Opticruise W.S.M

05:05-02 Issue 2

Opticruise Function and work description

0 3 8 0 0 1

1 585 369

©

Scania CV AB 2007, Sweden

en

Contents

Contents

2

General

Brief information about Opticruise .......................... .......................... 3 Introduction ............................................ .............................................................. .................. 4 Controls and operation ............................................. .............................................7 7

Function description

Gear changing........................................................... changing...........................................................8 8 Opticruise controls controls the engine engine via EDC ...................9 ................... 9 Description of the gear gear changing sequence sequence .............. 9 Engine brake program ........................................... ............................................. 10 Programming starting gear ..................................... ..................................... 10 Kickdown Kickdown ........................................... ............................................................... .................... 10 Auxiliary brake system........................................... system........................................... 10 EDC cruise control ............................................ ................................................. ..... 11 ABS/TC .............................................. .................................................................. .................... 11 Power take-off ............................................ ........................................................ ............ 11 Other information, information, Control unit configuration configuration ....... 12 Voltage supply and fuses fuses ........................................ ........................................ 13 Interaction with other systems................................ systems................................ 14 Opticruise, design .............................................. ................................................... ..... 16 Warning system .............................................. ...................................................... ........ 18

Electrical system

References to the wiring diagram........................... 23 Control unit unit configuration configuration ...................................... ...................................... 23 Location of electric components ............................ ............................ 24 Input signals.................................... signals........................................................... ......................... 26 Output signals......................................................... signals......................................................... 28 Other connections................................................... connections................................................... 29 Drive mode selector................................................ selector................................................ 30 Test programme .............................................. ...................................................... ........ 32

Mechanical work

General ........................................... .................................................................. ......................... 44 Magnetic sensor, sensor, adjustment adjustment and renewal renewal .............. 45 Longitudinal stroke cylinder................................... cylinder................................... 47 Lateral stroke cylinder ........................................... ............................................. 48 Pneumatic connections ........................................... ........................................... 49

Exploded views

......................................... ................................................................ ....................................... ................ 51

Fault codes

Overview Overview, General ............................................. .................................................. ..... 58 Limitations.................................................. Limitations........................... ................................... ............ 58 Faults that that do not generate fault codes ................... 58 Clarifications .............................................. .......................................................... ............ 59 List of fault codes .............................................. ................................................... ..... 60

©


05:05-02

General

General

8 3 3 5 _ 5 0

Brief information about Opticruise

When necessary, the exhaust brake is used to make upward gear changes fast and smooth.

Opticruise is a system which allows a standard manual gearbox to change automatically. The clutch is retained but is used only when starting, stopping and shunting. A control unit collects and processes data from controls, sensors and adjacent systems such as EDC, ABS/TC and the auxiliary brake (if installed). The control unit has an integrated warning system. Fault codes can either be read on the display or using a PC and the Scania Diagnos program. The latter results in quicker fault tracing. Opticruise requires that both EDC and ABS/TC are installed on the vehicle, this is due to the information exchange requirements between the systems. When changing gear, the engine speed is controlled so that the speeds of the gearbox input shaft and output shaft correspond to the gear to be engaged. Only then is the gear change carried out.

05:05-02

©


3

General

Introduction Scania Opticruise is an automatic gear changing system for manual gearboxes. Opticruise is designed in a similar way to the Scania CAG system, but with the major difference that the driver need only use the clutch pedal when starting, stopping and shunting. The system can change gears automatically without the clutch because the engine is governed to a synchronous speed for the gear to be engaged. This means that the electronics adapt both the engine speed and torque to exactly the level required by the gearbox. In this way gear changing is always smooth and exact, increasing the service life of the entire powertrain. Opticruise requires that the engine be equipped with EDC; using a mechanical injection pump, it would not be possible to govern the engine with the speed and precision that Opticruise requires to operate smoothly. Opticruise also requires the vehicle to be equipped with ABS/TC in order to be able to select the correct gear also when the driving wheels lose their grip on slippery road surfaces. With Opticruise, the driver can choose between manual or automatic gear selection. In the manual gear changing mode, the driver selects the gear and gear change point (in terms of vehicle speed or engine speed). The control unit assesses whether gear changing is possible without the driver using the clutch. If this is the case gear changing is performed immediately the driver nudges the drive mode selector sideways, otherwise the driver must depress the clutch pedal for gear changing to be carried out.

4

©


05:05-02

General

In automatic gear selection mode the control unit calculates which gear is appropriate and performs the gear change when that calculation is completed. In this case, gear changing always takes place without the driver having to use the clutch pedal. If EDC cruise control is engaged, gear changes take place automatically without disengaging cruise control. This applies until the speed is so low that the system deems it stopping or shunting. At this point the clutch must be used. Alongside the drive mode selector with its various positions, the driver can also choose between two drive programs. Here the driver uses a program selector which is located next to the drive mode selector. These programs are called Normal and Hill. (The Hill program is used for hills with an uphill gradient of more than 5%.) The control unit changes the gear changing points depending on the program selector position. When driving with the program selector in the Hill position gear changes are performed more quickly than with Normal mode engaged. In order to rapidly brake engine speed when changing up, the exhaust brake can also be used. This takes place if necessary.

9 3 9 0 5 1

Like the older CAG system, Opticruise has an optional starting gear which is programmed into one of the control unit memories. The driver can easily select a starting gear for the average gross train weight of the vehicle combination. The control unit retains this setting even if the power is cut. In addition to this the driver can temporarily select another starting gear than that programmed into the memory. All of this is described in the Driver's Manual.

05:05-02

©


5

General

The control unit has a built-in warning system. This has also enabled us to minimise the inconvenience in the event of a fault. Opticruise has two built-in emergency driving programs. The first of these ("Clutch mode") starts in the event of minor faults, and means that the driver must depress the clutch pedal for each gear change, although Opticruise pre-selects each gear as usual (if the drive mode selector is set to automatic). In this mode Opticruise operates like Scania CAG. In the event of more serious faults the driver activates a Limp home1 program. It is then possible to drive the vehicle to a workshop, even if a sensor is defective for example. This means that the vehicle is serviceable, although the emergency driving program feels primitive with its manually requested compressed air gear changes.

CLU MODE

LIMPHOME

0 4 9 0 5 1

The Opticruise system interacts with the braking characteristics of the diesel engine, with the exhaust brake and with the Scania retarder, if one is fitted to the vehicle. This reduces brake wear, meaning a reduction of the operating costs. In addition, wear on the entire powertrain is reduced considerably as power is transmitted more smoothly and gently than in vehicles with manual gearboxes. But the greatest advantage, not least financially, is the improved driver comfort. Opticruise allows the driver to maintain concentration for longer than if driving a manual vehicle. This is advantageous for operating economy and road safety.

1.

6

Limp home means getting to the workshop.

©


05:05-02

General

Controls and operation The figure above shows the controls used for Opticruise. The clutch pedal, EDC cruise control switch and auxiliary brake control unit also act on the system.

5

4

For example the auxiliary brakes can request that the engine brake range should be activated, to increase engine speed and thus the flow of coolant, necessary for the best retarder performance. When driving with the cruise control the system changes gear automatically if the drive mode selector is in position A. The cruise control is disengaged using the clutch pedal, brake pedal, retarder lever, cruise control OFF button or with the exhaust brake switch on the floor.

3 1 2 9 2 8 0 0 1

1

Drive mode selector with the positions R, N, A and M. The driver can request gear changing up or down by nudging the gear selector sideways.

2

Program selector with the positions Normal and Hill. Hill mode is used on steep up hill gradients and preferably with the drive mode selector in the M (manual) position.

3

Switch for activating engine brake range and exhaust brake.

4 5

05:05-02

©

Diagnostics switch Gear indicator with display and buzzer.


7


Function description Gear changing Gear changing Driving in automatic mode A means that the system changes gear automatically according to the driving mode set by the program selector; either "Normal" or "Hill". However, the gear selected by the automatic system can be changed by the driver at any time by nudging the drive mode selector sideways. The control unit always checks, but only that the driver’s choice is within limits.

sensors etc. It is not necessary to use the clutch, unless the speed is too low. The driver can, at any time, move the lever from automatic mode A to manual mode M or vice versa. This may be appropriate, for example when one wants to lock a gear on slippery road surfaces. The same applies when the driver wants to change gear manually for some reason, for example on steep hills. Note: On uphill gradients steeper than 8% it may be a good idea to drive with the drive mode selector in M and with the program selector in "Hill" mode. This provides the quickest possible gear changes so that the vehicle does not lose as much speed while gear changing is in progress.

The driver can even pre-select a gear which would seem completely ridiculous in the circumstances, for example 3rd when driving in 7th. However, there are two conditions for this to work. •

The vehicle must be losing speed, i.e. have a degree of retardation.

•

The drive mode selector must be in manual mode and the program selector in the Hill position.

The gearbox initiates gear changing by first going into neutral. Then the control unit prepares itself for the correct splitter state, correct lateral stroke and correct range state before the speed drops enough for the gear change to be requested. While this is happening the engine speed is automatically raised to high idle, approximately 2,500 rpm. When speed has dropped sufficiently the gear is engaged gently and smoothly. When gear changing is complete, control of the engine is returned to the driver. When driving the driver can, at any time, move the drive mode selector to the neutral position N, for example when approaching traffic lights. While the vehicle is still rolling the drive mode selector can be moved back to the A or M positions at any time. The control unit then selects an appropriate gear depending on the vehicle speed and other information from

8

©


05:05-02


Opticruise controls the engine via EDC When the vehicle is being driven, gear changing is carried out by Opticruise using EDC to govern the engine to a synchronous speed for the next gear to be engaged, without the driver needing to use the clutch pedal. This means that the automatic system adapts both the engine speed and torque to exactly the level required by the gearbox. To provide comfortable gear changes, there is a controlled reduction of engine torque just before the gear is disengaged. After synchronizing the rotation speeds of the moving parts in the gearbox, gear changing is carried out. Towards the end of the gear changing sequence engine torque is increased - in a smooth and controlled way - to the level that the driver has requested with the accelerator pedal. In this way gear changing is always smooth and exact, increasing the service life of the entire powertrain.

•

When automatic mode (A) is selected, the control unit constantly calculates which is the most appropriate gear. When the calculation shows that a gear other than the currently selected gear would be preferable, gear change takes place immediately. Single-step and multi-step gear changes are possible.

The appropriate gear is calculated on the basis of the following data: •

Program selector position

•

Current speed

•

Current acceleration

•

Current torque

•

Total transmission ratio

•

Accelerator pedal position

•

A request from the driver or from the auxiliary brake control unit for activation of an engine brake range.

