ZF 3WG-94 transmission

Order No.: 5872 138 002

ZF – ERGOPOWER TRANSMISSION 3 WG-94 EC

TECHNICAL DATA DESCRIPTION OPERATION MAINTENANCE DIAGNOSTIC SYSTEMS

ZF Passau GmbH Donaustr. 25 - 71 D - 94034 Passau

Subject to technical modifications!

ERGOPOWER

Corporate Division Off-Road Driveline Technology and Axle Systems

1st Edition: 11/2007 2

ERGOPOWER


Preface This documentation has been developed for specialized staff trained by ZF Passau for repair and maintenance work to be made on ZF units. Due to the continuous technical upgrading of the product, however, the repair and maintenance of the unit at your disposal may require both deviating work steps and differing setting and testing data. This manual is based on the state-of-the-art at the time of printing. It was prepared with utmost care in order to avoid errors. However, we shall not be liable for any possible errors in figures or descriptions. We reserve the right to make modifications without prior notice. The owner and the user shall be responsible for complying with the safety instructions and for implementing the maintenance work according to the specified guidelines. ZF shall not be liable for any incorrect installation, improper handling, insufficient maintenance, improperly or incompetently performed work and any consequential damage resulting thereof. It is imperative to observe the relevant instructions and manuals of the vehicle manufacturer. Important information regarding technical reliability and operational safety are highlighted by the following symbols:

This is applicable for instructions to be observed for maintenance, operation or handling of the vehicle! Refers to working and operating processes which must be strictly observed to avoid any damage to or destruction of the unit or to exclude any endangerment to persons!

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TABLE OF CONTENTS Page: 6–7 8 9 – 10

Summary of TECHNICAL DATA Identification plate IMPORTANT INSTRUCTIONS I. 1.1 1.2 1.3 1.4 1.5 1.6 1.6.1 1.6.2 1.6.3 1.6.4 1.7 1.7.1 1.7.2 1.7.3 1.7.4 1.7.5 1.7.6

DESCRIPTION Operating mode of the converter Powershift transmission Transmission control Controller DW-3 Electronic control unit TCU Electronic controls for ZF powershift transmissions General Description of basic functions AEB (=Automatic Determination of Filling Parameters=ADFP) Electrical inching Description of the fault codes for ERGO-Control EST-65 Abbreviations Display Possible Indications on the Display during operation Possible Indications on the Display during AEB-Mode Possible Indications on the Display during Inchpedal Calibration Definition of operating modes

11

II.

INSTALLATION INSTRUCTIONS

21

III. 3.1 3.2 3.3 3.4 3.5 3.6 3.7

OPERATION Driving preparation and maintenance Driving and shifting Cold start Transmission control in "Automatic" driving range Stopping and parking Towing Oil temperature

23

IV. 4.1 4.2 4.3 4.3.1 4.3.2

MAINTENANCE Oil grade Oil level check Oil and filter change intervals Oil change and oil fill quantity Filter change

27

V.

DIAGNOSTIC SYSTEMS

31

5.1 5.2 5.3

General Laptop version Multi-System 5060 4

ERGOPOWER ANNEX consisting of: Tables 3 WG-94 :

1

Configuration

2

Installation sheet of direct mount - front view

3

Installation sheet of direct mount – rear view

4

Measuring points, valves and connections

5

Oil circuit diagram (1st speed forward)

6

Power flow of forward and reverse gears

7

Controller DW-3

8

Fully-automatic control EST-65 (Standard) Wiring diagram - 6029 701 xxx -

9

Fault code list EST-65

5


ERGOPOWER


TECHNICAL DATA Engine power:

max. KW*

............................................ 90

Turbine torque:

max. Nm*

............................................ 750

Engine speed:

max. min-1*

............................................ 2 600

Stall torque ratio:

............................................ 2,0

Engine-dependent PTOs: Torque: RPM:

Nm n

Mass (without oil):

kg approx.** ............................................ 230

............................................ 1x nTurbine ............................................ 1x nEngine

* = depending on vehicle type and application ** = depending on transmission version Description: The ZF transmissions 3 WG-94 EC are composed of a hydrodynamic torque converter and a rear-mounted multi-speed powershift transmission with integrated transfer box (see table 1). The torque converter is a wear-free start-up device which, due to its continuously variable design, adapts itself to the required situations (necessary input torque). Input by direct mount via flexplate to the engine, or remote mount (input via U-joint shaft) with DIN, Mechanics or Spicer input flange. The transmission can be shifted manually or fully automatically by means of the electronic control unit EST-65 (24 volts). Torque converter: Size W 280 with torque multiplication Powershift transmission: 3 forward gears and 3 reverse gears Output: The powershift transmission has a center distance of 306 mm between input and output shaft and can be equipped with output flanges towards the rear axle for various U-joint shafts. PTO: For driving an external oil pressure pump, the system incorporates an engine-dependent, coaxial PTO which can optionally be supplied in disconnectible version. This PTO allows the attachment of pumps with SAE-C connection.

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Transmission ratio (mechanical)*

Gear 1 2 3 1 2 3

DRIVING DIRECTION forward forward forward reverse reverse reverse

Ratio 4,446 2,341 0,974 4,443 2,340 0,973

* = Other ratios are possible, depending on the transmission version.

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ERGOPOWER


LABELING OF IDENTIFICATION PLATE FOR ZF-POWERSHIFT TRANSMISSIONS 1 2 3 4 5 6 7 8

= = = = = = = =

Transmission type Transmission number ZF parts list number Overall transmission ratio Oil filling (oil specification) ZF List of Lubricants Oil fill quantity Customer number

1

2

3

4

5

6

7 8

INFORMATION ON SPARE PARTS ORDERING: Please indicate the following information when ordering genuine ZF spare parts: 1. 2. 3. 4. 5. 6. 7.

= = = = = = =

Transmission type Unit number ZF parts list number Make and type of spare part Denomination of spare part Spare part number Shipping mode

You will find this information on the identification plate!

Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered spare parts!

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ERGOPOWER


IMPORTANT INSTRUCTIONS Oil level check (see 4.2): In the cold-start phase, the engine must be running at idling speed for about 2 – 3 min. and the marking on the oil dipstick must then be above the cold-start level. The oil level check in the transmission must be carried out at engine idling speed and operating temperature of the transmission ( 80° to 90° C ). At shut-off engine, the oil level in the transmission is rising essentially, depending on the installation conditions ! The ZF filter must be replaced at every oil change. In addition, ZF recommends to start the automatic calibration of the shifting elements (AEB). The automatic calibration of shifting elements (AEB) must be started by the vehicle manufacturer after initial installation of transmission and electronic system into the vehicle, and after every replacement of transmission and TCU in case of a failure. On vehicles with electronic inching, also the IPK (Inch Pedal Calibration - Inch Sensor Calibration) should be initiated after each AEB start. When starting the engine, always place the gear selector into neutral position. At running engine and transmission in neutral, make sure that the parking brake has been engaged or the service brake has been actuated, in order to prevent the vehicle from rolling away. Loosen the parking brake prior to every start-off. Engagement of the gear from neutral is only possible under the programmed transmission input speed (turbine speed). Gear selector in neutral position is not allowed at increased vehicle speeds (above walking speed). Promptly engage a suitable gear, or slow down the vehicle immediately. When the engine is shut off, there is no power flow between transmission and engine in spite of a preselected speed on the gear selector, that means the transmission is in idling position. Therefore, the parking brake must be fully actuated! When leaving the vehicle, secure it additionally by wheel chocks! In any case, the towing speed must not exceed 10 km/h and the towing distance must not be longer than 10 km. It is imperative to observe this instruction, since otherwise the transmission will be damaged due to insufficient oil supply! For longer-distance transport of the defective vehicle we recommend to use a flatbed truck. 9

ERGOPOWER


Operating temperature after the converter 65° C min. and 100° C in continuous operation; short-term increase up to 120° C max. is permitted. In case of irregularities on the transmission put the vehicle out of service and ask for specialists. Protective measures for the ZF electronic system during electrical work on the vehicle: At the following operations, the ignition must be shut off and the control unit plug must be pulled off the ZF electronic system:

∗ during any kind of electrical operations on the vehicle ∗ during welding operations on the vehicle ∗ during insulation tests on the electric system

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ERGOPOWER I.

