ZF as Tronic Technicians Handbook

Home page

Technical manual

1328 765 101b

Technical manual

16 AS 2601 12 AS 2301

This technical manual serves as a technical introduction to the ZF-AS TRONIC system for vehicle and body manufacturers as well as ZF employees.

10 AS 2301

Please send your questions, comments and suggestions for improvement directly to your contact in the technical sales department.

The ZF standard application is described in this manual. Customer-specific deviations must be defined. Subject to change A ZF-AS TRONIC application contains the following steps: ➢ Creation of a customer specification for the transmission by the vehicle manufacturer and ZF ➢ Documentation by ZF

Copyright by ZF This technical manual is protected by copyright. Printed in Germany

➢ Initial installation ➢ Inspection of initial installation and commissioning by ZF staff

Edition: 2000-09 Index b 1999-12 Index a

Copyright by ZF These repair instructions are protected by copyright. Any reproduction and dissemination in whatever form – also in adapted, paraphrased or extracted form – in particular as a reprint, photomechanical or electronic reproduction or as a storage in data-processing equipment or data networks without approval by the holder of the copyright is prohibited and will be prosecuted under civil and criminal law. Printed in Germany

Table of contents

1

Brief description of the ZF-AS TRONIC

2

Transmission system and its components

3

Description of function

4

Installation

5

Annex

Table of contents

1

Brief description of the ZF-AS TRONIC

2

Transmission system and its components

3

2.1

System structure

2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.2.7 2.2.8

Transmission and shift system Description of the transmission Description of the shift system Technical data 16 AS 2601 – direct drive Technical data 16 AS 2601 – overdrive Technical data 12 AS 2301 – direct drive Technical data 12 AS 2301 – overdrive Technical data 10 AS 2301 – direct drive Technical data 10 AS 2301 – overdrive

2.3 2.3.1 2.3.2

Transmission components Transmission actuator Clutch actuator

2.4 2.4.1 2.4.2 2.4.3

Peripheral components Range selector Electronic module (E module) Display

2.5 2.5.1 2.5.1.1 2.5.1.2 2.5.1.3 2.5.1.4 2.5.1.5 2.5.1.6 2.5.1.7 2.5.2 2.5.2.1 2.5.2.2 2.5.2.3

Auxiliary units Intarder General Mechanical interface Oil grades and oil fill quantities Coolant connection Pneumatic interface Electrical interface Communication interface PTO units Clutch-dependent PTO units Roadspeed-dependent PTO units Fitting at a later date

Function description 3.1

Operating modes

3.2 3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.6.1 3.2.6.2

Automatic drive program Activating the automatic drive program Fully automatic gear changing Automatic selection of start gear Switching off the automatic drive program Re-activating the automatic drive program Manoeuvring Forward gears Reverse gears

Table of contents

4

3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5

System safety Principles Clutch concept Transmission control unit concept Interface concept Driving modes investigated

3.4

Responses to faults

3.5

Diagnosis

Installation 4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.1.5 4.1.6 4.1.7 4.1.8 4.1.9 4.1.10 4.1.11 4.1.12 4.1.13 4.1.14 4.1.15 4.1.16 4.1.17 4.1.18

Transmission installation investigation Standard transmission installation drawings Installation drawings for PTO units + emergency steering pumps Input shafts Clutch bell housing Clutch Clutch release device Engine connection Mounting Transmission installation angle Propeller shaft connection Torsional vibrations Bending vibrations Cover / impact protection Additional brackets Fording ability Accessibility Additional guidelines for vehicle body manufacturer Vehicle wiring

4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6

Temperatures Permissible ambient temperatures on the transmission Permissible oil temperatures Causes of excess oil temperatures Additional transmission cooling Use at very low temperatures Storing the transmission at very low temperatures

4.3

Oil filling

4.4 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6 4.4.7 4.4.8 4.4.9

The electrical system System layout and circuit diagrams Connector descriptions Operating voltages CAN bus installation Requirements placed on wiring quality Connector and counter connector designations Other electrical interfaces on the ZF-AS TRONIC CAN signals EMC compatibility