This precise control is possible thanks to communication between the Opticruise and EDC control systems.

Description of the gear changing sequence

1 Automatic or driver requests gear change. 2 The engine is controlled so that the torque at the gearbox input shaft is zero.

3 The gearbox is set to neutral. 4 The engine is governed in order to synchronise the rotation speeds of the gearbox input shaft and of the moving parts of the gear to be engaged.

5 The gear is engaged. 6 The engine is controlled to the requested torque. Opticruise then hands over control of the engine to the driver. •

When changing up into certain gears the exhaust brake is used in order to more quickly brake the engine to the correct speed in relation to the selected gear.

05:05-02

©


9


Engine brake program The function of the engine brake range is to provide the best engine braking possible in different driving situations. The engine brake range has nothing to do with the program selector Normal/Hill. It is controlled with a separate switch on the cab floor.

irrespective of whether the drive mode selector is in positions A or M. Just nudge the drive mode selector sideways until the desired gear is shown in the display. You can then start the vehicle. The ordinary starting gear programmed remains in the control unit memory. More detailed information is available in the Driver's Manual.

In order to use the engine brake range, the accelerator pedal must be fully released.

Kickdown

A brief press of the floor switch is all that is needed to engage the engine brake range. Changing up is delayed because the control unit keeps the engaged gear longer before changing up occurs. This increases the engine braking effect. However, if the floor switch depressed continuously, the exhaust brake is also engaged at the same time as changing down occurs earlier.

Depressing the accelerator pedal from full throttle to kick-down raises the gear changing points, often resulting in more rapid changing down.

Auxiliary brake system See "Engine brake range".

If the brake pedal is depressed the changing up points are changed. The control unit is informed about this via the brake light switch. The engine brake range remains engaged until the next time the accelerator pedal is depressed. If the vehicle is equipped with an auxiliary brake system with Scania retarder, the engine brake range can be engaged automatically (when the retarder is used), when appropriate. This is managed by the auxiliary brake control unit. The aim is to raise the engine speed and thus the flow of coolant, this gives the retarder the maximum braking effect and sustainability in terms of activation period.

Programming starting gear The system allows a free selection of starting gear between 1st and 4th. (Normally 1st and 2nd are used, however in extreme cases it may be appropriate to change this.) Note: If a vehicle is heavily laden, 1st or 2nd must be used. Otherwise the clutch will be subject to excessive wear.

Sometimes you may want to start in a gear other than that programmed. This works

10

©


05:05-02


EDC cruise control

Power take-off

When driving with the cruise control the system changes gear automatically if the drive mode selector is in position A. However, it is still possible to make a gear selection manually in both the A and even the M positions, without the cruise control being disengaged.

The control unit is prepared for two power take-offs, PTO EK/ED and PTO EG.

If the drive mode selector is moved to N while the vehicle is being driven with the cruise control activated, the motor speeds up to high idle (i.e. the engine "races"). The driver should therefore disengage the cruise control before moving the drive mode selector to N. The cruise control is disengaged using the clutch pedal, brake pedal, retarder lever, cruise control OFF button or with the exhaust brake switch on the cab floor.

EK/ED power take-offs provide torque compensation. As a result gear changing is more comfortable if the vehicle is driven while the engine-driven PTO is engaged (maximum compensation 200 Nm). If ED120 is used to drive a hydraulic pump, there may be little space for the longitudinal stroke cylinder. If this is the case turn the longitudinal stroke cylinder the other way round and swap the compressed air connectors. PTO EG is for gearbox-driven power take-offs. If the vehicle is driven when this input signal is active all gear changing is blocked. At the same time the text PTO flashes in the display if the vehicle is driven above a certain speed.

ABS/TC The Opticruise control unit communicates with the ABS/TC system. If the wheels lock (causing ABS control) or slip (causing TC control), Opticruise changes gear reluctantly, and following specific rules. When the drive mode selector is in position A, Opticruise tries to retain the engaged gear.

05:05-02

©


11


Other information Control unit configuration The control unit contains all the software programs that may be needed for many Scania variants. The control unit must be configured so that it uses the correct computer program for the relevant Scania vehicle. This corresponds to the code plug in other (less modern) control units, CAG for example. The desired control unit configuration is loaded with a PC during manufacture. The configuration can be altered later by qualified personnel. Among other things, the configuration must contain the following information:

12

•

Vehicle category (e.g. truck)

•

Chassis number

•

Part no. for the control unit software

•

Gearbox type

•

Type of engine and variant

•

Rear axle gear ratio

•

Wheel rolling radius

•

End-of-line-data (date, signature)

©


05:05-02


Voltage supply and fuses Generally Opticruise continues to operate even if a fuse blows while the vehicle is being driven. However, it may not be possible to start the system the next time. The control unit is protected by two fuses: •

Fuse 41 is used for 30 supply.

•

Fuse 5 is used for 15 supply.

Normally the power supply to the control unit is cut using the starter lock. The control module 15 supply to pin 55 is cut. In conjunction with this important data is transferred from RAM to EEPROM and saved for the next time the vehicle is started. Then the control unit switches to standby, despite the fact that the 30 supply from the batteries is still reaching pin 19. •

If fuse 41 for the 30 supply blows, or if a battery cable is removed, data cannot be transferred from RAM to EEPROM EEPROM and be saved saved there. This means that t hat the control unit "forgets" any newly-programmed starting gear, and any newly-generated fault codes.

•

If fuse 5 for the 15 supply blows, data is transferred from RAM to t o EEPROM as usual and saved there. The control unit thinks that the starter key has been turned to 0. So Opticruise cannot be restarted until the fault has been rectified. r ectified.

05:05-02

©


13


Interaction with other systems When the auxiliary brake has requested braking of the vehicle using the exhaust brake, Opticruise is still able to control the exhaust brake during its gear changes.

The figure on the right shows the other systems connected to Opticruise and the direction of information interchange. Any faults are transferred in the same direction; so any fault in the ABS/TC system can manifest itself in the Opticruise system but not vice versa.

When each gear change is complete, the exhaust brake is again used to brake the vehicle. The prioritization between the different exhaust brake tasks task s is managed by the exhaust brake control unit (EEB).

The figure applies where applicable to all optional equipment affected. •

Opticruise is connected to the EDC system to allow the synchronous governing of the speed of the input and output shafts of the gearbox. Only when these speeds correspond to each other does the gear change take place.

If the vehicle has auxiliary brakes, br akes, Opticruise forwards the speed signal from the speed sensor by the gearbox output shaft to the auxiliary brake control unit. •

Communication between Opticruise and EDC applies to a great deal of data, e.g. engine speed, requested and actual torque, accelerator pedal position, engine coolant temperature, cruise control etc.

Opticruise is connected to the tachograph in order to, based on its speed values, check that other speed signals are within their permitted ranges.

Communication takes place via the two CAN cables, and is used to carry out operations such as engine-controlled gear changes and determining the gear to be selected at all times. •

Opticruise is connected to the ABS/TC system. This allows it to receive information about ABS control, TC control, wheel speeds, etc. Communication between Opticruise and ABS/TC is used for operations such as confirming that the selection of a suitable gear is correct. If the wheels spin or slip Opticruise could otherwise be "tricked" into selecting the incorrect gear. The speed of each wheel is also used to check that the other speed signals are within their permitted ranges. Communication takes place via the two CAN cables.

•

14

Opticruise is connected to the auxiliary brake system so that the engine brake range can be engaged. This gives the retarder optimal sustainability and maximal braking effect in terms of kW.

©


05:05-02


Signal paths between the Opticruise control unit and other computer controlled systems that may be fitted to the vehicle. Any faults are transmitted from one system to another in the same direction as communication takes place (see arrows).

05:05-02

©


15


Opticruise, design The numbers apply to the the illustration on the right.

11 The diagnostic switch is used to activate the integrated control unit test program and for erasing fault codes.

1 The floor switch is used to activate the engine brake range and the exhaust brake. On vehicles without auxiliary brake, the exhaust brake is used together with the engine brake range when the floor switch is kept pressed. The signal goes via the auxiliary brake control unit (if fitted). See also point 14.

2 Two switches signal the position of the

12 Opticruise receives information from ABS/TC about speed, slipping and possible wheelspin so that the correct gear can be selected at all times. Opticruise must also be able to prevent gear changing if the driving wheels lose grip; this is a matter of safety.

13 While Opticruise can use the exhaust brake to adjust the engine speed in certain changing up sequences, normally it is for braking the vehicle.

clutch pedal (up, partially depressed or fully depressed).

3 EDC informs the control unit that the driver is braking. The engine brake system then uses slightly offset change-up points.

14 The exhaust brake control unit assigns priorities among the current requests relating to the driving situation. The exhaust brake can be activated automatically, manually or by the auxiliary brake control unit.

4 The tachograph transmits a speed signal which Opticruise compares with the other speed signals. These are from ABS/TC and the gearbox output shaft.

5 The accelerator pedal position sensor

15 The speed sensor is used to allow synchronisation of the speeds of the gearbox input and output shafts during gear changing. The signal goes via EDC and through the communication circuit.

provides information about requested throttle opening and kick-down. The potentiometer signal is transmitted via the EDC control unit.

6 A gear indicator with display and buzzer is

16 The solenoid valves on the gearbox

used to indicate drive program, engaged gear, error messages, etc.

7 The drive mode selector informs the control unit of the desired driving mode. It also informs the control unit if the driver wants to affect the automatic system by initiating gear changing up or down.

perform each gear change by admitting compressed air to the longitudinal stroke cylinder and the lateral stroke cylinder. The cylinders then transfer the gear change motions to the gear selector shaft.

8 The mode selector has two positions. The Normal position gives the best fuel economy and the gearbox changes smoothly and comfortably. In the "Hill" position, upwards gear changes are faster at higher engine speeds.

9 Diagnosis socket for PC via interface (Scania VCI).

10 A PC with the Scania Diagnos 2 troubleshooting program gives the fastest troubleshooting results.

16

©


05:05-02


17 The Hall sensor and the confirmation

20 The auxiliary brake control unit can request

contacts monitor and confirm gear change motions.

Opticruise to activate the engine brake range.

18 The speed sensor on the output shaft of the

21 PTO EK/ED gives torque compensation

gearbox is used to calculate the speed of the vehicle. It is also used to confirm the accuracy of other speed signals from ABS/TC and the tachograph. A corresponding output signal is then forwarded to the auxiliary brake control unit.

during engine-controlled gear changes and therefore provides good comfort even if the vehicle is being driven with engine-driven power take-off engaged.

22 PTO EG is for gearbox-driven power takeoffs. When the input signal is active, all gear changing is barred unless the clutch is used.