DESCRIPTION

1.1

Operating mode of the converter:


Operating mode of a hydrodynamic torque converter (schematic view) pump wheel

turbine wheel

TT

from the engine

TP = torque of pump wheel TT = torque of turbine wheel TR = torque of reaction member (stator)

TP

towards the transmission

starting condition

intermediate condition

condition shortly before the converter clutch is closed

TR reaction member (stator)

1

1,5

1

<1,5 ,5

<2,5 ,5

1

0

1

2,5

NT = 0 vehicle at standstill nT =
Figure No.: 1.1

The converter operates according to the Trilok system. This means at high turbine speed it assumes the characteristics and thus the favorable efficiency of a fluid clutch. The converter is designed according to the engine power so that the most favorable operating conditions are obtained for each installation case. The torque converter consists of 3 main parts: Pump wheel – turbine wheel – stator (reaction member) The circular arrangement of these 3 impellers allows the fluid to flow through the circuit components in the indicated order. Pressure oil from the transmission pump is constantly streaming through the converter, thus allowing the converter to fulfill its task of multiplying the engine torque. At the same time, the heat produced in the converter is dissipated via the dispersed oil. The oil which is streaming out of the pump wheel enters the turbine wheel and is there reversed in its direction of flow. Depending on the rate of reversal, a more or less high reaction torque is applied to the turbine wheel and thus to the output shaft. 11

ERGOPOWER


The stator (reaction member) following the turbine has the task to reverse the oil streaming out of the turbine once more and to deliver it to the pump wheel under the suitable discharge direction. Due to the reversal, a reaction torque is applied to the stator. The relation turbine torque/pump torque is called torque multiplication. Its level depends on the extent of speed difference between pump and turbine wheel. Therefore, the max. torque multiplication is generated at stationary turbine wheel. The torque multiplication decreases with increasing output speed. Matching of the output speed to a certain required output torque is achieved by the torque converter in a continuously variable and automatic way. When the turbine speed reaches about 80% of the pump speed, the torque multiplication becomes 1.0, i.e. the turbine torque gets equal to the pump torque. From this point on, the converter is working similar to a fluid clutch. A stator freewheel serves to improve the efficiency in the upper driving range. It is backing up the torque upon the housing in the torque multiplication range, and is released in the clutch range. In this way, the stator can rotate freely. 1.2

Powershift transmission:

The multi-speed reversing transmission in countershaft design is powershiftable by hydraulically actuated multi-disk clutches. All gears are in constant mesh and carried on antifriction bearings. The gears, bearings and clutches are cooled and lubricated with oil. The 3-speed reversing transmission is equipped with 5 multi-disk clutches. In shifting operation, the respective disk package is compressed by a piston which is movable in axial direction and pressurized by pressure oil. A compression spring pushes the piston of clutches KV, KR, KD, and KE back and thus releases the disk package. A cup spring package pushes the piston of clutch KC back For the transmission configuration and information on the closed clutches in the different gears please refer to Table 1 and 4. 1.3

Transmission control:

Transmission control see measuring points and oil circuit diagram Table 4 and 5. The transmission pump which is necessary for the oil supply of the converter and for the transmission control is located within the transmission on the engine-dependent input shaft. The pump feed rate is Q = 45 l /min, at nengine= 1 500 min -1. This pump is sucking the oil out of the oil sump via the coarse filter, and delivers it to the main pressure valve via the ZF filter.

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ERGOPOWER


ZF filter: Filtration ratio acc. to ISO 4572: min. filter surface: min. dust capacity acc. to ISO 4572 :

ß30 ≥ 20 ß10 ≥ 1.5 2780 cm2 19 g

ZF coarse filter (screen): Mesh size:

0.800 mm

The 5 clutches of the transmission are controlled via the 4 proportional valves Y1 to Y5 The direct proportional control with separate pressure modulation for each clutch controls the pressures towards the clutches which are involved in the gear change. This allows a hydraulic overlapping of the clutches to be engaged and disengaged. The pressure modulation to the respective clutch is controlled by cup springs and proportional valves in the clutch package.

This creates spontaneous shiftings without tractive effort interruption. The following criteria are considered during the shifting operation: - RPM of engine, turbine, gear chain and output - Transmission temperature - Shifting mode (upshifting, downshifting, reverse shifting and gear engagement out of neutral) - Load condition (full and partial load, drive, coast, including consideration of load reversals during shifting) - Electronic inching The main pressure valve limits the max. control pressure to 16+3 bar and releases the main stream towards the converter- and lubrication circuit. The converter inlet incorporates a converter safety valve which protects the converter from high internal pressures (opening pressure 11+2 bar). Within the converter, the oil serves for transmitting the power according to the well-known hydrodynamic principle (see Chapter torque converter 1.1). To avoid cavitation, the converter must always be completely filled with oil. The oil coming out of the converter is directed to a heat exchanger. The selection and determination of the heat exchanger must be carried out by the customer on his own responsibility, according to our Installation Guidelines for Hydrodynamic Powershift Transmissions. The heat exchanger is not included in the delivery scope of ZF Passau GmbH. From the heat exchanger, the oil is directed to the transmission and the lubricating oil circuit, so that all lubricating points are supplied with cooled oil.

13


ERGOPOWER 1.4

Controller DW-3 - see Table-7

The Controller is designed for the mounting on the steering column left side. By a rotative motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction (Forward (F) – Neutral (N ) – Reverse (R). The DW-3 Controller is also available with integrated Kickdown pushbutton. For the protection from unintended start off, a Neutral interlock is installed: Position „N“ – Controller lever blocked in this position Position „D“ – Driving Controller DW-3

Gear positions

Type plate

F F

N

N

N

D

R

R Figure-No.: 1.4

1.5

Electronic control unit TCU

The electro-hydraulic transmission control is governed by connection to the electronic TCU. The basic functions of the automatic system are the automatic shifting of gears, matching of the optimum shifting points as well as comprehensive safety functions regarding operating errors and overloadings of the power-transmitting components with an extensive fault memory. The control units allow a wide spectrum of customer- and vehicle-specific programming. Control parameters can be logically linked, and special functions such as gear limitation and converter functions can be integrated.

Due to the great number of available TCUs, the exact technical data are to be taken from the respective installation drawing.

The installation of the TCU is optional. Preferably, ZF recommends the version shown in Figure No. 1.5 B1. The TCU is to be installed in a protected place in the driver's cab. A flooding with water must be excluded. Furthermore, the entry of water via the plug connection must be prevented by appropriate measures on the wiring harness. 14


ERGOPOWER TCU installation position

90°

90°

90°

90°

Fig. No.: 1.5 B1

TCU installation dimensions

100

Minimum distance to release the plug

100

209

50

ZF identif. plate

Fig. No.: 1.5 B2

15

ERGOPOWER 1.6


Electronic controls for ZF powershift transmissions

1.6.1 General

Due to the different configurations of electronic transmission controls within the various vehicles, please refer to the Operating Instructions of the vehicle manufacturer or to the Technical Data Sheet of the parts list versions involved. These also include the relating wiring diagram (see example in Table 8). On request, this information can also be obtained from ZF-Passau. Depending on the vehicle type, the wiring will be implemented according to the cable routing plans. The corresponding electric circuit diagrams (proposals) will be issued by ZF. Upon request, the wiring can also be supplied by ZF. If the wiring is implemented by the vehicle manufacturer, it must comply with the ZF requirements (see Installation Guidelines).

1.6.2 Description of basic functions The powershift transmission 3 WG-94 EC of series WG-90 is equipped with the electronic transmission control EST-65 specially developed for this purpose. The system processes the driver command according to the following criteria: • • • • • • •

Gear determination depending on driving speed and load condition If required, protection against operating errors is possible via electronic protection (programming) Protection against overspeeding (on the basis of engine and turbine speed) Pressure cut-off possible (vehicle-specific, only after coordination with ZF) Switch-over possibility for automatic / manual operation Downshifting functions possible Electronic inching

Legend to Figure No. 1.6.2 1 = 2 = 3 = 4 = 5 = 6 = 7 = 8 = 9 = 10 =

Inching pedal (option) Gear selector (option) Display (option) Acoustical / optical warning (option) Switch for driving program Manual/Automatic (option) CAN connection TCU Diagnostic Laptop with ZF diagnostic system Testman/Pro Inductive sensor - speed of central gear chain Speed sensor - output 16


ERGOPOWER 11 = 12 = 13 = 14 = 15 = 16 = 17 = 18 = 19 = 17 =

Temperature measuring point after the converter „No. 63“ Inductive sensor - turbine speed Inductive sensor – engine speed Temperature measuring point for the converter „No. 64“ Proportional valve Y3 - KC clutch Proportional valve Y2 - KR clutch Proportional valve Y1 - KV clutch Proportional valve Y5 - KE clutch Proportional valve Y4 - KD clutch Ergopower transmission 3 WG-94 EC

Overall system of EST-65 6 8

7

5 4

11

14 3

12

9

13

2 16 15 18

1

17

10

19

20

Figure No.: 1.6.2

The EST-65 system reactions in case of error described in Table-9 are for information only. As to the binding description and procedure for correcting the errors indicated on the vehicle fault code display please refer to the operating instructions of the vehicle manufacturer. 17

ERGOPOWER


1.6.3 Automatic calibration of shifting elements (AEB) The AEB compensates tolerances (disk clearance and pressure level) which are influencing the filling procedure of the clutches. For each clutch, the correct filling parameters for * duration of fast-filling time * level of filling compensation pressure are determined within a test cycle. The filling parameters are stored in the transmission electronics, together with the AEB program and the driving program. Since the electronic system is supplied separately, the AEB cycle must not be started until both components have been installed into the vehicle, in order to ensure the correct pairing (transmission and electronics).