Table of contents

5

4.5

The pneumatic system

4.6 4.6.1 4.6.2 4.6.3 4.6.4

Additional units ZF-Intarder Externally produced retarders ZF PTO units Externally produced PTO units

4.7 4.7.1 4.7.2 4.7.3 4.7.4 4.7.5 4.7.6 4.7.7

Transmission installation on assembly line Transport Delivery of main transmission Anti-corrosion protection Painting at a later date Assembly of engine, clutch and transmission EOL programming Delivery monitoring

4.8 4.8.1 4.8.2

Additional information Operating and maintenance instructions Handing over vehicle to the end customer

4.9 4.9.1 4.9.2 4.9.3 4.9.4

Application and documentation Application ZF documentation Type plate Explanation of ZF documentation

Annex

1

Brief description of ZF-AS TRONIC

1 Brief description of ZF-AS TRONIC Transmission actuator with integrated electronics Clutch

014 866

Transmission Clutch actuator

Air supply 014866

The AS TRONIC gear shift system is a combination of an electro-pneumatically shifted constant-mesh gearbox and an automated dry clutch. If the AS TRONIC transmission system is to be used, the vehicle must have an electronic engine control unit as well as CAN communication.

The driver has the option of driving the vehicle in both semi-automatic mode as well as fully automatically. When in semi-automatic mode, manual shifting with the range selector is made easier. When in fully automatic mode, gears are selected and shifts made by the electronic control unit. The driver can still intervene if he wishes to. All system functions required are shown on the display, e.g. neutral, gear change, clutch overload and diagnosis information.

Since the clutch is automated (clutch pedal no longer fitted), the driver no longer has to activate the clutch. The actual shift procedure is performed by the electronic transmission control unit.

1328 765 101

1-1

1999-12

2

Transmission system and its components 2.1

System structure

2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.2.7 2.2.8

Transmission and shift system Description of the transmission Description of the shift system Technical data 16 AS 2601 – direct drive Technical data 16 AS 2601 – overdrive Technical data 12 AS 2301 – direct drive Technical data 12 AS 2301 – overdrive Technical data 10 AS 2301 – direct drive Technical data 10 AS 2301 – overdrive

2.3 2.3.1 2.3.2

Transmission components Transmission actuator Clutch actuator

2.4 2.4.1 2.4.2 2.4.3

Peripheral components Range selector Electronic module (E module) Display

2.5 2.5.1 2.5.1.1 2.5.1.2 2.5.1.3 2.5.1.4 2.5.1.5 2.5.1.6 2.5.1.7 2.5.2 2.5.2.1 2.5.2.2 2.5.2.3

Auxiliary units Intarder General Mechanical interface Oil grades and oil fill quantities Coolant connection Pneumatic interface Electrical interface Communication interface PTO units Clutch-dependent PTO units Roadspeed-dependent PTO units Fitting at a later date

2

Transmission system - components

2

Transmission system – components

2.1

System structure

2.1 System structure The transmission system consists of the transmission (1) and the components required to automate the system. The transmission actuator (2) and clutch actuator (3) components are integrated in the transmission. Furthermore, the range selector (4) (console switch 4.1, alternative steering wheel switch 4.2), display (5) and E module (8) peripheral components should also be installed in the vehicle.

5

4.2

8

2

4.1

1

4

7

6 3

014 887

Since the ZF-AS TRONIC is integrated in the vehicle system, it can do without other individual peripheral components and uses the vehicle’s systems such as engine electronics with accelerator (6) and brake pedal (7), electronic braking system with wheel speed sensor etc. instead. The ZF-AS TRONIC is integrated in the vehicle system by the networking of the vehicle electronic unit via a CAN bus. The reciprocal system interdependencies resulting from this must be investigated within a vehicle integration FMEA.