19 Control of engine torque and engine speed is requested by Opticruise but performed by EDC. When Opticruise is controlling the engine, the control unit constantly checks that the actual torque conforms to the requested level.

10 4 1

3

2

12

5 6

PTO EK/ED

21

PTO EG

22

RETARDER

20

EDC

19

11

8

9

14

OPTI− CRUISE 15

16

17

13

ABS/TC

18

2 6 8 0 0 1

The figure is general and applies where applicable to all optional equipment affected. Vehicles with less equipment are covered where appropriate.

05:05-02

©


17


Warning system If any faults arise, the control unit will initiate a variety of measures. This is to prevent the fault causing expensive damage. For example the control unit is equipped with two different emergency driving programs. The first of these still allows smooth driving while the second program requires more from the driver. The idea behind this is that minor faults should not lead the unnecessary inconvenience. Certain minor faults will make the control unit switch from its normal function to the simpler of the two emergency driving programs for example. The text "CLU MODE" is shown in the gear indicator display. This is an abbreviation of clutch mode. The driver must use the clutch for each gear change. As long as the control unit operates in this way the letter C is shown at the bottom left of the display. If the fault clears itself, the control unit immediately reverts to its normal function. The display then shows the text "NORMAL". In the event of a more serious fault the text "FAILURE" is shown. If this occurs when driving, the control unit locks the gear that is engaged. This gear is shown on its own in the display. The driver must stop the vehicle and activate the "LIMPHOME" emergency driving program. This is described in more detail in the Opticruise Driver's Manual.

18

©


05:05-02


Notification of fault codes When the driver switches off the power, the message "CHK CODE" is displayed in the display window if the control unit has stored any fault codes during driving. The message is repeated when the power is switched back on again. "ERROR1" or "ERROR2" means that the control unit has transmitted a faulty signal or no signal at all to the display. In this case a PC must be used to read off fault codes. "CONFIG" means that the control unit configuration is invalid. In this case change the configuration with a PC and Scania Programmer.

CHK CODE

ERROR1 ERROR2

CONFIG

2 4 9 0 5 1

Reading fault codes The fault codes can be read off in the initial phase of the Opticruise test program. The test program in its entirety is described on pages 32-43 in this booklet. However, describing how to read off fault codes would make a suitable introduction to the fault code table in the next chapter, which is why we will also show the method here as well.

TESTING

1 Stop the vehicle and switch off the engine. 2 Switch on the power using the starter key. Wait five seconds then press the diagnostics switch for at least half a second. Then release it. The heading "TESTING" is displayed in the text window and the buzzer sounds. Do not touch the diagnostics switch for the moment; the test program is now running. All the text boxes in the text window light up for a second. At the same time the buzzer sounds.

05:05-02

©


ECU NO

PROG NO

CHASSNO

F CODES

3 4 9 0 5 1

19


3 The heading "ECU NO" is displayed, directly followed by the part number of the control unit hardware.

4 The heading "PROG NO" is displayed, directly followed by the part number of the control unit software.

5 The heading "CHASSNO" is displayed, directly followed by the vehicle chassis number.

6 The heading "F CODES" is displayed, directly followed by any fault codes stored. More on this below. •

The fault codes are displayed one at a time, at two second intervals.

•

When all the stored fault codes have been displayed, the buzzer will sound briefly. The stored fault codes are then displayed again. This can be repeated any number of times, so there is no problem if you lose concentration.

The text window may, for example, appear as in the figure on the left. A shows the number of the fault code (10 in this case) and B shows how many times the fault has been registered (3).

E010 003 4 4 9

A

B

0 5 1

7 Note the fault codes. Go through the test program. Press the diagnostics switch to move between the various test stages.

20

©


05:05-02


Erasing fault codes The warning system may need to be reset from time to time. Someone may have disconnected a cable harness for example, whilst the power was on. This is quite a common occurrence. The control unit will then interpret it as a genuine fault. Resetting the warning system is carried out by either using the diagnostic switch concealed behind the cover of the instrument panel or by using a PC connected to the vehicle diagnostic socket in the central electric unit.

5 4 9 0 5 1

Fault codes are very useful when visiting a workshop because they facilitate trouble shooting. •

In the Driver's Manual we explain how the driver erases fault codes, but we also point out that they should not erase them unnecessarily. The driver should probably consult with the workshop first.

The symbols for the various diagnostic switches can be found on the inside of the cover; they can be seen when the cover is opened. The Opticruise symbol is shown on the right.

6 4 9 0 5 1

All fault codes are erased when the warning system is reset. Proceed as follows:

1 Switch off the power using the starter key. 2 Press the diagnostics switch and keep it depressed. Switch on the power supply.

3 The buzzer will sound briefly. When the text

ERASED

"ERASED" is displayed in the text window, erasure is complete.

05:05-02

©


7 4 9 0 5 1

21

22

©


05:05-02

Electrical system

Electrical system References to the wiring diagram There are no circuit diagrams for the fault codes. We therefore refer to the wiring diagrams in Group 16 in the Service Manual. Publication Number: 16:04-21, 16:14-20/1, 16:14-20/2 and 16:14-20/3.

Control unit configuration Configuration is dealt with on page 12.

05:05-02

©


23

Electrical system

Location of electrical components

24

Pos.

Task

Pos.

Task

B16

Reversing lights

S100

Program selector

B25

Throttle openinga (part of D35)

S101

Drive mode selector

B26

Kick-down (part of D35)

T17

Speed sensor, output shaft

B27

Fully depressed clutch pedal

T20

Speed sensor, tachograph

B41

Confirmation, high range

V13

Solenoid valve, power take-off EG

B42

Confirmation, low range

V20

Solenoid valve, lateral stroke right

B43

Confirmation, high split

V21

Solenoid valve, lateral stroke left

B44

Confirmation, low split

V22

Solenoid valve, neutral position

B49

Exhaust brake and engine brake range

V23

C46C401

Connectors

Solenoid valve, longitudinal stroke backwards

V24

D18

Diode unit for EDC

Solenoid valve, longitudinal stroke forwards

D35

Accelerator pedal sensor

V62

Solenoid valve, low split

E5

Control unit, Opticruise

V63

Solenoid valve, low range

E6

Magnetic sensor

V77

Solenoid valve, high split

E12

Control unit, EDC

V78

Solenoid valve, high range

F2

Fuse holder

G4

Earth connection, instrument panel

G8

Earth connection, instrument panel

G13

Earth connection, connector panel

G18

Earth connection, connector panel

O1

Instrument cluster

O4

Tachograph

P2

Central electric unit

S17

Exhaust brake (on instrument panel)

S30

Power take-off, EG

(S31)

Power take-off, EK/ED

S88

Diagnostics switch

©


a. This switch is not used for the Opticruise system. The switch closes at the start of the accelerator pedal movement.

05:05-02

Electrical system

The figure applies to both left and right-hand drive vehicles and covers all optional equipment covered. Vehicles with less equipment are covered where appropriate.

05:05-02

©


25

Electrical system

Input signals The tables on this spread show the input signals that the control unit can receive.

26

Task

Source

Signal type

Pin 12

Confirm low split

Confirmation contact, low split

+24V UX

4

Confirm high range

Confirmation switch, range

+24V UX

5

Confirm longitudinal stroke backwards

Magnetic sensor

+18V (supplied 6 from UX)

Confirm neutral position

Magnetic sensor


Indicate clutch pedal

Lower pedal switch

Earthing (0V)

8

Indicate activated EK/ED power take-off

Switch

+24V

9

Request changing up

Drive mode selector

+24V UX

10

Request neutral position

Drive mode selector

+24V UX

11

Activate "Hill" program

Program selector

+24V UX

12

Confirm high split

Confirmation contact, low split

+24V UX

23

Confirm lateral stroke right

Magnetic sensor


Activate engine brake range

Retarder control unit or floor switch

+24V

27

Request changing down

Drive mode selector

+24V UX

28

Request automatic mode

Drive mode selector

+24V UX

29

Activate test program

Diagnostics switch

Earthing (0V)

30

Indicates the road speed

Sensor by output shaft

Frequency

31


Tachograph

Frequency

32

Confirm low range

Confirmation switch, range

+24V UX

41

Confirm lateral stroke left

Magnetic sensor


Confirm longitudinal stroke forwards

Magnetic sensor


Request "kick-down"

Kick-down switch

Earthing (0V)

44

Indicate clutch pedal

Upper pedal switch

Earthing (0V)

45

Request manual mode

Drive mode selector

+24V UX

47

Request reverse mode

Drive mode selector

+24V UX

48

©


05:05-02

Electrical system

Task

Source

Signal type

Pin 12


Sensor by output shaft

Frequency

49

Indicate activated EG power take- Switch off

+24V

50

Measuring mode

+24V UX

29

Drive mode selector

The specified readings can vary due to several factors, e.g. battery voltage level, cable length and the state of wiring and contacts.

05:05-02

©


27

Electrical system

Output signals The table below shows which output signals the control unit can deliver.

28

Task

Destination

Signal type

Pin 12

Order low split

Solenoid valve low split

+24V

2

Order longitudinal longitudinal stroke forwards Solenoid valve longitudinal stroke +24V forwards

3


Retarder control unit via C56

14

Order lateral stroke right

Solenoid valve lateral stroke right +24V

17

Order high split

Solenoid valve high split

+24V

18

Order longitudinal stroke backwards

Solenoid valve longitudinal stroke +24V backwards

22

Activate buzzer

Buzzer

Earthing (0V)

33

Provide power supply

Sensor, controls, display

+24V

36

Order low range

Solenoid valve low range

+24V

39

Order neutral position

Solenoid valve neutral

+24V

40

Request activation or deactivation Exhaust brake control unit of exhaust brake

PWM signal

52

Order lateral stroke left

Solenoid valve lateral stroke left

+24V

53

Order high range

Solenoid valve high range

+24V

54

©


Frequency (+24V)

05:05-02

Electrical system

Other connections The table below shows the control unit connections for voltage supply, supply, system earth, communication cables etc.

Task

Source or destination

Signal type

Pin 12

Earth for control unit

G13

Earthed (0V)

1

Power supply in

From the batteries, fuse 41

+24V (U30)

19

Communication

EDC, ABS/TC etc.

Data

20

Communication

Diagnostic socket for PC

Data

25

Communication

Diagnostic socket for PC

Data

35

Communication

EDC, ABS/TC etc.

Data

38

Communication

Display

Data

51

Power supply in

Via starter lock, fuse 5

+24V (U15)

55

05:05-02

©


29

Electrical system

Drive mode selector The following figures show the contact pins which are closed when the drive mode selector is in different positions. Contact pins 33, 43, 53, 63, 73 and 83 are input pins (UX supply). The remaining contact pins are output pins.