In any case, the AEB cycle must be carried out at the vehicle manufacturer prior to shipment of the vehicles. It is imperative to observe the following testing conditions: • • •

•

"Neutral" shift position engine in idling speed parking brake actuated transmission at operating temperature

After replacement of the transmission or the TCU within the vehicle, the AEB cycle must be restarted.

The AEB cycle takes approx. 3 to 4 minutes. The determined filling parameters are stored in the EEProm of the electronic system. This also deletes the fault message F6 shown on the display in case of non-performed AEB.

There are two basic possibilities for starting the AEB cycle: 1. AEB start by separate tools which are connected to the diagnostic port of the wiring. The ZF Service Department offers the following tools for AEB start: - Testman/Pro (see item 5.3 - diagnostic systems) - AEB starter Order No.: 0501 211 778 Just for starting the AEB, you can use the special tool developed by ZF for that purpose (see Figure No. 1.6.3)!

Figure No.: 1.6.3

2. AEB start by operating elements on the vehicle. This requires a CAN communication between transmission and vehicle electronics. 18

ERGOPOWER


When the transmission is operated, the paper friction linings installed in the Ergopower transmissions are setting, i.e. the disk clearance increases. Since these setting phenomena may affect the shifting quality, ZF recommends to repeat the AEB cycle at the maintenance intervals (see 4.3.1).

If the shifting quality deteriorates, ZF also recommends to repeat the AEB cycle as a first measure.

IPK (Inch Pedal Calibration - Inch Sensor Calibration) shall also be carried out after each AEB start (see 1.7.5).

1.6.4 Electrical inching This function is especially suitable for lift trucks. Without modifying the engine speed, it allows a continuously variable reduction of the driving speed to such a level that operation at a very low speed is possible. In this way, the driver can move the vehicle to a certain position with high accuracy. At the same time, a large part of the engine power is available for driving the hydraulic lifting system, due to the high engine speed. The electrical inching is operated via a separate inching pedal fitted with an angle-of-rotation sensor. By means of the proportional valve technology, the TCU controls the pressure in the driving direction clutch in such a way that the driving speed is adjusted in accordance with the position of the inching angle-of-rotation sensor. Clutch overloading is prevented by the electronic protection.

After each readjustment of the inching linkage, the IPK (Inch Pedal Calibration - Inch Sensor Calibration) must be carried out. During the inching calibration mode, the position of the inching pedal in neutral position and at full actuation is determined by the calibration process and stored in the TCU.

1.7

The inching function does not become active until successful completion of AEB and IPK start.

Description of the fault codes for ERGO-Control EST-65

1.7.1 Abbreviations o.c. s.c. OP-Mode TCU EEC PTO

open circuit short circuit operating mode transmission control unit electronic engine controller power take off 19


ERGOPOWER 1.7.2 ZF - Display:

If a fault is detected, the display shows a spanner symbol (g) for a fault. The display shows the fault code, if the gear selector is on neutral position. If more than one fault is detected, each fault code is shown for about 1 second.

Display

h

f

e d

a

b c

left Side

right Side

g

Figure No.: 1.7.2

Special symbols a - h

1.7.3 Display during operation

Symbol

meaning

1F, 1R 2F, 2R 3F, 3R 4F 5F 6F LF, LR F or R, no gear F or R flashing

actual gear and direction left digit shows actual gear right digit shows actual direction

NN ** *N 1 bar (special symbol)

remarks

limp home gear Clutch Cutoff direction F or R selected while turbine speed is too high not neutral, waiting for neutral after power up or a severe fault oil temperature too low, no gear available oil temperature low, only one gear available manual mode 1st gear

20

CAUTION gear will engage if turbine speed drops to engage a gear, first move shift selector to neutral position and again to F or R position warm up engine / transmission warm up engine / transmission

ERGOPOWER Symbol 2 bars 3 bars 4 bars 4 bars and 2 arrows Bars flashing

meaning


remarks nd

manual mode 2 gear manual mode 3rd gear manual mode 4th gear and also 5th and 6th gear in 6WG automatic mode 6 WG: converter lockup clutch open 4 WG: Downshift mode activ

difference of engine and turbine speed above a certain limit and lockup clutch not activated

Spanner Fault code WS

at least one fault activ see fault code list warning sump temperature

select neutral to get fault code displayed

WR

warning retarder temperature

changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

WT

warning torque converter temperature


WE

warning high engine speed


WV

warning high output speed (velocity)


WL

warning high transmission input torque (load)


WO

warning high transmission output torque changes between actual gear/direction while (load) driving, in neutral only displayed if no fault is detected (spanner)

PN

direction F or R selected while parking brake engaged

transmission in neutral until parking brake is released CAUTION: vehicle starts to move after release of parking brake

EE flashing

no communication with display

checked wiring from TCU to display


1.7.4 Display during AEB-Mode: Symbol

meaning

PL

AEB - Starter is plugged at the diagnostic plug AEB-Starter-button is pressed

ST

remarks

21


ERGOPOWER Symbol

meaning

KA…..KE KV,KR _ and Kx

Calibrating clutch KA..KE, KV or KR KA, KB for 2 gear transmission resp. KC, KD, KE for 3 gear transmission wait for start, initialization of clutch Kx, x: 1, 2, 3, 4, V, R fast fill time determination of clutch Kx compensating pressure determination of clutch Kx calibration for all clutches finished Transmissions stays in neutral, you have to restart the TCU (ignition off/on) after removing AEB-Starter AEB canceled (activation stopped) Transmissions stays in neutral, you have to restart the TCU (ignition off/on) AEB stopped, clutch Kx can't be Transmissions stays in neutral, you have to calibrated restart the TCU (ignition off/on) Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to restart the TCU (ignition off/on) engine speed too low, raise engine speed engine speed too high, lower engine speed transmission oil temperature too low, heat up transmission transmission oil temperature too high cool down transmission transmission temperature not in defined Transmissions stays in neutral, you have to range during calibration restart the TCU (ignition off/on) operating mode not NORMAL or Transmissions stays in neutral, you have to transmission temperature sensor restart the TCU (ignition off/on) defective or storing of Calibrated values to EEPROM-has failed. Outputspeed_not_zero Transmissions stays in neutral, you have to restart the TCU (ignition off/on) Shift lever not in Neutral position Transmissions stays in neutral, you have to restart the TCU (ignition off/on) Parkbrake_not_applied Transmissions stays in neutral, you have to restart the TCU (ignition off/on) AEB - Starter was used incorrect or is Transmissions stays in neutral, you have to defective. Wrong device or wrong cable restart the TCU (ignition off/on) used

≡ and Kx = and Kx OK

STOP STOP and Kx Spanner and Kx ∆E ∇E ∆T ∇T FT FB

FO FN FP STOP

remarks

1.7.5 Display during Inchpedal Calibration: Symbol IP ⇓ IP ⇑ IP blinkt OK

meaning

remarks

push down the pedal slowly until endposition is reached and hold this position Release the pedal slowly until endposition is reached A problem occurred, release the pedal slowly until endposition is reached Finished inchpedal calibration successful

22

If the expected enposition could not be reached, release the pedal and try again


ERGOPOWER Symbol

meaning

remarks

FN and Stop FS and Stop

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

Calibration is aborted Calibration is aborted

FO and Stop SL and Stop SU and Stop IL and Stop IU and Stop TO and Stop DL and Stop DU and Stop FI and Stop

Calibration is aborted Calibration is aborted Calibration is aborted Calibration is aborted Calibration is aborted Calibration is aborted Calibration is aborted Calibration is aborted Calibration is aborted

1.7.6 Definition of operating modes: NORMAL: There's no failure detected in the transmission-system or the failure has no or slight effects on transmission control. TCU will work without or in special cases with little limitations. (see following table)

SUBSTITUTE CLUTCH CONTROL: TCU can't change the gears or the direction under the control of the normal clutch modulation. TCU uses the substitute strategy for clutch control. All modulations are only time controlled.

LIMP-HOME: The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in each direction. In some cases only one direction will be possible. TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator must shift the gear selector into neutral position. If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or reverse, the TCU will select the limp-home gear . If output speed is less than a threshold for reversal speed and TCU has changed into the limphome gear and the operator selects a shuttle shift, TCU will shift immediately into the limphome gear of the selected direction. If output speed is greater than the threshold, TCU will shift the transmission into neutral. The operator has to slow down the vehicle and must shift the gear selector into neutral position.

