.4.2 Downshifts
Engine speed
Clutch open
Gear engaged
Transmission in
Neutral
Time A BCD E F G
018993
Fig. 3.4
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.
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.
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.
018988_en
Fig. 3.5 Maneuvering (via maneuvering switch)
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
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.
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.).
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
028666_en
Fig. 3.7 Exchange of signals
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.
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.
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
NOTE
When operated manually using the range selector,
fuel consumption may if necessary increase depend-
ing on drivers manual gear selection.
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:
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
Vehicle CAN
027623
Fig. 3.9 System diagram of ZF-AS Tronic 2
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.
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.
Error class 3
S
T
3 O
P No further operation available.
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.
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.
ISO 9141
Key Word Protocol (KWP) 2000
ISO 9141
Key Word Protocol (KWP) 2000
4 Installation
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.
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
A engine connection
dimension
Housing flywheel disc
Z X release + tolerance
Y wear + tolerance
Z installation dimension clutch
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
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.
016857
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).
NOTES
Other threaded bores are not permitted as
suspension points on the ZF-AS Tronic.
! DANGER
The bending torque MC of the bearing supports
on mounting face C must not exceed the limit
value of 1 900 Nm.
SM
A
C
a
b
c
Fc Fc
I I
2 2
016999
Fig. 4.4
4020
Fc Fc
l l
Fc 2 2
2
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
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.
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 %)
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
S 0013
Fig. 4.7 Rotary angle error
rad [] n2 [rpm2]
perm. 1 500 =
s2 1 306
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
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
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
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
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
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.
S0015
1 =9.5
1 Spring travel h
2 2 =5 Axle
laden
empty
Transmission
3 =11
Axle movement
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
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
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.
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.
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.
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).
* Fr*Servicezwecke
Please keep theist
dieser Aus-/Einbauraum
installation area clear
12
for service purposes
freizuhalten
50*
110*
150*
028964
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.
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.
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.
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.
4.3.1 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.
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
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.
If the oil level has fallen below the oil fill aperture,
the oil must be topped up (in accordance with
Section 4.3.4).
NOTE
Whenever checking the oil level, also inspect the
transmission for leaks.
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:
ca. 150mm
correct
low air humidity
incorrect
(Example: Engine compartment, under engine
hood)
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
014 880
Fig. 4.18 with onboard computer
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
4.4.2.1Connector 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.
* This output is electrically connected to the ADVP1 output (vehicle 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.
Overvoltage resistance: 36 V, 40 C 1h
CAN_H
014881
CAN_L
Fig. 4.19 * R1: Bus terminal resistance
Point A Point A
R1 R1*
CAN_H
Point B
CAN_L
014882 Point B
Fig. 4.20 * R1: Bus terminal resistance
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
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
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.
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
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.
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.
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
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.
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.
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.
4.7.2 Supplying the Main Transmission This results in the following assembly sequence:
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
CAUTION
All parts (apart from the input shaft spline) must 018495
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.
027587
Fig. 4.25 Form OEM supply check
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.
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
the system.
D N R RM
! DANGER!
Undertaking correction:
DM
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.
! 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.
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 .
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
4.8.2 Maintenance
NOTE
When draining the pneumatic tank, the pneumatic
cleaners and water separate should also be drained
if this is not done automatically.
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
4.9.2 ZF Documentation
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)!
a = Customer specification
c = Engine data
5 Annex
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
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
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
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
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
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
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
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
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)
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
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
6 5
4 3
5
3
6
4 A23
2 1 1 2
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
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
connector X2a
position sensor
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)
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
6 5
4 3
5
3
6
4 A23
2 1 1 2
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
/ 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
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
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
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
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
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
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
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
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
or m
In f
u r
r z
N u
ZF Friedrichshafen AG
Hauptverwaltung
88038 Friedrichshafen
Telefon +49 7541 77-0
Telefax +49 7541 77-908000
www.zf.com