30

©


05:05-02

Electrical system

05:05-02

©


31

Test programme

Test programme •

The vehicle must be stationary and the engine switched off, unless otherwise indicated in the relevant test stage.

•

The power must be switched on (starter key in the drive position).

•

The test program is controlled with the diagnostic switch. This is concealed under a cover in the instrument panel.

The test program consists of a start stage, five test stages and a conclusion stage. The test program only goes in one direction, but can be repeated as many times as necessary. Step from one test stage to the next by pressing the diagnostic switch. The figure on the right shows the "heading" shown in the gear indicator display before each test stage. There are more detailed explanations in the table below.

32

Heading

The purpose of the test

TESTING

The test program starts. Presentation of the chassis number and control unit part numbers for hardware and software. After that generated fault codes.

FOOTCONT

Testing foot-operated control

HANDCONT

Testing manual control

GEARENGA

Testing gear changing movements and confirmation signals

ENGINCOM

Testing engine communication

RPM INFO

Testing engine speed sensor and road speed sensor

END TEST

The test program is ended

©


05:05-02

Test programme

General The test program is not meant for user when the vehicle is being driven. The vehicle should generally be stationary with the engine switched off while testing is in progress.

!

WARNING!

The vehicle may only be driven with the test program running when this is required by the test instructions. Otherwise never.

If the control unit registers the speed or engine speed during ongoing testing the test program is terminated. Then the control unit reverts to its normal function. The aim is to avoid the risk of an inappropriate gear being engaged.

END TEST

0 5 9 0 5 1

However, there are two test stages which need the vehicle to be driven. These are for checking speed or engine speed. This is indicated in the relevant test stages (RPM INFO and ENGINCOM).

Text in the display A "heading" is shown in the display before each test stage. At the same time the buzzer gives a brief signal. This reduces the risk of the different test stages getting mixed up.

Because the gear indicator display is limited to a certain size, letters are used as symbols for the various signals etc. in the different test stage. The symbols are explained in each test stage.

05:05-02

©

E


K

2 5 9 0 5 1

33

Test programme

Starting the test programme The fault codes can be read off in the initial phase of the Opticruise test program. This is also described on pages 16-17 in this booklet. We describe the test program in its entirety here.

1 The vehicle must be stationary with the engine switched off. 2 Switch on the power using the starter key. Wait five seconds then press the diagnostics switch for at least half a second. Then release it. The heading "TESTING" is displayed in the text window and the buzzer sounds. TESTING

3 5 9 0 5 1

Do not touch the diagnostics switch for the moment; the test program is now running. All the text boxes in the text window light up for a second. At the same time the buzzer sounds.

3 The heading "ECU NO" is displayed, directly followed by the part number of the control unit hardware.

4 The heading "PROG NO" is displayed, directly followed by the part number of the control unit software.

5 The heading "CHASSNO" is displayed, directly followed by the vehicle chassis number.

6 The heading "FCODES" is displayed, directly followed by any fault codes stored. More on this below. •

The fault codes are displayed one at a time, at two second intervals.

•

When all the stored fault codes have been displayed, the buzzer will sound briefly. The stored fault codes are then displayed again. This can be repeated any number of times, so there is no problem if you lose concentration. The text window may, for example, appear as in the figure on the left. A shows the number of the fault code (10 in this case) and B shows how many times the fault has been registered (3).

7 Note the fault codes. Proceed to the next test stage. Refer to next page.

E010 003 4 4 9

A

34

©


B

0 5 1

05:05-02

Test programme

Foot-operated control The gearbox cannot be operated while the control unit is engaged with this test stage.

1 Conditions: Stationary vehicle, engine switched off and ignition on.

2 Press the diagnostics button for at least half a second, then release it. The heading "FOOTCONT" is shown in the display.

FOOTCONT

6 5 9 0 5 1

3 Test the controls in turn. When each letter is displayed it means that the relevant signal is active. Use the table below for explanations.

Signal designations E

Floor switch for engine brake range (and exhaust brake)

U

Upper clutch pedal switch

D

Lower clutch pedal switch

B

Brake pedal switch

K

Kick-down switch (integrated into the accelerator pedal position sensor)

4 When the test is completed: Proceed to the next test stage.

05:05-02

©


35

Test programme

Manual control The gearbox cannot be operated while the control unit is engaged with this test stage.

1 Conditions: Stationary vehicle, engine

HANDCONT

switched off and ignition on.

7 5 9 0 5 1

2 Press the diagnostics button for at least half a second, then release it. The heading "HANDCONT" is shown in the display.

3 Test the controls in turn. When each letter is displayed it means that the relevant signal is active. Use the table below for explanations.

Signal designations

R

N

R

Drive mode selector in reverse mode

N

Drive mode selector in neutral position

A

Drive mode selector in automatic mode

M

Drive mode selector in manual mode

D

Drive mode selector in changing down mode

U

Drive mode selector in changing up mode

H

Program selector for normal driving or steep uphill gradients a

1

1 = Power take-off switch (PTO EK/ED)

2

2 = Power take-off switch (PTO EG)

X

X = Both power take-offs are activated at the same time

A

M

D

U

H

a. When the program selector is in the steep uphill gradient mode the letter H is shown in the display.

1

4 When the test is completed: Put the drive mode selector in neutral. Proceed to the next test stage.

36

©


8 5 9

1

2

X

0 5 1

05:05-02

Test programme

Gear changing movements and confirmation signals This is where we control the solenoid valves which allow the compressed air from the gear shift cylinders and read off the confirmation signals. In this way we can check that each gear changing sequence works in its entirety.

GEARENGA

9 5 9 0 5 1

If fault codes are stored that indicate that the speed signal is absent or outside its permitted range is test stage cannot be used for safety reasons.

!

WARNING!

The engine must be switched off during the test.

1 Conditions: Stationary vehicle, engine switched off, compressed air in the compressed air system and ignition on.

2 Press the diagnostics button for at least half a second, then release it. The heading "GEARENGA" is shown in the display.

05:05-02

©


37

Test programme

3 Hold the clutch pedal depressed and test the drive mode selector positions in turn. This is described on the following pages. Use the table below for explanations.

r

s 1

2

0 6 9 0 5 1

Signal designations

B

Range gear position is always shown in the left of the window as L, Range confirmation, where L=low-range, H=high-range H or X. and X=both low and high-range at the same time Split gear position is always shown Confirmation of left lateral stroke in the right of the window as L, H or X. Confirmation of longitudinal stroke rearwards

N

Confirmation of neutral position

F

Confirmation of longitudinal stroke forwards

R

Confirmation of right lateral stroke

s

Split confirmation, where L=low-split, H=high-split and X=both low and high-split at the same time

r L

4 When the test is completed: Check that the gearbox is in the neutral position. Proceed to the next test stage.

38

©


05:05-02

Test programme

Low-split and low-range at the same time

1 Position the drive mode selector according to figure 1.

2 Check that the display shows LNL.

High-split and high-range at the same time


4 Check that the display shows HNH.

Left lateral stroke


6 Check that the display shows HLNH (or LLNL).

Longitudinal stroke backwards on the left-hand side


8 Check that the display shows HLBH (or LLBL).

05:05-02

©


39

Test programme

Longitudinal stroke forwards on the lefthand side


10 Check that the display shows HLFH (or LLFL).

Longitudinal stroke backwards in the centre


12 Check that the display shows HBH (or LBL).

Longitudinal stroke forwards in the centre


14 Check that the display shows HLFH (or LFL).

Longitudinal stroke backwards on the right-hand side


16 Check that the display shows HBRH (or LBRL).

40

©


05:05-02

Test programme

Longitudinal stroke forwards on the right-hand side


18 Check that the display shows HFRH (or LFRL).

Neutral position

19 Neutral position occurs often, but not always in conjunction with another confirmation signal.


21 Check that the display shows HLNH (or LLNL).


23 Check that the display shows HNH (or LNL).


25 Check that the display shows HNRH (or LNRL).

05:05-02

©


41

Test programme

Engine communication In this test stage we check the data Opticruise must obtain from the EDC system. In this way we can check that the relevant sensors, the EDC control unit data processing and the communication circuit itself, work in their entirety.

ENGINCOM

1 6 9 0 5 1

In this test the display shows the test result instead of the gear position etc. In all other respects the vehicle can be driven normally.

1 Conditions: To start with a stationary vehicle, engine switched off and ignition on. The vehicle will be driven when this test stage is underway.

2 Press the diagnostics button for at least half a second, then release it. The heading "ENGINCOM" is shown in the display.

3 Start the engine and drive off in the vehicle. Take the vehicle to a steady speed and check that the values are displayed and that they seem reasonable. Use the table below for explanations.

Signal designations gg

Requested throttle opening as a percentage of full throttle (0-99%)

ee

Actual torque (x 100 Nm)

dd

Requested torque (x 100 Nm)

tt

Engine temperature (0-99°C)

2 6 9

gg

0 5 1

Request throttle opening 3 6 9

ee

0 5 1

Actual torque 4 6 9

dd

0 5 1

Requested torque tt

5 6 9 0 5 1

Engine temperature

When the test is completed: Proceed to the next test stage.

42

©


05:05-02

Test programme

Engine speed sensor and road speed sensor This is where we check that the various speed details that Opticruise is weighing up against each other are correct. In this way we can check that the sensors and their wiring work in its entirety. In this test the display shows the test result instead of the gear position etc. In all other respects the vehicle can be driven normally.

1 Conditions: The vehicle will be driven when this test stage is underway.

2 Press the diagnostics button for at least half a second, then release it. The heading "RPM INFO" is shown in the display.

3 Take the vehicle to a steady speed and check that the values are displayed and that they seem reasonable. Use the table below for explanations

Signal designations. nn

Engine speed (x 100 rpm)

v_1

Propeller shaft speed from the sensor by the gearbox output shaft (x 10 rpm)

v_2

7 6 9

nn

0 5 1

Engine speed

Speed signal from the tachograph, converted to propeller shaft speed (x 10 rpm)

8 6 9

v 1

0 5 1

Propeller shaft speed v

2

9 6 9 0 5 1

From the tachograph

When the test is completed: Press the diagnostic switch to exit the test program. When this has been done the display shows the text "END TEST" and the control unit reverts to its normal function. See pages 16-17 for a description of any fault messages generated during the test drive.

05:05-02

©


43

Mechanical work

Mechanical work General The gearbox is a normal standard gearbox internally. Its control system is similar to the equivalent 3 series CAG 2, but with the difference that the stroke damper for Opticruise is now built into the longitudinal stroke cylinder. The gear selector housing at the top of the gearbox has also been modified; this version is more compact than earlier models.