23

ERGOPOWER


TRANSMISSION-SHUTDOWN: TCU has detected a severe failure that disables control of the transmission. TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1). Transmission shifts to Neutral. The park brake will operate normally, also the other functions which use ADM 1 to ADM 8. The operator has to slow down the vehicle. The transmission will stay in neutral. TCU-SHUTDOWN: TCU has detected a severe failure that disables control of system. TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The park brake will engage, also all functions are disabled which use ADM 1 to ADM 8. The transmission will stay in neutral.

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ERGOPOWER


II. INSTALLATION INSTRUCTIONS This Guideline for the installation of hydrodynamic powershift transmissions of the Ergopower range is the basis for the technically correct installation of these transmissions into the vehicle. The Guideline is part of the transmission documentation and must be strictly observed. A faulty installation of the transmission into the vehicle can * * *

affect the operating quality cause malfunctions of the transmission lead to transmission damage or failures.

The vehicle manufacturer shall be responsible for the correct installation of the transmission. ZF shall not accept any warranty claims for any damage due to incorrect installation.

In order to support the customer in case of new or initial applications, ZF carries out a transmission installation study by authorized personnel. On that occasion, ZF examines all transmission-specific installation features and informs the vehicle or equipment manufacturer of the defects found. In case of improper installation ZF reserves the right to refuse any warranty coverage for the installed ZF products. Any damage caused by defects which are the vehicle manufacturer's responsibility and which could not be revealed during the installation study by ZF personnel, shall be the exclusive liability of the vehicle manufacturer.

These installation instructions 0000 702 270 GERMAN 0000 702 271 ENGLISH can be requested at the following address:

ZF Passau GmbH Abt. ACETS e-mail: [email protected] Donaustr. 25 – 71 94034 Passau 25

ERGOPOWER

III. 3.1


OPERATION Driving preparation and maintenance:

Prior to putting the transmission into operation, take care that the correct quantity of the specified oil grade is filled in. At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil. Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil fillings in the course of the usual maintenance service.

Since the converter, the heat exchanger which is installed into the vehicle, as well as the pipes can empty into the transmission at standstill, the oil level check must be carried out at engine idling and transmission at operating temperature (see Chapter oil level check 4.2). For the oil level check, strict observance of • the mandatory safety regulations according to § 6 of the Regulations for the Prevention of Accidents for Transmissions in Germany • the respective national regulations in all other countries is imperative. For example: - The vehicle is to be secured against rolling away by means of wheel chocks. - Articulated vehicles are to be secured additionally against unintentional turning-in.

3.2

Driving and shifting: The telltale lamps lighting up on the INFOCENTER (dashboard) for functional control may differ from one vehicle manufacturer to the other. Operating elements and displays can be from ZF, but may also be customer-specific products. For detailed information please refer to the operating instructions of the respective vehicle manufacturer.

- Neutral position: The neutral position is chosen via the gear selector. After ignition ON, the electronics remain in waiting mode. With the gear selector in NEUTRAL position or by pressing the pushbutton NEUTRAL, the EST-65 gets ready for operation. Now you can engage a gear. - Starting: When starting the engine, the gear selector must always be in NEUTRAL POSITION. For safety reasons, we recommend to always securely brake the vehicle with the parking brake prior to starting the engine. After engine start-off and preselection of driving direction and gear, the vehicle can be moved by accelerating. 27

ERGOPOWER

-

-


At the start-off, the converter takes over the function of a main clutch. On flat terrain, start-off in higher gears is also possible. Upshifting under load Upshifting under load is done when this enables the vehicle to further accelerate. Downshifting under load Downshifting under load is done when additional tractive effort is required. Upshifting in overrun condition In the overrunning mode, the upshifting is suppressed by accelerator pedal idling position if the speed of the vehicle on a downhill gradient shall not be further increased. Downshifting in overrun condition Downshiftings in the overrun mode are done when the vehicle shall be decelerated.

When the vehicle is stopped and is standing with running engine and switched-on transmission, the engine cannot be stalled. On level and horizontal roadway the vehicle may start to crawl since the engine generates a low drag torque via the converter in idle position. We recommend to securely brake the vehicle with the parking brake at each stoppage. In case of longer stops, shift the gear selector to NEUTRAL POSITION. Release the parking brake when starting off. Our experience with converter transmissions showed that the omission of this quite normal operating step might not be immediately noted since, due to its high ratio, a converter can easily overcome the brake torque of the parking brake. Temperature increases in the converter oil and overheated brakes will be the consequences which can be detected at a later date only. Gear selector in neutral position is not allowed at increased vehicle speeds (above walking speed). Promptly engage a suitable gear, or slow down the vehicle immediately.

3.3

Cold start:

At an oil temperature in the shifting circuit of < -12° C, the transmission must be warmed up for some minutes. This must be carried out in NEUTRAL at increased engine speed (approx. 1500 min-1). The electronics remain in NEUTRAL until this oil temperature has been reached. The ZF display shows the symbol of the cold start phase. Displayed symbol : After the symbol on the ZF display has extinguished, the full driving program can be utilized out of "NEUTRAL":

28

ERGOPOWER 3.4


Transmission control in "Automatic" driving range: For detailed information on the design of the gear selectors as well as the gears shifted in the different driving ranges please refer to the relating Vehicle Operating Instructions.

A manual intervention into the automatic shift sequence only makes sense if this is required by the roadway condition or the terrain configuration.

3.5

Stopping and parking:

Due to the converter, there is no rigid connection from the engine to the axle. When the driver wants to leave the vehicle, we therefore recommend to secure the vehicle against unintentional rolling away on uphill and downhill gradients not only by pulling the parking brake but additionally by means of a wheel chock.

3.6

Towing:

See Important Instructions on page 9.

3.7

Oil temperature:

When the system is trouble-free and the vehicle is operated properly, there will be no increased temperatures. If the temperature rises above 120° C, stop the vehicle, check for external oil loss and run the engine at a speed of 1200 - 1500 min-1 in transmission NEUTRAL POSITION. During this process, the temperature must quickly (within approx. 2 - 3 minutes) drop to normal values. If this is not the case, there is a trouble which must be eliminated prior to continue working. In addition, the oil temperature after the converter is monitored by an indicator on the ZFdisplay or analogously in the INFOCENTER. Operating temperature after the converter 65° C min. and 100° C in continuous operation, short-term increase up to 120° C max. is permissible.

The temperature is measured at the measuring point „63“ (see measuring points Table 4)!

You have the option to additionally install a temperature sensor for monitoring the operating temperature in the oil sump. This temperature is indicated on the ZF display or analogously in the INFOCENTER (see Table 5). 29

ERGOPOWER

IV.


MAINTENANCE

4.1

Oil grade:

Approved oils for 3 WG-94 EC powershift transmissions see ZF List of Lubricants TE-ML 03.

The list of lubricants is being continuously updated and can be obtained or viewed as follows: - at all ZF plants - at all ZF service centers - Internet http://www.zf.com Informationen/Tech. Informationen

4.2

Oil level check (measurements only with running engine): For the oil level check, strict observance of • the mandatory safety regulations according to § 6 of the Regulations for the Prevention of Accidents for Transmissions in Germany • the respective national regulations in all other countries is imperative. For example: - The vehicle is to be secured against rolling away by means of wheel chocks. - Articulated vehicles are to be secured additionally against unintentional turning-in.

The oil level check must be carried out as follows: - Oil level check (weekly) - Vehicle in horizontal position - Transmission in neutral position „N“ - In the cold-start phase, the engine must be running at idling speed for about 2 - 3 min. and the marking on the oil dipstick must then be above the cold-start level „COLD“ (see Figure No.: 4.2 B2). - At operating temperature of the transmission (approx. 80°C - 90°C) at engine idling, all measurements are to be done at low engine idling speed. Loosen oil dipstick by counterclockwise rotation, remove and clean it. Insert oil dipstick slowly into the oil level tube until contact is obtained and pull it out again. On the oil dipstick, the oil level must be within the "HOT“ range (see Figure No: 4.2 B2). Insert the dipstick once again and tighten it by clockwise rotation.

-

If, in operating temperature condition, the oil level has dropped below the "HOT“ range, it is imperative to refill oil according to ZF List of Lubricants TE-ML 03. An oil level above the "HOT" marking leads to an excessive oil temperature.

The oil dipstick and the oil filler tube can have different lengths and shapes, depending on the transmission version. 31


ERGOPOWER

4

4

1

2

3

Figure No.: 4.2 B1

Legend: 1 2 3 4

= = = =

Oil filler tube with oil dipstick Mounting provision for oil filler tube with oil dipstick (option) Oil drain plug 7/8“ 14 UNF 2B ZF filter Oil dipstick

ENGINE OFF MEASURED AT LOW IDLING-NEUTRAL

HOT

COLD

„HOT“ range

Figure No.: 4.2 B2

4.3

Oil and filter change intervals: In this connection refer to specification in the ZF List of Lubricants TE-ML 03. The ZF filter must be replaced at every oil change.

4.3.1 Oil change and oil fill quantity: The oil change must be carried out as follows: - With the transmission at operating temperature and the vehicle in horizontal position, open the oil drain plug and drain the used oil. - Clean the oil drain plug with magnetic insert as well as the sealing surface on the housing and reinstall plug with new O-ring. 32

ERGOPOWER


- Fill in oil (approx. 24 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume, external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the vehicle). The indicated volume is a reference value.

-

Absolute cleanliness of oil and filter is imperative! In any case, the marking on the oil dipstick is binding!

Start the engine, idling speed Transmission in neutral position „N“ Refill oil up to „COLD“ marking Securely brake the vehicle and heat up the transmission Shift through all gear selector positions Check the oil level once again and refill oil if required The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2) Insert the dipstick once again and tighten it by clockwise rotation.

At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil. Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil fillings in the course of the usual maintenance service.

ZF recommends to start the AEB at each oil change (see 1.5.3).

4.3.2 Filter change: When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge enters the circuit. Furthermore, cover/protect the parking brake against oil fouling. Avoid any application of force when installing the filter.

The filter can be installed into the vehicle remotely-mounted from the transmission! Carefully treat the filter during installation, transport and storage! Damaged filters must not be reinstalled!

The filter has to be installed as follows: - Slightly oil the seal - Turn in the filter until contact with the sealing surface is obtained, and then tighten it by hand with approx. 1/3 to 1/2 rotation.

33

ERGOPOWER


- Fill in oil (approx. 17 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume, external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the vehicle). The indicated volume is a reference value.

-

Absolute cleanliness of oil and filter is imperative! In any case, the marking on the oil dipstick is binding!

Start the engine, idling speed Transmission in neutral position „N“ Refill oil up to „COLD“ marking Securely brake the vehicle and heat up the transmission Shift through all gear selector positions Check the oil level once again and refill oil if required The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2) Insert the dipstick once again and tighten it by clockwise rotation.

At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil. Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil fillings in the course of the usual maintenance service.

ZF recommends to start the AEB at each oil change (see 1.5.3).

4.3.2 Filter change: When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge enters the circuit. Furthermore, cover/protect the parking brake against oil fouling. Avoid any application of force when installing the filter.

The filter can be installed into the vehicle remotely-mounted from the transmission! Carefully treat the filter during installation, transport and storage! Damaged filters must not be reinstalled!

The filter has to be installed as follows: - Slightly oil the seal - Turn in the filter until contact with the sealing surface is obtained, and then tighten it by hand with approx. 1/3 to 1/2 rotation.

33

ERGOPOWER V.


ZF DIAGNOSTIC SYSTEMS

5.1 General: The electronic control unit EST-65 for the Ergopower transmission range is equipped with a diagnostic package which facilitates trouble shooting and repair for the service personnel. The electronic control unit can monitor the conditions of certain inputs and outputs. If it identifies an error, it stores a fault code in the fault memory (EEPROM) and transmits the fault code to the vehicle controller of the vehicle manufacturer. The ZF diagnostic LAPTOP version (see 5.2) is required for the following applications:

Diagnosis

- read current fault - read fault memory - delete fault memory

AEB

- automatic calibration of shifting elements

Testing of inputs and outputs

- check outputs - check inputs - check systems in standstill condition - check systems in driving condition

In addition, the Multi-System 5000 (see 5.3) with corresponding sensors for pressure, temperature, speed, flow, current transformer etc. can be used for diagnosis.

Figure No.: 5.1

35

ERGOPOWER 5.2


Laptop version:

Pentium Laptop 900 MHz min. Windows 95/98 or Windows NT Windows 2000 /Windows XP

Basic software Testman/Pro on CD German/English Adapter cable RS 232

USB

Programming adapter DPA-05 is just sold as a set, together with the software!

Diagnostic set in progress WIN 95-98-98.2 WIN 2000 NT-XP

Adapter cable

Diagnostic software on CD-ROM 3 WG-94

Languages: German/English/ French/Italian

Application software

Terminal tester 68 poles For testing individual control signals, line interruptions etc.

in progress

6008 304 038

Figure No.: 5.2

36

ERGOPOWER 5.3


ZF Multi-System 5060: Multi-System 5060 Measuring equipment case with corresponding sensors for pressure, temperature and speed. 5870 221 300

Multi -System 5060 Portable measuring unit without accessories. 5870 221 318

Accessories: Sensors for flow, current transformer etc.

Current transformer :

Turbine flowmeter:

5870 221 284

15 – 300 l/min = 5870 221 153 25 – 600 l/min = 5870 221 154

Figure No.: 5.3

37

CONFIGURATION 3 WG-94 EC TABLE - 1 1 = 2 = 3 = 4 = 5 = 6 = 7 = 8 = 9 = 10 = 11 = 12 = 13 = 14 = 15 = 16 =

1

2

Flex plate for direct mount Converter Converter bell housing Transmission pump Clutch shaft „KV“ Input shaft / clutch shaft „KR“ Central shaft / input shaft PTO Connection, PTO; coaxial, engine-dependent Clutch shaft „KD“ Clutch shaft „KE“ Clutch shaft „KC“ Transmission housing - rear part Transmission housing - front part Output flange Output shaft Screen sheet

3

4

5

6

7

8

9

10 14 11

15 16 13

12

12

13 Table-1 / Page 1 of 2

Installation position of clutches

Transmission schematics 2 4 7 Inductive sensor n central gear chain Inductive sensor n turbine

5

5

Inductive sensor n engine

6 7

8 6 9

Speed sensor n output

9

10

10 11 12 15 16 13

11 14 15 Table-1 / Page 2 of 2

INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT 1 2 3 4 5 6 FRONT VIEW TABLE-2 1 = 2 = 3 = 4 = 5 = 6 = 7 = 8 = 9 = 10 =

Converter Direct mount via flex plate Converter bell housing Transmission housing - front part Transport bracket Transmission housing - rear part Filter head ZF filter Transmission mounting holes M16x1.5 Oil filler tube with oil dipstick

7

8

9 10 9

INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT 3 1 2 4 REAR VIEW TABLE-3 1 = 2 = 3 = 4 = 5 = 6 = 7 = 8 = 9 = 10 = 11 =

Filter head Transport bracket Oil filler tube with oil dipstick Converter bell housing Direct mount via flex plate Transmission mounting holes M16x1.5 Oil drain plug 7/8“ 14 UNF 2B Output flange MECH 6C Identification plate Connection PTO; coaxial, engine-dependent ZF filter

11

10 9 6

8

7

6

5

MEASURING POINTS, VALVES AND CONNECTIONS 3 WG-94 EC TABLE-4 The marked items (e.g. 53) correspond with the items on Table-5! Take measurements when the transmission has reached operating temperature (approx. 80° - 90° C)! No.

Denomination of item

51 53

= =

55 56 57 58

= = = =

63 64 67

= = =

Connection

Measuring points for pressure oil and temperature: Before the converter - opening pressure 11+2 bar Reverse clutch KR 16+3 bar Forward clutch KV 16+3 bar Clutch KD 16+3 bar Clutch KE 16+3 bar Clutch KC 16+3 bar Temperature after the converter 100° C; short-term 120° C Temperature sensor System pressure 16+3 bar

M10x1 M10x1 M10x1 M10x1 M14x1.5 M12x1,5

M10x1

68 69 70 71

11 21 34 47

= = = =

Inductive transmitters and speed sensor: Inductive transmitter n Engine Inductive transmitter n Turbine Speed sensor n Output Inductive transmitter n Central gear train

Inductive sensor n turbine

KV Inductive sensor n engine

AN

KR/PTO KD Inductive sensor n output

=

Breather = Connection to wards heat exchanger = Connection from heat exchanger = Connection after ZF filter = Connection before ZF filter = Converter safety valve (WSV) = Main pressure valve (HDV)

15 16

Inductive sensor n central gear chain

M10x1 M10x1

Valves and connections: 10

Transmission schematics

10x1 7/8“ 14 UNF 7/8“ 14 UNF 9/16-18 UNF-2B 7/8“ 14 UN 2A

KE

KC M18x1,5 M18x1,5 ----------M18x1,5

AB Table-4 / Page 1 of 3

63

68 21 64

64 10

11 21 67

69

63

55

51 47 15 16 53

58

34 56

57

57 67

Table-4 / Page 2 of 3

AN/KR KV The following markings are cast in raised characters on the rear side of the transmission housing:

71 70

Y1 Y2 Y3 Y4 Y5 AN / KR KV KC KD KE AB

Y1

KD KC

Y2 Y4 Y5

Y3

Denomination Proportional valve Y1 Proportional valve Y2 Proportional valve Y3 Proportional valve Y4 Proportional valve Y5 Input / Clutch reverse Clutch forward Clutch KC Clutch KD Clutch KE Output

Encoding Driving direction Forward

Reverse

KE AB

Gear 1 2 3 1 2 3

Engaged clutch Curr. No. of meas. points

Proportional valve under current Y3 Y4 Y5 N Y1 Y2

Engaged clutches KV KV KV KR KR KR

KV 55

KR 53

KC 58

KD 56

KC KD KE KC KD KE

KE 57


OIL CIRCUIT DIAGRAM 3 WG-94 EC -1st GEAR FORWARDTABLE-5 The marked items (e.g. 53) correspond with the items on Table-4!