Magnetic sensor and gear shift cylinders Mechanically there is not much new about Opticruise which is why we are focussing on the renewing and adjustment of the magnetic sensor and renewing of the gear shift cylinders. This is described on the following pages.

Confirmation switches The four confirmation contacts are of the same type; closed when they are not actuated. Tightening torque: 20 Nm. Their location is shown in the figure below where the gearbox is shown from above. On older gearboxes B42 is on the right-hand side.

B44

B42

B43

44

B41

©


3 9 1 1 5 1

05:05-02

Mechanical work

Magnetic sensor, adjustment and renewal Use the integrated control module test program or a PC to detect faults on the hall sensor and verify that faults have been rectified after repairs have been carried out.

Removal 1 Put the drive mode selector in neutral. 2 Remove the air hoses from the longitudinal stroke cylinders and lateral stroke cylinders. Disconnect the connector for the magnetic sensor wiring from the sensor housing.

3 Remove the gear selector housing from the gearbox and place it upside down on the workbench.

4 Remove the sensor housing from the gear selector housing.

5 Use compressed air to blow into the centre air connection on the longitudinal stroke cylinder. This puts the gear selector shaft into neutral. Check that the lug on the lever is in the middle of the coulisse as shown in the figure above on the right. A = B

05:05-02

©


45

Mechanical work

Checks and adjustments 6 Place guide plate 99 150 on the seat of the sensor housing. Check that the magnet housing is correctly positioned.

7 When adjusting: Slacken off the solenoid housing screws so that the solenoid housing can be moved but no more. Note: While the screws are locked with locking compound do not heat the solenoid housing! This could damage the magnet.

8 Adjust the solenoid housing position using the guide plate. Then lock the screws with locking compound 561 029 and screw them into place.

Magnetic sensor, fitting 9 Fit the sensor housing onto the gear selector housing. Refit the gear selector housing on the gearbox.

46

©


05:05-02

Mechanical work

Longitudinal stroke cylinder Byte The vehicle compressed air system must have pressure for the longitudinal stroke cylinder to be positioned correctly before it is removed.

1 Switch on the power supply. Put the drive mode selector in neutral. This puts the longitudinal stroke cylinder into neutral.

2 Switch off the power. Remove the three air hoses from the longitudinal stroke cylinder.

3 Remove the four mounting screws and remove the cylinder.

4 Fit the new cylinder. Use compressed air to blow into the centre air connection; this puts the cylinder into neutral. Ensure that the cogs on the gear selector shaft engage in the centre position.

5 Fit the air hoses. 6 Remove the level plug. Top up with ATF oil to the hole (about 0.27 litres).

7 Switch on the power supply and check the gear changing movements using the test program (test stage "GEARENGA"). The longitudinal stroke cylinder can be turned if needed to save space. In this case the compressed air connectors must also change place. Tip: Remove the gear selector housing from the gearbox if you are turning the cylinder. This will make the job easier.

05:05-02

©


47

Mechanical work

Lateral stroke cylinder Byte The vehicle compressed air system need not have pressure to remove the lateral stroke cylinder.

1 Switch on the power supply. Put the drive mode selector in neutral.

2 Switch off the power. Remove the air hoses from the lateral stroke cylinder.

3 Remove the mounting screws and remove the cylinder.

4 Lubricate the piston with brake grease, part number 319 308.

5 Fit the new cylinder. 6 Fit the air hoses. 7 Switch on the power supply and check the gear changing movements using the test program (test stage "GEARENGA").

48

©


05:05-02

Mechanical work

Compressed air connectors

V23 V22 V24

Location •

The figure on the right shows to which solenoid valves the various compressed air connectors belong.

•

The figure applies to standard versions of the vehicle.

•

The longitudinal stroke cylinder can be turned; this is sometimes required to obtain sufficient clearance to a hydraulic pump for example.

V20 V21

V62 V77

In this case the V23 and V24 compressed air lines must be switched. This means that the longitudinal stroke cylinder will operate the right way round when it has been turned.

V63 V78

05:05-02

©


9 5 8 0 0 1

49

50

©


05:05-02

Exploded views

Exploded views This Chapter contains exploded view drawings of the most important Opticruise components located on the gearbox. The part numbers are contained in our parts catalogues. The figure below shows the relative location of the Opticruise solenoid valves.

V23 V22 V24 V20 V21

0 6 8 0 0 1

V63 V78 V62 V77

PTO

Location of the solenoid valves on the gearbox. The two PTO solenoid valves are for the power take-offs.

05:05-02

©


51

Exploded views

Longitudinal stroke cylinder

52

Pos.

Qty

Designation

1

1

Gasket

2

4

Bolt

3

1

Housing

4

1

End plate

5

1

Gasket

6

5

Bolt

7

2

Spring pin

8

2

Plug

9

2

Gasket

10

1

Piston rod

11

1

Rack

12

2

Wire ring

13

2

Wire ring

14

1

Piston rod

15

2

Washer

16

2

Piston

17

4

Wire ring

18

1

Bearing sleeve

19

1

V-ring

20

2

Bearing

21

1

O-ring

22

2

Piston

23

2

O-ring

24

2

Washer

25

2

Circlip

26

2

Sealing ring

27

1

O-ring

28

1

Cylinder head

29

3

Bolt

©


05:05-02

Exploded views

8 1 9 0 0 1

Longitudinal stroke cylinder components. The part numbers are contained in our parts catalogues. Remember to switch the compressed air connectors if you turn the cylinder to save space.

05:05-02

©


53

Exploded views

Gear selector housing with lateral stroke cylinder Pos. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43

54

Qty 4 1 1 1 1 1 1 2 4 4 1 1 1 3 1 2 2 2 1 2 4 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 1 1 1

Designation Bushing Circlip Disc filter for ventilation O-ring Sensor housing, assembly Magnet housing O-ring Spring pin Bolt Bolt Gear selector shaft Magnet holder Bolt Bolt Lever Bolt Key Spacer Coulisse Cap Bolt Snap ring Washer Spring Intermediate piece O-ring Circlip V-ring Lever Cylinder Piston Intermediate piece V-ring O-ring O-ring O-ring O-ring Bolt Plug Gasket Housing Bolt Washer

©


05:05-02

Exploded views

Gear selector housing and lateral stroke cylinder components. The part numbers are contained in our parts catalogues.

05:05-02

©


55

Exploded views

Compressed air components in the gearbox. Pos. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 VAE

VAJ VAF VSR VSS XBN VRH VRL VCH VCL VSH VSL A

Qty 1 2 3 2 2 2 2 11 22 22 7 7 14 9 7 2 10 5 4 1 1 4 2 Goods by the metre -"-"-"-"-"-"-"-"-"-"-"Required quantity

Designation Bracket Bracketa Holder Nut Bolt Bolt Nut Strap Bolt Washer Bolt Nut Cone Solenoid valveb O-ring Union Elbow union Elbow union Union Clamp Bolt Bracket T-union Plastic tube

Plastic tube Plastic tube Plastic tube Plastic tube Plastic tube Plastic tube Plastic tube Plastic tube Plastic tube Plastic tube Plastic tube Union nut Ferrule Insert sleeve

a. The figure shows an early version. b. See the start of the Section Exploded View Drawings for their relative locations.

56

©


05:05-02

Exploded views

Compressed air components on the gearbox. The part numbers are contained in our parts catalogues.

05:05-02

©


57

Fault codes

Fault codes

Faults that do not generate fault codes The following faults do not generate fault codes that we know of at the time of going to press.

Overview General The control unit acts fast and accurately, according to particular instructions. It has no imagination and no judgement. When it detects a fault, or anything it interprets as abnormal, it reacts immediately and generates fault codes. The warning system is capable of generating about 70 different fault codes. Despite the advanced software, a fault may arise which the control unit is unable to distinguish from normal operation. If this is the case, no fault code will be generated. There is always a limit to the extent of a monitoring system. The above applies to all types of control units.

•

Fuse 5 blown (15 supply).

•

Open-circuit in the diagnostics switch circuit.

•

Open-circuit in the floor switch circuit.

•

Open-circuit or continuous signal from program selector (Normal/Hill).

•

Open-circuit in exhaust brake control unit circuit. Fault code 14 may sometimes be generated, but not always.

•

Open circuit in gear indicator circuit.

•

Blown bulb in the gear indicator.

Limitations It is not only genuine faults that generate fault codes. It is sufficient for someone to have disconnected a cable while the power was switched on. This is quite a common occurrence. The control unit will then interpret it as a fault. In cases of loose connections the fault may no longer be present; but the fault code is stored in the control unit memory until it is cleared. It is then possible to see in which circuit the fault occurred and look for the cause there, even if there is currently no fault.

58

©


05:05-02

Fault codes

Clarifications Some new concepts are used in the fault code list or in the wiring diagram in Group 16. These concepts are explained on this page. EEPROM: Abbreviation for "Electrically Erasable Read-Only Memory". The memory remains even if the power is interrupted by the starter lock. The memory can be erased and updated during servicing, using a PC and the Scania Programmer program.

This memory contains the control unit configuration, programmed starting gear, any fault codes, etc. FLASH memory: This memory contains the basic software for the control module. The content remains even if the power is interrupted by the starter lock. The basic software can be changed during service using a PC connected to the diagnostic socket.

A control unit does more or less the same thing with the data which comes through a CAN lead. For example, it listens for information from the EDC about engine coolant temperature, receiving this value and using it in calculations. The control unit receives several CAN signals, which are sent through the communications circuit, in a special memory. This memory may be compared to a number of radio receivers that are all on but set to different radio stations to listen to several radio programmes simultaneously. In this way, the control unit continuously senses what is happening. This is nothing that the mechanic need worry about. The only thing to remember is that it is not possible to check individual CAN signals using a multimeter. But this is not required either, as we have accurate fault codes.

RAM: Abbreviation for "Random Access Memory". This memory is erased each time the power is cut with the starter lock, or if the powers supply is cut for any other reason.

This memory stores and processes all data from the control unit, e.g. from sensors, controls and associated systems (EDC, ABS and retarder). CAN: Abbreviation for "Controller Area Network". CAN communication is used to reduce the number of cables in the vehicle. This is intended to increase reliability.

Vehicles with Opticruise have a communications circuit which consists of two cables, called CAN high (pin A38) and CAN low (pin 20). In simple terms it can be said that CAN communication is similar to radio technology. The data signals which pass through a CAN cable can be compared to radio waves in the air. When listening to the radio, the receiver is set so that one radio station is heard at one time. Only one station is heard, even though many other radio stations are transmitting simultaneously.

05:05-02

©


59

Fault codes

List of fault codes

Fault code 2 Fault

Fault code 1

Fault in an integral control unit memory.

Fault Fault in an integral control unit memory.

A control calculation of the contents of the EEPROM memory did not produce the result expected by the control unit.

Cause A control calculation of the contents of the FLASH memory did not produce the result expected by the control unit.

Remarks The FLASH memory as such contains the control unit's basic program. When the control unit checks that the FLASH memory is working correctly, it does so as follows. All the memory address are added to one sum. The sum is then used in control calculation which must lead to a correct answer. If it does not, this fault code will be generated.

Remarks The EEPROM memory contains the control unit's configuration. The configuration determines which parts of the basic program will be used for the relevant vehicle. When the control unit checks that the EEPROM memory is working correctly, it does so as follows. All the values that are important to configuration are added together to a single sum. The sum is then used in control calculation which must lead to a correct answer. If it does not, this fault code will be generated.

Action

Action

Provide the control unit with the correct configuration using a PC. Change the control unit if this does not help.

Renew the control unit.

60

Cause

©


05:05-02

Fault codes

Fault code 3

Fault code 4

Fault

Fault


Open circuit or shorting in the UX supply circuit.

Cause The control unit's test of the RAM showed that one of the memory cells is malfunctioning.

Remarks The RAM as such is the control unit's real working memory. This is where the control unit performs all its calculations. When the control unit checks that the RAM is working properly, the following happens. Firstly, the control unit writes certain values into the RAM and then reads these same values to check that they have not become confused. If the control unit interprets any value as a deviation, the fault code is generated.

Cause The control unit has noticed that current consumption on control unit pin 36 (the "UX supply", +24 V) is either too low or too high.

Remarks The sensors, controls and display are supplied with voltage ("UX supply") from pin 36 of the control unit. The control unit can detect an open circuit and shorting via UX supply, since current consumption will be abnormal. It is precisely this abnormal current consumption on pin 36 which leads to the generation of fault code 4. Open circuit: The circuit consumes no current. Short circuit: The circuit consumes high current.

Action Renew the control unit.

For the fault code to be regenerated, power consumption must suddenly change, for example due to a loose connection. If the fault remains, the fault code is regenerated each time the control unit attempts to activate the UX supply. High current in the UX circuit can be caused by such things as short circuits in the sensors.

Action Check the UX circuit, its wiring and components.

05:05-02

©


61

Fault codes

Fault code 5

Fault code 6

Fault

Fault

Power supply fault inside the control unit.

Monitoring function fault inside the control unit.

Cause The control unit was unable to confirm its own internal U15 supply when the driver turned on the ignition with the starter lock.

Remarks The control unit started operating when the power was switched on, even though the U15 supply could not be confirmed in the control circuit which monitors this. When this fault arises, it is not possible for the EEPROM to store new information. This means that the control unit "forgets" any newly-programmed starting gear, and any newly-generated fault codes. The number of faults is displayed as 1, even if there are several. It is possible to drive the vehicle, but it should be repaired as soon as possible as certain safety features may be jeopardised.

Cause The integral watchdog relay does not operate when the control unit starts working or else the relay in question was already operated when the driver turned on the starter voltage (which it should not have been).

Remarks A disturbance in one of its integral safety functions was detected by the control unit. Every such disturbance causes the watchdog relay to initiate an alarm so that fault code 7 is generated. If the watchdog relay does not activate, power supply is lost to all control unit outputs. Not even the starter gear can be engaged, making the vehicle unusable.

Action Action



62

©


05:05-02

Fault codes

Fault code 14

Fault code 15

Fault

Fault

Engine speed could not be adapted to the correct rpm at the gear-changing moment.

The EDC indicates an actual torque which does not coincide with that requested.

Cause

Cause

The control unit has received a message from EDC via the communication circuit (pins 20 and 38) indicating an incorrect response from the engine. The exhaust brake may have been applied during a gear change despite this not being requested by the Opticruise.

When the Opticruise control unit requested a definite torque via the communication circuit (pins 20 and 38), the EDC answered with a confirmation message which the Opticruise considered was an indication of implausible values.

Remarks

Remarks

The requested torque exceeds the permissible value for engine-controlled gear changes when the gearbox is in the confirmed neutral position. This might happen if a gear is engaged when the control unit does not expect it. In that case, the cause could be a broken gear selector pin in the gearbox. If this fault occurs, the driver will have to use the clutch for every gear change. The text CLU_MODE appears in the display.

The torque requested by Opticruise is converted in this way into an actual control rod position in the injection pump. The Opticruise control unit continuously checks that every such confirmation message from the EDC coincides with the expected result. If this fault occurs, the driver will have to use the clutch for every gear change. The text CLU_MODE appears in the display.

Action Action First check the sensor signals for gear positions and then the gearbox itself.

05:05-02

©

Check whether the EDC control unit has generated any fault codes. Check that the EDC control unit has the correct part number. Check the connectors and wiring. Finally, check the position of the control rod in the injection pump.


63

Fault codes

Fault code 19

Fault code 22

Fault

Fault

No signals or implausible signals from the driving mode selector.

Implausible signals from the clutch switches.

Cause Cause The control unit has received signals on at least two of pins 10, 11, 28, 29, 47 and 48 simultaneously or else the signal from the driving mode selector is absent altogether. The signals in question are given with UX voltage (+24 V).

Remarks The signals are implausible because the driving mode selector can only be in one position at a time.

The control unit has detected that a signal was received on pin 8 and a signal was absent on pin 45.

Remarks The lower clutch pedal switch was closed although the upper clutch pedal switch was not closed. This should not be possible while the vehicle is being driven. When these switches are activated, they are closed to system ground (0V).

If this fault occurs, the control unit will not "obey" the driving mode selector. Either the signal is absent altogether or else the control unit has received conflicting signals as in one of the following combinations:

The gearbox cannot change gear automatically if this fault arises. The vehicle can, however, be operated using the LIMPHOME emergency gear changing program.

Changing gear up and down position at the same time (pins 10 and 28).

Action

Reverse and automatic position at the same time (pins 48 and 29).

Check both clutch pedal switches, the connectors and wiring.

Reverse and manual position at the same time (pins 48 and 47). Neutral and manual position at the same time (pins 11 and 47).

Action Check the driving mode selector, the connectors and wiring. Use the wiring diagram and multimeter to check the driving mode selector.

64

©


05:05-02

Fault codes

Fault code 23

Fault code 24

Fault

Fault

Continuous signal from the lower clutch pedal switch.

Continuous signal from the upper clutch pedal switch.

Cause

Cause

The control unit has detected that the signal remained on pin 8 for too long.


Remarks

Remarks

The clutch pedal switch cannot remain closed for as long as this during normal driving.

The clutch pedal switch cannot be closed for as long as this during normal driving unless the driver habitually rests his foot on the clutch pedal.

When the switch is activated, it closes to system ground (0V). The gearbox cannot change gear automatically if this fault arises. The vehicle can, however, be operated using the LIMPHOME emergency gear changing program.

When the switch is activated, it closes to system ground (0V). The gearbox cannot carry out enginecontrolled gear changing in manual position if this fault arises.

Action Check the lower clutch pedal switch, the connectors and wiring.

05:05-02

©

Action Check the upper clutch pedal switch, the connectors and wiring.


65

Fault codes

Fault code 26

Fault code 27

Fault

Fault

Continuous signal from the floor switch for the engine brake range.

Continuous signal from the diagnostics switch.

Cause Cause The control unit has detected that the signal remained on pin 27 for too long.


Remarks Remarks The floor switch cannot be closed for as long as this during normal driving. When this switch is activated, it is closed to +24V. Note that the signal to pin 27 does not always come from the floor switch. The retarder control unit can also send the same signal. If this fault arises, the control unit is forced to use the engine brake range.

The diagnostics switch cannot remain depressed for as long as this during normal usage. When this switch is activated, it is closed to system ground (0V). If this fault arises when the driver switches on the power, all fault codes that can be shown on the display will be erased. It may also be impossible to start the test program.

Action Action Check the floor switch, the connectors and wiring. Look to see whether any fault codes are stored in the retarder's control unit (if the vehicle is equipped with a retarder).

66

©

Check the diagnostics switch, the connectors and wiring.


05:05-02

Fault codes

Fault code 28

Fault code 31

Fault

Fault

Implausible difference between vehicle speed and tachograph.

Poor contact or signal loss, frequency sensor for vehicle speed.

Cause

Cause

The control unit has detected that the difference in frequency between the signals going to pins 31 and 49 (which jointly form a frequency inside the control unit) and the signal going to pin 32 was too great.

The control unit has detected that the signals on pin 31 and/or pin 49 have been excessively irregular.

Remarks

The speed signal from the inductive speed sensor on the output shaft of the gearbox has varied more than is permissible. The speed must exceed a certain limit for the control unit to register this fault.

The difference between the signal from the inductive speed sensor on the output shaft of the gearbox and the tachograph signal from the instrument cluster was greater than permissible.

Remarks

Action Check the speed sensor on the output shaft of the gearbox, the connectors and wiring.

Action Check the speed sensor on the output shaft of the gearbox, the tachograph signal, the connectors and wiring.

05:05-02

©


67

Fault codes

Fault code 34

Fault code 36

Fault

Fault

Open circuit or shorting, frequency sensor for vehicle speed.

Gear-changing movement forwards on the lefthand side requested but not confirmed.

Cause

Cause

Too low or too high current consumption outside pin 31 and/or pin 49.

No confirmation of longitudinal stroke forwards (pin 43) on the left-hand side (pin 42) in spite of several attempts to activate the solenoid valves which admit the compressed air.

Remarks The fault may be due to an open circuit in the wiring or in the sensor itself, or because a lead is short-circuited to chassis ground or +24 V. The control unit does not detect that the sensor in question is connected.

68

Remarks The control unit counts its own attempts to change gear as well as those of the driver.

Action

Action

Check the speed sensor on the output shaft of the gearbox, the connectors and wiring.

First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valves for longitudinal stroke forwards and lateral stroke left, as well as connectors and wiring.

©


05:05-02

Fault codes

Fault code 37

Fault code 38

Fault

Fault

Gear-changing movement rearwards on the left-hand side requested but not confirmed.

Gear-changing movement forwards in centre position requested but not confirmed.

Cause

Cause

No confirmation of longitudinal stroke rearwards (pin 6) on the left-hand side (pin 42) in spite of several attempts to activate the solenoid valves which admit the compressed air.

No confirmation of longitudinal stroke forwards (pin 43) in spite of several attempts to activate the solenoid valve which admits the compressed air.

Remarks Remarks The control unit counts its own attempts to change gear as well as those of the driver.

The control unit counts its own attempts to change gear as well as those of the driver.