GF GP FT

HVD WSV SKR WT Y1 Y2 Y3 Y4 Y5 KV KR KC KD KE TCU

= Coarse filter mesh size 800 mm = Transmission pump Q = 45 l/min, at n engine = 1500 min-1; 16+3 bar Filter Filtration ratio acc. to ISO 4572: ß30 ³ 20 ß10 ³ 1.5 Min. filter surface: 2780 cm2 Min. dust capacity acc. to ISO 4572 : 19 g = Main pressure valve (control pressure valve) 16+3 bar = Converter safety valve 11+2 bar = Lubrication of KR clutch = Heat exchanger (not included in ZF's delivery scope) = Proportional valve Y1 clutch KV = Proportional valve Y2 clutch KR = Proportional valve Y2 clutch KC = Proportional valve Y4 clutch KD = Proportional valve Y5 clutch KE = KV clutch - forward = KR clutch - reverse = KC clutch - 1st gear = KD clutch - 2nd gear = KE clutch - 3rd gear = Transmission control unit

Encoding Fahrtrichtung Vorwärts

Gang 1 2 3 Rückwärts 1 2 3 Geschaltete Kupplung Lfd.-Nr.: der Messstellen

Druckregler unter Spannung Y3 Y4 Y5 Y1 Y2

Geschaltete Kupplungen N KV KV KV KR KR KR

KV 55

KR 53

KC 58

KD 56

KC KD KE KC KD KE

KE 57


KE Gear-shift signal

57

56

KD

KC

58

KR

53

55

KV

KA

Turbine speed

Y5

Output speed

Y4

Y3

Y2

Y1

Engine speed

Speed central gear chain

TCU

Inch enable signal Inch pedal signal 1 Inch pedal signal 2

Oil sump temperature (option) Oil temperature after the converter

Converter 51

Display

67

64 HDV

Park brake feedback signal WSV 15 Legend:

Lubrication

WT = = = = = =

Main pressure Controlled main pressure Converter input pressure Lubrication Return flow into the tank Current

FT

63 SKR

GP GF

16 Oil sump Main oil circuit


POWER FLOW 3 WG-94 EC - FORWARD/REVERSE GEARS TABLE-6 View - sense of rotation

1st gear forward

2nd gear forward

3rd gear forward

KV KV

AN

KV

KV

KR/PTO AN/KR

KD

KD

AN/KR

AN/KR

KC

KD

KD

KC

KC

KE

KE

AB

AB

KE

KE AB

KC AB Table-6 / Page 1 of 2

2nd gear reverse

1st gear reverse

KV

KV

KV

AN/KR

KD

3rd gear reverse

AN/KR

AN/KR

KD

KD

KC

KC

KC

KE

KE

AB

AB

KE

AB

Legend: KV KR KC KD KE AN AB

= = = = = = =

Forward clutch Reverse clutch 1st gear clutch 2nd gear clutch 2rd gear clutch Input Output

Driving direction Forward

Reverse

Gear 1 2 3 1 2 3

Clutch KV/KC KV/KD KV/KE KR/KC KR/KD KR/KE


CONTROLLER DW-3 TABLE-7 Lever for mechanical Neutralinterlock

CONNECTION DIAGRAM CONTROLLER

CODING CONTROLLER KD

AUSGABE GANG

VORWAERTS 1

N D

2

3

4

RUECKW 1

2

3

(+)

NEUTRAL 4

1

2

3

X2 : A

4 (+)

AD1 B1 AD2 B2

A2

AD3 B3

In position (Neutral), F-R not switchable

AD4 V AD5 R

B1 B2 B3 V R AS

X1 : C X1 : B X1 : A X1 : B X1 : C X1 : D

A1

AD6 AS AD7

F

X1

Type plate

Gear possssitions

S

F

N

N

N

P

A B C D

A B C D

X2

A

L

M

K1

E

(-)

K1 = RELAY STARTER INTERLOCK K2 = RELAY REVERSING LIGHTS A1 = ELECTRONIC UNIT EST-37

CIRCUIT DIAGRAM CONTROLLER SW

A

GN

B

BL

C

VI

D

D

S6 R

1 S4 2

1 2

1S5 2

R S1

Type plate

3 DW-3

V

NR.

STUECKL.

12/24

S2 3 S3

1

3

2

RT

A

GR

D

Legend: AD2 (B2) AD1 (B1) AD7 (KD)

GE

B

RS

C

ED1 (+/VP)

1 2 1 2

AD6 (N) AD4 (VORWAERTS)

0501 210 148

X2

A2 = CONTROLLER

AD3 (B3)

X1

STEUERUNG

K2

AD5 (RUECKWAERTS)

F N R D 1 2 3 4

= = = = = = = =

Forward Neutral Reverse Mechanical neutral interlock 1st speed 2nd speed 3rd speed 4th speed

3 WG-94 EC FULLY AUTOMATIC CONTROL EST-65 WIRING DIAGRAM- STANDARD (6029 701 xxx) TABLE-8 ITEM A1 A2 A5 A6 A7

LEGEND Electric control unit EST-65 Shift lever DW-3 Diagnostics (interface) Display (optional) CAN interface (connector)

B1 B2 B3 B4 B5

Speed sensor - engine Speed sensor - turbine Speed sensor - central gear chain Speed sensor - output Hall angle sensor for inch pedal

F1 F2

Fuse 7.5 A Fuse 7.5 A

S2 S3 S31

Switch enable clutch cut of Switch select Automatic/Manual Switch feedback parking brake

T1

After converter temperature sensor

Y1 Y2 Y3 Y4 Y5

Proportional valve Proportional valve Proportional valve Proportional valve Proportional valve

KV KR KC KD KE

Table-8 /Page 1 of 2

Kl.30/1.12

F1 Kl.30/1.1

Kl.15/1.12

Kl.15/1.1

F2 1 P

P

1

3

2

S2

3

Mini 6-pin 6029 199 074

Superseal 3-pin 6029 199 071

45 62

2

B4

4 47

X2 / A

48

VP

N R B1 B2 KD

A2

X2 / B

43

X2 / D

67

X2 / C X1 / A X1 / B

64 63 65

X1 / D

22 19

1

B1 B2 1

2

B3

VPI

23 VPEI

66

68

ED9

VPE2

29

21

ED11

Ed10

30 ED12

EF4

1

V

S3 S31S32

1 46 24

VMG2

41

2

3

1

4

2

1

CANAPE L

SD1

3

14

EF1

AIP1 AIP2 AIP3 AIP4 AIP5 ER2 VMGA2

68-pin 6029 199 063

56 10 32 55 9 49 46

KD KE

26

27

VGS VM1 VM2 28

2

A7

4

2

KV 1

45 22 23

EF3

1

KC 1

T1

EF2 VGM1

1

AU1

2

37

Eu1

Eu2

61

VPS1 VPS1 VMGA1

38

12

24

1

6

7

3 2

B5

1 2

1

Y4

2

Y5 Y3

2

KR

1

Y2

2

13

1

4 3 2 1

A6 4

A1

25

JPT 4-pin 6029 199 076

OPTIONAL

A5 3

CAN_L CAN_T

Mini Timer 2-pin 6029 199 011

2

18

CANAPE H

2 42

SDDK EUPR

2 1

1 15

Y1

2

5

Mini Timer 2-pin 6029 199 011

A B

S

AM

LE

6 3 5 2 4 1

2

Metripack Codierung: grau 2-pin 6029 601 211

Kl.31/1.6

Kl.31 Twisted wires - 30 windings per meter to a max. of 2 meters Pin connections corresponding to the connector


Table-9 Fault Code (hex) 11

12

25

26

„Fault code tables“

MEANING OF THE FAULT CODE

reaction of the TCU

possible steps to repair

remarks

possible reason for fault detection TCU shifts transmission to TCU detected a wrong signal combination neutral for the gear range OP-Mode: transmission • cable from shift lever to TCU is broken shutdown • cable is defective and is contacted to battery voltage or vehicle ground • shift lever is defective LOGICAL ERROR AT DIRECTION SELECT TCU shifts transmission to SIGNAL neutral TCU detected a wrong signal combination OP-Mode: transmission for the direction shutdown • cable from shift lever to TCU is broken • cable is defective and is contacted to battery voltage or vehicle ground • shift lever is defective S.C. TO BATTERY VOLTAGE OR O.C. AT no reaction, TRANSMISSION SUMP TEMPERATURE TCU uses default temperature SENSOR INPUT OP-Mode: normal the measured voltage is too high: • cable is defective and is contacted to battery voltage • cable has no connection to TCU • temperature sensor has an internal defect • connector pin is contacted to battery voltage or is broken S.C. TO GROUND AT TRANSMISSION SUMP no reaction, TEMPERATURE SENSOR INPUT TCU uses default temperature the measured voltage is too low: OP-Mode: normal • cable is defective and is contacted to vehicle ground • temperature sensor has an internal defect LOGICAL ERROR AT GEAR RANGE SIGNAL