Action Action First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valves for longitudinal stroke rearwards and lateral stroke left, as well as connectors and wiring.

05:05-02

©

First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valve for longitudinal stroke forwards, the connectors and wiring.


69

Fault codes

Fault code 39

Fault code 40

Fault

Fault

Gear-changing movement rearwards in centre position requested but not confirmed.

Gear-changing movement forwards on the right-hand side requested but not confirmed.

Cause

Cause

No confirmation of longitudinal stroke rearwards (pin 6) in spite of several attempts to activate the solenoid valve which admits the compressed air.

No confirmation of longitudinal stroke forwards (pin 43) on the right-hand side (pin 24) in spite of several attempts to activate the solenoid valves which admit the compressed air.



Action First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valve for longitudinal stroke rearwards, the connectors and wiring.

70

©

Action First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valves for longitudinal stroke forwards and lateral stroke right, as well as connectors and wiring.


05:05-02

Fault codes

Fault code 41

Fault code 42

Fault

Fault

Gear-changing movement rearwards on righthand side requested but not confirmed.

Gear-changing movement to the left requested but not confirmed.

Cause

Cause

No confirmation of longitudinal stroke rearwards (pin 6) on the right-hand side (pin 24) in spite of several attempts to activate the solenoid valves which admit the compressed air.

No confirmation of lateral stroke left (pin 42) in spite of several attempts to activate the solenoid valve which admits the compressed air.


The control unit counts its own attempts to change gear as well as those of the driver.

Action Action First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valves for longitudinal stroke rearwards and lateral stroke right, as well as connectors and wiring.

05:05-02

©

First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valve for lateral stroke left, as well as connectors and wiring.


71

Fault codes

Fault code 43

Fault code 44

Fault

Fault

Gear-changing movement to the right requested but not confirmed.

Gear-changing movement laterally towards centre position requested but not confirmed.

Cause

Cause

No confirmation of lateral stroke right (pin 24) in spite of several attempts to activate the solenoid valve which admits the compressed air.

The control unit has detected that a confirmation signal for lateral stroke left (pin 42) or lateral stroke right (pin 24) persists.


Action First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the solenoid valve for lateral stroke right, the connectors and wiring.

72

©

When the confirmation signal for neutral position longitudinally exceeds 10 V and no solenoid valve is activated, a timer starts and runs until the confirmation signals for lateral stroke are no longer present. The fault code is generated if the timer does not stop within a predetermined period.

Action First inspect the air hoses connected to the solenoid valves and check that the valves are supplied with air at the correct pressure. Then check that the confirmation signals from the hall sensor arrive as intended. Check the venting of the solenoid valves for lateral stroke left and right, as well as the return springs, the connectors and wiring.


05:05-02

Fault codes

Fault code 45

Fault code 46

Fault

Fault

Loss of confirmation, forward stroke.

Loss of confirmation, rearward stroke.

Cause

Cause

The control unit has detected that the confirmation signal on pin 43 has suddenly disappeared.


Remarks

Remarks

For the control unit to check whether the signal was lost, a complete gear-changing sequence must be performed. Five seconds after the control unit has received confirmation that the gear change in question was completed, it starts to detect whether the confirmation signal continues to arrive as it should. The control unit checks this until it requests the gearbox to perform the next gear change. The fault code will be generated if the gear is thrown out mechanically.


Action

Action

Check the hall sensor, the connectors and wiring.


05:05-02

©


73

Fault codes

74

Fault code 47

Fault code 48

Fault

Fault

Loss of confirmation, lateral stroke right.

Loss of confirmation, lateral stroke left.

Cause

Cause



Remarks

Remarks



Action

Action



©


05:05-02

Fault codes

Fault code 49

Fault code 50

Fault

Fault

Loss of confirmation, neutral position.

No confirmation, neutral position.

Cause

Cause


The control unit has not received a confirmation signal on pin 7 confirming that the requested gear-changing movement was executed.

Remarks For the control unit to check whether the signal was lost, a complete gear-changing sequence must be performed. Five seconds after the control unit has received confirmation that the gear change in question was completed, it starts to detect whether the confirmation signal continues to arrive as it should. The control unit checks this until it requests the gearbox to perform the next gear change. The fault code will be generated if the gear is thrown out mechanically.

Remarks When the solenoid valve for neutral is activated a timer starts which is stopped when the confirmation signal for neutral position exceeds 10V. The fault code is generated if the timer is not stopped within a predetermined time limit. This fault code can only be generated when vehicle speed is greater than 5 km/h or when the clutch pedal is fully depressed.

Action

Action


Check the control cylinders, solenoid valve for neutral position, compressed air lines, hall sensor, the connectors and wiring.

05:05-02

©


75

Fault codes

Fault code 51

Fault code 52

Fault

Fault

Continuous signal for confirmation, neutral position.

Implausible confirmation (impossible gear positions).

Cause

Cause

The control unit has detected that the confirmation signal remained on pin 7 for too long.

Simultaneous confirmation from several gears.

Remarks

The signals are implausible because the hall sensor and confirmation switch should only be capable of confirming one gear-changing movement at a time.

The confirmation signal must not persist for too long after the request for longitudinal stroke forward or longitudinal stroke rearward was made. The fault code could be generated by a binding gearbox, this may happen in extreme cold conditions.

Action Check the control cylinders, solenoid valves, compressed air lines, hall sensor, the connectors and wiring.

Remarks

Any of the following confirmations have come at the same time: •

Neutral and forward confirmation (pin 7 and pin 43)

•

Neutral and backward confirmation (pin 7 and pin 6)

•

Forward and backward confirmation (pin 43 and pin 6)

•

Right and left confirmation (pin 24 and pin 42)

•

Low range and high range confirmation (pin 41 and pin 5)

•

Low split and high split confirmation (pin 4 and pin 23).

Action Check the hall effect sensor, confirmation switches, connectors and wiring.

76

©


05:05-02

Fault codes

Fault code 53

Fault code 54

Fault

Fault

Gear-changing movement towards low range requested but not confirmed.

Gear-changing movement towards high range requested but not confirmed.

Cause

Cause

No signal on pin 41.

No signal on pin 5.

Remarks

Remarks

No confirmation of low range in spite of several attempts to activate the solenoid valve which admits the compressed air. Every gearchanging attempt must take a certain amount of time for it to be counted.

No confirmation of high range in spite of several attempts to activate the solenoid valve which admits the compressed air. Every gearchanging attempt must take a certain amount of time for it to be counted.

Action

Action

Check the control cylinders, confirmation contact, low-range solenoid valve, compressed air lines, the connectors and wiring.

Check the control cylinders, confirmation switch, high-range solenoid valve, compressed air lines, the connectors and wiring.

05:05-02

©


77

Fault codes

78

Fault code 55

Fault code 56

Fault

Fault

Gear-changing movement towards low split requested but not confirmed.

Gear-changing movement towards high split requested but not confirmed.

Cause

Cause

No signal on pin 4.

No signal on pin 23.

Remarks

Remarks

No confirmation of low split in spite of several attempts to activate the solenoid valve which admits the compressed air. Every gearchanging attempt must take a certain amount of time for it to be counted.

No confirmation of high split in spite of several attempts to activate the solenoid valve which admits the compressed air. Every gearchanging attempt must take a certain amount of time for it to be counted.

Action

Action

Check the control cylinders, confirmation switch, low-split solenoid valve, compressed air lines, the connectors and wiring.

Check the control cylinders, confirmation contact, high-split solenoid valve, compressed air lines, the connectors and wiring.

©


05:05-02

Fault codes

Fault code 57

Fault code 58

Fault

Fault

No confirmation, low range.

No confirmation, high range.

Cause

Cause



Remarks

Remarks



Action

Action

Check the confirmation switch, the connectors and wiring.


05:05-02

©


79

Fault codes

80

Fault code 59

Fault code 60

Fault

Fault

No confirmation, low split.

No confirmation, high split.

Cause

Cause



Remarks

Remarks



Action

Action



©


05:05-02

Fault codes

Fault code 61

Fault code 62

Fault

Fault

The solenoid valve for longitudinal stroke forwards is supplied with voltage when it should not be.

The solenoid valve for longitudinal stroke rearwards is supplied with voltage when it should not be.

Cause

Cause

Voltage was supplied to the control unit's output for the solenoid valve for longitudinal stroke forwards although the control unit has not requested it.

Voltage was supplied to the control unit's output for the solenoid valve for longitudinal stroke rearwards although the control unit has not requested it.

Remarks

Remarks

The fault code will be generated if the control unit's output for the solenoid in question was supplied with voltage for the wrong reason, such as a short to +24 V (e.g. in the wiring). Otherwise, there is a fault in the control unit itself.


Action

Action

Remove the cable from pin 3 and take a reading with a multimeter. Then check the connectors and wiring.


05:05-02

©


81

Fault codes

82

Fault code 63

Fault code 64

Fault

Fault

The solenoid valve for neutral position is supplied with voltage when it should not be.

The solenoid valve for low range is supplied with voltage when it should not be.

Cause

Cause

Voltage was supplied to the control unit's output to the solenoid valve for neutral position although the control unit has not requested it.

The control unit's output to the solenoid valve for low range was supplied with voltage although the control unit has not requested it.

Remarks

Remarks



Action

Action



©


05:05-02

Fault codes

Fault code 65

Fault code 66

Fault

Fault

Open circuit or short circuit in the solenoid valve circuit for longitudinal stroke forwards.

Open circuit or short circuit in the solenoid valve circuit for longitudinal stroke rearwards.

Cause

Cause

Too low or too high current consumption on control unit pin 3.


Remarks

Remarks

When the solenoid valve for longitudinal stroke forwards is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.

When the solenoid valve for longitudinal stroke rearwards is activated, the control unit can detect the following:. Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.

For the fault code to be regenerated, power consumption must suddenly change, for example due to a loose connection. If the fault remains, the fault code is regenerated each time the control unit attempts to activate the relevant solenoid valve.


High current can be caused by such things as short circuited windings in the solenoid valve coil.


Action

Action

Check the solenoid valve for longitudinal stroke forwards, the connectors and wiring.

Check the solenoid valve for longitudinal stroke rearwards, the connectors and wiring.

05:05-02

©


83

Fault codes

84

Fault code 67

Fault code 68

Fault

Fault

Open circuit or short circuit in the solenoid valve circuit for lateral stroke right.

Open circuit or short circuit in the solenoid valve circuit for lateral stroke left.

Cause

Cause



Remarks

Remarks

When the solenoid valve for lateral stroke right is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.

When the solenoid valve for lateral stroke left is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.

For the fault code to be regenerated, power consumption must suddenly change, for example due to a loose connection. If there is a residual fault the fault code is regenerated each time the control unit tries to reactivate the solenoid valve.




Action

Action

Check the solenoid valve for lateral stroke right, the connectors and wiring.

Check the solenoid valve for lateral stroke left, the connectors and wiring.

©


05:05-02

Fault codes

Fault code 69

Fault code 70

Fault

Fault

Open circuit or short circuit in the solenoid valve circuit for neutral position.

Open circuit or short circuit in the solenoid valve circuit for low range.

Cause

Cause



Remarks

Remarks

When the solenoid valve for neutral position is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.

When the solenoid valve for low range is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.





Action

Action

Check the solenoid valve for neutral position, the connectors and wiring.

Check the solenoid valve for low range, the connectors and wiring.

05:05-02

©


85

Fault codes

86

Fault code 71

Fault code 72

Fault

Fault

Open circuit or short circuit in the solenoid valve circuit for high range.

Open circuit or short circuit in the solenoid valve circuit for low split.

Cause

Cause



Remarks

Remarks

When the solenoid valve for high range is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.

When the solenoid valve for low split is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.





Action

Action

Check the solenoid valve for high range, the connectors and wiring.

Check the solenoid valve for low split, the connectors and wiring.

©


05:05-02

Fault codes

Fault code 73

Fault code 75

Fault

Fault

Open circuit or short circuit in the solenoid valve circuit for high split.

Fault in the control unit power supply.

Cause Cause Too low or too high current consumption on control unit pin 18.

The control unit has detected that the U30 power supply was absent when the driver turned off the voltage with the ignition switch.

Remarks

Remarks

When the solenoid valve for high split is activated, the control unit can detect the following: Open circuit: The circuit consumes no current. Short circuit: current in the circuit is too high.

The control unit was turned off several times in succession without being able to save its data in the EEPROM. This may be because the control unit was turned off without the U30 supply being connected to it. It might also be because the control unit was subjected to severe disturbances which caused its integrated safety functions to trip and restart it repeatedly.

For the fault code to be regenerated, power consumption must suddenly change, for example due to a loose connection. If the fault remains, the fault code is regenerated each time the control unit attempts to activate the relevant solenoid valve. High current can be caused by such things as short circuited windings in the solenoid valve coil.

Action Check the fuse for the U30 supply circuit to the Opticruise control unit, the connectors and wiring.

Action Check the solenoid valve for high split, the connectors and wiring.

05:05-02

©


87

Fault codes

Fault code 76

Fault code 77

Fault

Fault

The EDC cannot give a reliable value for the position of the throttle pedal.

The EDC cannot give a reliable value for the present engine speed.

Cause

Cause

The control unit has received a message from the EDC via the communication circuit (pins 20 and 38) indicating that the value from the throttle pedal sensor's potentiometer is implausible.

The control unit has received a message from the EDC via the communication circuit (pins 20 and 38) indicating that the value from the engine speed sensor is implausible.

Remarks Remarks It is unlikely that the communication circuit is at fault. Otherwise the control unit would have generated a different fault code (fault code 82 or 83).

It is unlikely that the communication circuit is at fault. Otherwise the control unit would have generated a different fault code (fault code 82 or 83).

Action Action Check if any fault codes are stored in the EDC control unit.

88

©

Check if any fault codes are stored in the EDC control unit.


05:05-02

Fault codes

Fault code 78

Fault code 79

Fault

Fault

The EDC cannot give a reliable value for the vehicle's present speed.

The EDC cannot give a reliable value for the position of the brake pedal.

Cause

Cause

The control unit has received a message from the EDC via the communication circuit (pins 20 and 38) indicating that the value from the engine speed sensor is implausible.

The control unit has received a message from the EDC via the communication circuit (pins 20 and 38) indicating that the value from the brake pedal sensor is implausible.

Remarks

Remarks



Action

Action



05:05-02

©


89

Fault codes

Fault code 80

Fault code 81

Fault

Fault

The EDC cannot give a reliable value for the temperature of the coolant.


Cause Cause The control unit has received a message from the EDC via the communication circuit (pins 20 and 38) indicating that the value from the temperature sensor is implausible.

Remarks It is unlikely that the communication circuit is at fault. Otherwise the control unit would have generated a different fault code (fault code 82 or 83).

Action Check if any fault codes are stored in the EDC control unit.

Cause: The control unit's test of the communication circuit memory has shown that one of the memory cells is malfunctioning.

Remarks The communication circuit memory is used as a buffer store for information from adjacent systems (such as EDC and ABS). It then sorts the information before the Opticruise system uses it. The control unit first writes certain values into the communication circuit memory and then reads these same values to check that they have not been distorted. If the control unit interprets any value as a deviation, the fault code is generated.

Action Renew the control unit.

90

©


05:05-02

Fault codes

Fault code 82

Fault code 83

Fault

Fault

Fault in communication circuit.

No communication signal from the EDC control unit.

Cause The control unit has detected that the signal level in the communication circuit was faulty. This indicates an open circuit or short circuit somewhere outside pins 20 and 38.

Cause There was an unusually long delay before the expected signal has come from the EDC via the communication circuit (pins 20 and 38).

Remarks

Remarks

When the signal level fault is no longer present, communication starts to function normally again without any other measures being necessary.

The Opticruise control unit receives messages continuously from the EDC control unit and then "understands" that communication is in normal working order. If no messages are received, fault code 83 will be generated.

Action Check the connectors and wiring. If they are OK, the fault is inside the control unit. This is unlikely, however.

05:05-02

©

Action Check if any fault codes are stored in the EDC control unit. Check the communication circuit connectors and wiring.


91

Fault codes

92

Fault code 84

Fault code 85

Fault

Fault

No communication signal from the ABS control unit.

Implausible signal from the throttle pedal sensor's kick-down switch.

Cause

Cause

There was an unusually long delay before the expected signal has come from the ABS via the communication circuit (pins 20 and 38).

The control unit has detected that the signal was present on pin 44 even though the throttle pedal was not pressed to the floor.

Remarks

Remarks

The Opticruise control unit receives messages continuously from the ABS control unit and then "understands" that communication is in normal working order. If no messages are received, fault code 84 will be generated.

The kick-down switch is grounded to 0 V. If an incorrect analogue value is received from the throttle pedal sensor, fault code 76 will be generated but then the control unit will not be able to generate fault code 85.

Action

Action

Check if any fault codes are stored in the ABS control unit. Check the communication circuit connectors and wiring.

Check whether any fault codes are stored in the EDC control unit and whether fault code 76 is stored in the Opticruise control unit. Check the kick-down switch in the throttle pedal sensor, the connector and wiring.

©


05:05-02

Fault codes

Fault code 86

Fault code 87

Fault

Fault

Incorrect gear ratio in the gearbox.

Implausible deviation between vehicle speed and speed signal from the ABS.

Cause The ratio between input shaft speed and output shaft speed does not coincide with the gear that is engaged.

Remarks The input shaft speed is obtained from the engine speed sensor. This means that the clutch must be fully disengaged before any rpm comparisons can be made. This fault code may be generated if the control unit has received confirmation that the clutch is released, but that it is still slipping. The fault code can also be generated if there are incorrect confirmation signals for gear positions.

Action Check whether any gear position or road speed sensor fault codes have been stored. Check that the control unit is correctly configured for the type of gearbox concerned.

05:05-02

©

Cause The control unit has detected that there is too great a difference in frequency between the signals going to pins 31 and 49 (which together make up a frequency inside the control unit) and the signal going to pins 20 and 38.

Remarks The difference between the signal from the inductive speed sensor on the output shaft of the gearbox and the speed signal from the ABS control unit is greater than permissible.

Action Check the road speed sensor on the output shaft of the gearbox, the fault codes in the ABS system, the connectors and wiring.


93

Fault codes

Fault code 88

Fault code 89

Fault

Fault

Implausible deviation between the tachograph and speed signal from the ABS.

The ABS cannot give a reliable value for the vehicle's present speed.

Cause

Cause

The control unit has detected that there is too great a difference in frequency between the signals going to pin 32 and the signal going to pins 20 and 38.

The control unit has received a message from the ABS via the communication circuit (pins 20 and 38) indicating that the value of the road speed signal is implausible.

Remarks

Remarks

The difference between the signal from the tachograph and the speed signal from the ABS control unit is greater than permissible.


Action Check the tachograph, the fault codes in the ABS system, the connectors and wiring.

94

©

Action Check if any fault codes are stored in the ABS control unit.


05:05-02

Fault codes

Fault code 90

Fault code 91

Fault

Fault



Cause

Cause



Remarks

Remarks



The following confirmations arrived at the same time:


Forward and backward confirmation (pin 43 and pin 6)

Neutral and forward confirmation (pin 7 and pin 43)

Action

Action



05:05-02

©


95

Fault codes

Fault code 92

Fault code 93

Fault

Fault



Cause

Cause



Remarks

Remarks





Neutral and backward confirmation (pin 7 and pin 6)

Right and left confirmation (pin 24 and pin 42)

Action Action Check the hall sensor, the connectors and wiring.

96

©



05:05-02

Fault codes

Fault code 94

Fault code 95

Fault

Fault



Cause

Cause



Remarks

Remarks


The signals are implausible because the hall sensor and confirmation switch should only be capable of confirming one gear-changing movement at a time. The fault code cannot be generated on gearboxes without split changing.

The following confirmations arrived at the same time: Low range and high range confirmation (pin 41 and pin 5)

The following confirmations arrived at the same time: Low split and high split confirmation (pin 4 and pin 23).

Action Action

Check the confirmation switches, the connectors and wiring.

05:05-02

Check the confirmation switches, the connectors and wiring.

©


97

Fault codes

98

Fault code 96

Fault code 97

Fault

Fault

Confirmation of low gear from the transfer box even though high gear is engaged (implausible signal).

No confirmation of low gear from the transfer box even though low gear is engaged (implausible signal).

Cause

Cause

The control unit has received a signal on pin 46. This indicates that low gear is engaged in the transfer box even though control unit monitoring of the speed shows that high gear is engaged.

The control unit has not received a signal on pin 46. This indicates that high gear is engaged in the transfer box even though control unit monitoring of the speed shows that low gear is engaged.

Remarks

Remarks

Opticruise goes into clutch mode. The "O" in the second position on the display is changed to "C" and "CLU MODE" flashes for 10 seconds.

Opticruise goes into clutch mode. The "O" in the second position on the display is changed to "C" and "CLU MODE" flashes for 10 seconds.

Action

Action

Check the low gear sensor on the transfer box and its connectors and wiring.

Check the low gear sensor on the transfer box and its connectors and wiring.

©


05:05-02

05:05-02

©


99

Opticruise W.S.M

Recommend Documents