• check the cables from TCU to shift lever failure cannot be detected in systems • check signal combinations of shift lever with DW2/DW3 shift lever positions for gear range fault is taken back if TCU detects a valid signal for the position

• check the cables from TCU to shift lever fault is taken back if TCU detects a • check signal combinations of shift lever valid signal for the direction at the shift lever positions F-N-R

• check the cable from TCU to the sensor • check the connectors • check the temperature sensor


Page 1 of 14

Table-9 Fault Code (hex)

27



• connector pin is contacted to vehicle ground S.C. TO BATTERY VOLTAGE OR O.C. AT RETARDER / TORQUECONVERTER the measured voltage is too high: • cable is defective and is contacted to battery voltage • cable has no connection to TCU • temperature sensor has an internal defect • connector pin is contacted to battery voltage or is broken S.C. TO GROUND AT RETARDER / TORQUECONVERTER TEMPERATURE SENSOR INPUT

2B

31


remarks

possible reason for fault detection

TEMPERATURE SENSOR INPUT

28

reaction of the TCU

the measured voltage is too low: • cable is defective and is contacted to vehicle ground • temperature sensor has an internal defect • connector pin is contacted to vehicle ground INCHSENSOR-SIGNAL MISMATCH the measured voltage from CCO and CCO2 signal don’t match: • cable is defective • sensor has an internal defect S.C. TO BATTERY VOLTAGE OR O.C. AT ENGINE SPEED INPUT

TCU measures a voltage higher than 7.00 V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU

no reaction, TCU uses default temperature OP-Mode: normal


no reaction, TCU uses default temperature OP-Mode: normal


During inching mode: TCU shifts • check the cable from TCU to the sensor to neutral • check the connectors While not inching: no change • check sensor OP-Mode: normal OP-Mode: substitute clutch control

• check the cable from TCU to the sensor • check the connectors • check the speed sensor

Page 2 of 14


32




remarks

possible reason for fault detection • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact S.C. TO GROUND AT ENGINE SPEED INPUT TCU measures a voltage less than 0.45V at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect

33

LOGICAL ERROR AT ENGINE SPEED INPUT

34

TCU measures a engine speed over a threshold and the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size S.C. TO BATTERY VOLTAGE OR O.C. AT TURBINE SPEED INPUT

35

reaction of the TCU

TCU measures a voltage higher than 7.00 V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact S.C. TO GROUND AT TURBINE SPEED INPUT TCU measures a voltage less than 0.45V at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect

OP-Mode: substitute clutch control



• • • •

OP-Mode: substitute clutch control if a failure is existing at output speed, TCU shifts to neutral OP-Mode: limp home




check the cable from TCU to the sensor check the connectors check the speed sensor check the sensor gap

This fault is reset after power up of TCU

Page 3 of 14




LOGICAL ERROR AT TURBINE SPEED INPUT

37

TCU measures a turbine speed over a threshold and at the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size S.C. TO BATTERY VOLTAGE OR O.C. AT INTERNAL SPEED INPUT

39


remarks


36

38

reaction of the TCU


• • • •



TCU measures a voltage higher than 7.00 V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact S.C. TO GROUND AT INTERNAL SPEED INPUT OP-Mode: substitute clutch TCU measures a voltage less than 0.45V control at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect LOGICAL ERROR AT INTERNAL SPEED INPUT OP-Mode: substitute clutch TCU measures a internal speed over a control threshold and at the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size




• • • •



Page 4 of 14

Table-9 Fault Code (hex) 3A

3B



reaction of the TCU


remarks

possible reason for fault detection S.C. TO BATTERY VOLTAGE OR O.C. AT OUTPUT SPEED INPUT

TCU measures a voltage higher than 12.5 V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact S.C. TO GROUND AT OUTPUT SPEED INPUT TCU measures a voltage less than 1.00V at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect

3C

LOGICAL ERROR AT OUTPUT SPEED INPUT

3E

TCU measures a output speed over a threshold and at the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size OUTPUT SPEED ZERO DOESN’T FIT TO OTHER SPEED SIGNALS

if transmission is not neutral and the shifting has finished, TCU measures outputspeed zero and turbine speed or internal speed not equal to zero. • speed sensor has an internal defect • sensor gap has the wrong size

special mode for gear selection OP-Mode: substitute clutch control if a failure is existing at turbine speed, TCU shifts to neutral OP-Mode: limp home


special mode for gear selection OP-Mode: substitute clutch control if a failure is existing at turbine speed, TCU shifts to neutral OP-Mode: limp home special mode for gear selection OP-Mode: substitute clutch control if a failure is existing at turbine speed, TCU shifts to neutral OP-Mode: limp home


special mode for gear selection OP-Mode: substitute clutch control if a failure is existing at turbine speed, TCU shifts to neutral OP-Mode: limp home



• check the sensor signal of output speed sensor • check the sensor gap of output speed sensor • check the cable from TCU to the sensor


• • • •

Page 5 of 14


57

71

72



reaction of the TCU


remarks

possible reason for fault detection VEHICLE1 TIMEOUT Timeout of CAN-message Vehicle1 from display computer • interference on CAN-Bus • CAN wire/connector is broken • CAN wire/connector is defective and has contact to vehicle ground or battery voltage EEC1 TIMEOUT Timeout of CAN-message EEC1 from EEC controller • interference on CAN-Bus • CAN wire/connector is broken • CAN wire/connector is defective and has contact to vehicle ground or battery voltage S.C. TO BATTERY VOLTAGE AT CLUTCH KC the measured resistance value of the valve is out of limit, the voltage at KC valve is too high. • cable / connector is defective and has contact to battery voltage • regulator has an internal defect S.C. TO GROUND AT CLUTCH KC the measured resistance value of the valve is out of limit, the voltage at KC valve is too low. • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect

TCU shifts to neutral NN (because of shifting lever)

• check vehicle controller • check wire of CAN-Bus • check cable to vehicle controller


• check EEC controller • check wire of CAN-Bus • check cable to EEC controller

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

• check the cable from TCU to the gearbox • check the connectors from TCU to the gearbox • check the regulator resistance 1) • check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox


1)

see chapter Error! Reference source not found.

1)


Page 6 of 14




75

76


remarks

possible reason for fault detection O.C. AT CLUTCH KC

the measured resistance value of the valve is out of limit. • cable / connector is defective and has no contact to TCU • regulator has an internal defect 74

reaction of the TCU

S.C. TO BATTERY VOLTAGE AT CLUTCH


TCU shifts to neutral KD/KA OP-Mode: limp home the measured resistance value of the valve if failure at another clutch is is out of limit, the voltage at KA/KD valve pending is too high. TCU shifts to neutral • cable / connector is defective and has OP-Mode: TCU shutdown contact to battery voltage • regulator has an internal defect S.C. TO GROUND AT CLUTCH KD/KA TCU shifts to neutral the measured resistance value of the valve OP-Mode: limp home is out of limit, the voltage at KD/KA valve if failure at another clutch is is too low. pending • cable / connector is defective and has TCU shifts to neutral OP-Mode: TCU shutdown contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect O.C. AT CLUTCH KD/KA TCU shifts to neutral the measured resistance value of the valve OP-Mode: limp home is out of limit. if failure at another clutch is • cable / connector is defective and has pending TCU shifts to neutral no contact to TCU OP-Mode: TCU shutdown • regulator has an internal defect

1)

• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox


• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox

1)



1)

1)



Page 7 of 14


78

79




remarks

possible reason for fault detection S.C. TO BATTERY VOLTAGE AT CLUTCH

1)

TCU shifts to neutral KE/KB OP-Mode: limp home the measured resistance value of the valve if failure at another clutch is is out of limit, the voltage at KE/KB valve pending is too high. TCU shifts to neutral • cable / connector is defective and has OP-Mode: TCU shutdown contact to battery voltage • regulator has an internal defect S.C. TO GROUND AT CLUTCH KE/KB TCU shifts to neutral the measured resistance value of the valve OP-Mode: limp home is out of limit, the voltage at KE/KB valve if failure at another clutch is is too low. pending • cable / connector is defective and has TCU shifts to neutral OP-Mode: TCU shutdown contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect




1)


O.C. AT CLUTCH KE/KB

• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox

1)

the measured resistance value of the valve is out of limit. • cable / connector is defective and has no contact to TCU • regulator has an internal defect 84

reaction of the TCU

S.C. TO BATTERY VOLTAGE AT CLUTCH KV

the measured resistance value of the valve is out of limit, the voltage at KV valve is too high. • cable / connector is defective and has contact to battery voltage • regulator has an internal defect

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown


1)


Page 8 of 14


86

87

88



reaction of the TCU


remarks

possible reason for fault detection S.C. TO GROUND AT CLUTCH KV

the measured resistance value of the valve is out of limit, the voltage at KV valve is too low. • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect O.C. AT CLUTCH KV the measured resistance value of the valve is out of limit. • cable / connector is defective and has no contact to TCU • regulator has an internal defect S.C. TO BATTERY VOLTAGE AT CLUTCH KR

the measured resistance value of the valve is out of limit, the voltage at KR valve is too high. • cable / connector is defective and has contact to battery voltage • regulator has an internal defect S.C. TO GROUND AT CLUTCH KR the measured resistance value of the valve is out of limit, the voltage at KR valve is too low. • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect

1)





• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox

1)

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown


1)


1)


Page 9 of 14




B2

B3


remarks

possible reason for fault detection O.C. AT CLUTCH KR

the measured resistance value of the valve is out of limit. • cable / connector is defective and has no contact to TCU • regulator has an internal defect B1

reaction of the TCU


• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox • check pressure at clutch KC • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at output speed sensor • check signal at internal speed sensor • check signal at output speed sensor • replace clutch

SLIPPAGE AT CLUTCH KC TCU calculates a differential speed at closed clutch KA. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KC • low main pressure • wrong signal at internal speed sensor • wrong signal at output speed sensor • wrong size of the sensor gap • clutch is defective SLIPPAGE AT CLUTCH KD/KA TCU calculates a differential speed at closed clutch KB. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KD/KA • low main pressure • wrong signal at internal speed sensor • wrong signal at output speed sensor • wrong size of the sensor gap • clutch is defective



• check pressure at clutch KD/KA • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at output speed sensor • check signal at internal speed sensor • check signal at output speed sensor • replace clutch

SLIPPAGE AT CLUTCH KE/KB TCU calculates a differential speed at closed clutch KE/KB. If this calculated value is out of range, TCU interprets this as slipping clutch.

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral

• check pressure at clutch KE/KB • check main pressure in the system • check sensor gap at internal speed sensor

1)


Page 10 of 14



B6

B7

reaction of the TCU


remarks

possible reason for fault detection OP-Mode: TCU shutdown

• • • •

SLIPPAGE AT CLUTCH KV TCU calculates a differential speed at closed clutch KV. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KV • low main pressure • wrong signal at internal speed sensor • wrong signal at turbine speed sensor • wrong size of the sensor gap • clutch is defective SLIPPAGE AT CLUTCH KR TCU calculates a differential speed at closed clutch KR. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KR • low main pressure • wrong signal at internal speed sensor • wrong signal at turbine speed sensor • wrong size of the sensor gap • clutch is defective


• check pressure at clutch KV • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch


• check pressure at clutch KR • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch

OVERTEMP SUMP

no reaction OP-Mode: normal

• cool down machine • check oil level • check temperature sensor

• • • • • • B5


low pressure at clutch KE/KB low main pressure wrong signal at internal speed sensor wrong signal at output speed sensor wrong size of the sensor gap clutch is defective

TCU measured a temperature in the oil sump that is over the allowed threshold.

check sensor gap at output speed sensor check signal at internal speed sensor check signal at output speed sensor replace clutch

Page 11 of 14




reaction of the TCU

OVERTEMP CONVERTER TCU measured a temperature in the retarder oil that is over the allowed threshold.


B9

OVERSPEED ENGINE

BC

retarder applies if configured OP-Mode: normal No reaction OP-Mode: normal

OVERSPEED OUTPUT TCU messures an transmission output speed above the defined threshold ENGINE TORQUE OR ENGINE POWER OP-Mode: normal OVERLOAD TCU calculates an engine torque or engine power above the defined thresholds TRANSMISSION OUTPUT TORQUE OP-Mode: normal

C1

remarks


B8

C0


• cool down machine • check oil level • check temperature sensor -

OVERLOAD

TCU calculates an transmission output torque above the defined threshold C2

TRANSMISSION INPUT TORQUE OVERLOAD TCU calculates an transmission input torque above the defined threshold

C3

OVERTEMP CONVERTER OUTPUT

D1

TCU measured a oil temperature at the converter ouput that is over the allowed threshold. S.C. TO BATTERY VOLTAGE AT POWER

programmable :No reaction or shift to neutral OP-Mode: normal no reaction OP-Mode: normal

see fault codes no. 21 to 2C

SUPPLY FOR SENSORS

D2

TCU measures more than 6V at the pin AU1 (5V sensor supply) S.C. TO GROUND AT POWER SUPPLY FOR SENSORS

TCU measures less than 4V at the pin AU1 (5V sensor supply)

see fault codes no. 21 to 2C

• cool down machine • check oil level • check temperature sensor • check cables and connectors to sensors, which are supplied from AU1 • check the power supply at the pin AU1 (should be appx. 5V) • check cables and connectors to sensors, which are supplied from AU1 • check the power supply at the pin AU1 (should be appx. 5V)

fault codes no. 21 to no. 2C may be a reaction of this fault

fault codes no. 21 to no. 2C may be a reaction of this fault

Page 12 of 14

Table-9 Fault Code (hex) D3

D4

D5

D6

E3



reaction of the TCU


remarks

possible reason for fault detection LOW VOLTAGE AT BATTERY shift to neutral measured voltage at power supply is lower OP-Mode: TCU shutdown than 10 V (12V device) lower than 18 V (24V device) HIGH VOLTAGE AT BATTERY shift to neutral measured voltage at power supply is OP-Mode: TCU shutdown higher than 18 V (12V device) higher than 32.5 V (24V device) shift to neutral ERROR AT VALVE POWER SUPPLY VPS1 OP-Mode: TCU shutdown TCU switched on VPS1 and measured VPS1 is off or TCU switched off VPS1 and measured VPS1 is still on • cable or connectors are defect and are contacted to battery voltage • cable or connectors are defect and are contacted to vehicle ground • permanent power supply KL30 missing • TCU has an internal defect

ERROR VALVE POWER SUPPLY VPS2 shift to neutral TCU switched on VPS2 and measured OP-Mode: TCU shutdown VPS2 is off or TCU switched off VPS2 and measured VPS2 is still on • cable or connectors are defect and are contacted to battery voltage • cable or connectors are defect and are contacted to vehicle ground • permanent power supply KL30 missing • TCU has an internal defect S.C. TO BATTERY VOLTAGE AT DISPLAY no reaction OUTPUT OP-Mode: normal TCU sends data to the display and measures allways a high voltage level on the connector

• check power supply battery • check cables from batteries to TCU • check connectors from batteries to TCU • check power supply battery • check cables from batteries to TCU • check connectors from batteries to TCU • check fuse • check cables from gearbox to TCU • check connectors from gearbox to TCU replace TCU

• • • •

check fuse check cables from gearbox to TCU check connectors from gearbox to TCU replace TCU

• check the cable from TCU to the display • check the connectors at the display • change display

Page 13 of 14


E4

F1

F2

F3

F5

F6



reaction of the TCU


remarks

possible reason for fault detection • cable or connectors are defective and are contacted to battery voltage • display has an internal defect S.C. TO GROUND AT DISPLAY OUTPUT TCU sends data to the display and measures allways a high voltage level on the connector • cable or connectors are defective and are contacted to vehicle ground • display has an internal defect GENERAL EEPROM FAULT TCU can't read non volantile memoy • TCU is defective


• check the cable from TCU to the display • check the connectors at the display • change display


• replace TCU

CONFIGURATION LOST transmission stay neutral TCU has lost the correct configuration and OP-Mode: TCU shutdown can't control the transmission. • interference during saving data on non volatile memory • TCU is brand new or from another vehicle APPLICATION ERROR transmission stay neutral something of this application is wrong OP-Mode: TCU shutdown CLUTCH FAILURE

AEB was not able to adjust clutch filling parameters • One of the AEB-Values is out of limit CLUTCH ADJUSTMENT DATA LOST OR INCHPEDAL CALIBRATION DATA LOST TCU was not able to read correct clutch adjustment parameters • interference during saving data on non volatile memory • TCU is brand new

often shown together with fault code F2

• Reprogramm the correct configuration for the vehicle (e.g. with cluster controller,...)

• replace TCU !!

transmission stay neutral OP-Mode: TCU shutdown

• check clutch

default values = 0 for AEB offsets used OP-Mode: normal no Inchmode available

• execute AEB

This fault occurs only if an test engineer did something wrong in the application of the vehicle TCU shows also the affected clutch on the Display

Page 14 of 14

ZF 3WG-94 transmission

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