1328 765 101

2-1

1999-12

2

2.2


2.2 Transmission and shift system

Transmission and shift system

The transmission is based on a twin countershaft design. This compact and reduced weight design ensures a positive torque distribution, lower gear loadings and therefore a higher degree of efficiency.

2.2.1 Description of the transmission The ZF-AS TRONlC transmission consists of a fourspeed section (in the 16-speed version) or a threespeed version (in the 12 and 10-speed version) as well as a splitter group (GV) and a rear-mounted rangechange group (GP) in a planetary design.

The 4(3)-speed transmission section is produced with a dog clutch. Synchronization occurs via the EDC and transmission brake. The splitter group and range-change group have synchromesh.

Division of power: in constants K1 or K2 on both layshafts

K2

K1

4

3 2

1

014 867

Transmission brake

Example: 16 AS 2601

4-speed transmission

Range-change group

Splitter group

2.2.2 Description of the shift system

21

23

34

41

5

The gear shift cylinders are integrated in the transmission actuator and are pneumatically actuated. Key 1

Transmission actuator

2

Shift cylinder for splitter group

3

Shift cylinder for main transmission

4

Shift cylinder for range-change group

5

Selector cylinder for main transmission

12

Ga

ng

16

Ga

ng

GV 2/3

GV 3/4

1/2

R

1/R GP

1328 765 101

2-2

GP 014 868

1999-12

2

2.2


2.2.3 Technical data 16 AS 2601 Direct drive Number of forwards gears:

16

Number of reverse gears:

2

Gear jump:

20.5 ± 2.2%

Ratio range:

Forwards 17.03 - 1.0 Reverse 15.77 - 13.07


Input torque*:

max. 2200 Nm

Input speed:

max. 2500 rpm (traction) max. 2800 rpm (coasting)

Length:

953 mm

Oil quantity:

12 l

Weight:

270 kg**

For centre of gravity, see installation drawing (Chapter 4.1.1)

* Approximate value: depends on the vehicle type and vehicle data as well as the relevant input conditions ** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator. Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

16 AS 2601 Direct drive

Gear 1st

Ratio i 17.029

2nd

14.120

Powerflow diagram

Gear stage

Inertia torque1) kgm2 0.100

1.206 0.139 1.227 3rd

11.504

0.102 1.206

4th

9.539

0.143 1.213

5th

7.864

0.107 1.206

6th

6.521

0.149 1.184

7th

5.506

0.115 1.206

8th

4.565

0.162 1.224

9th

3.730

0.120 1.206

10th

3.093

0.169 1.227

11th

2.520

0.146 1.206

12th

2.089

0.207 1.213

13th

1.723

0.201 1.206

14th

1.428

0.287 1.184

15th

1.206

0.309 1.206

16th

1.00

R1

15.768

R2 N K1 N K2

13.074 – –

0.443

1.206 – –

0.098 0.137

1) Values refer to input side 1328 765 101

2-3

2000-09

2

2.2


2.2.4 Technical data 16 AS 2601 Overdrive Number of forwards gears:

16


2

Gear jump:

20.5 ± 2.2%

Ratio range:

Forwards Reverse

14.12 - 0.83 13.07 - 10.81


Input torque*:

max. 2600 Nm

Input speed:


Length:

953 mm

Oil quantity:

12 l

Weight:

270 kg**


* Approximate value: depends on vehicle type and vehicle data as well as the relevant input conditions ** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator. Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

16 AS 2601 Overdrive

Powerflow diagram

z 40

Gear 1st

Ratio i 14.120

2nd

11.677

Gear stage


1.209 0.174 1.224 3rd

9.539

0.126 1.209

4th

7.889

0.178 1.210

5th

6.521

0.133 1.209

6th

5.393

0.188 1.181

7th

4.565

0.145 1.209

8th

3.776

0.206 1.221

9th

3.093

0.152 1.209

10th

2.558

0.217 1.224

11th

2.089

0.191 1.209

12th

1.728

0.272 1.210

13th

1.428

0.270 1.209

14th

1.181

0.389 1.181

15th

1.000

0.427 1.209

16th

0.827

R1

13.074

R2 N K1 N K2

10.812 – –

0.617

1.209 – –

0.170 0.120

1) Values refer to input side 1328 765 101

2-4

2000-09

2

2.2


2.2.5 Technical data 12 AS 2301 Direct drive Number of forwards gears:

12


2

Gear jump:

29 ± 2.5%

Ratio range:

Forwards Reverse

15.86 - 1.0 14.68 - 11.41


Input torque*:

max. 1900 Nm

Input speed:


Length:

910 mm

Oil quantity:

11 l

Weight:

250 kg**




Powerflow diagram

z 36

Gear

Ratio i

1st

15.858

Gear stage

Inertia torque 1) kgm2 0.092

1.287 2nd

12.326

0.143 1.289

3rd

9.565

0.096 1.287

4th

7.435

0.150 1.266

5th

5.873

0.106 1.287

6th

4.565

0.167 1.314

7th

3.474

0.112 1.287

8th

2.700

0.176 1.289

9th

2.095

0.151 1.287

10th

1.629

0.241 1.266

11th

1.287

0.252 1.287

12th

1.000

R1

14.683

R2 N K1 N K2

11.413 – –

0.409

1.287 – –

0.090 0.140

1) Values refer to input side

1328 765 101

2-5

2000-09

2

2.2



12


2

Gear jump:

29 ± 2.5%

Ratio range:

Forwards Reverse

12.33 - 0.78 11.41 - 8.88


Input torque*:

max. 2300 Nm

Input speed:


Length:

910 mm

Oil quantity:

11 l

Weight:

250 kg**




Gear

Ratio i

1st

12.326

Powerflow diagram

Gear stage


1.285 2nd

9.590

0.186 1.290

3rd

7.435

0.123 1.285

4th

5.784

0.195 1.267

5th

4.565

0.137 1.285

6th

3.552

0.218 1.316

7th

2.700

0.155 1.285

8th

2.101

0.247 1.290

9th

1.629

0.225 1.285

10th

1.267

0.362 1.267

11th

1.000

0.406 1.285

12th

0.778

R1

11.413

R2 N K1 N K2

8.880 – –

0.662

1.285 – –

0.181 0.115


1328 765 101

2-6

2000-09

2

2.2


2.2.7 Technical data 10 AS 2301 Direct gear Number of forwards gears:

10


1

Gear jump:

29 ± 2.5%

Ratio range:

Forwards 9.57 - 1.0 Reverse 11.41


Input torque*:

max. 2300 Nm

Input speed:


Length:

898 mm

Oil quantity:

11 l

Weight:

250 kg**




Powerflow diagram

z 34 z 46

Gear

Ratio i

1st

9.590

Gear stage


1.290 2nd

7.435

0.123 1.285

3rd

5.784

0.195 1.267

4th

4.565

0.137 1.285

5th

3.552

0.218 1.316

6th

2.700

0.155 1.285

7th

2.101

0.247 1.290

8th

1.629

0.225 1.285

9th

1.267

0.362 1.267

10th

1.000

R N K1 N K2

11.413 – –

0.406

– –

0.181 0.115


1328 765 101

2-7

2000-09

2

2.2



10


1

Gear jump:

29 ± 2.5%

Ratio range:

Forwards 7.44 - 0.78 Reverse 11.41


Input torque*:

max. 2300 Nm (OD)

Input speed:


Length:

898 mm

Oil quantity:

11 l

Weight:

250 kg**




Gear

Ratio i

1st

7.435

Powerflow diagram

Gear stage


1.285 2nd

5.784

0.195 1.267

3rd

4.565

0.137 1.285

4th

3.552

0.218 1.316

5th

2.700

0.155 1.285

6th

2.101

0.247 1.290

7th

1.629

0.225 1.285

8th

1.267

0.362 1.267

9th

1.000

0.406 1.285

10th

0.778

R N K1 N K2

11.413 – –

0.662

– –

0.181 0.115


1328 765 201

2-8

2000-09

2

2.3


Transmission components

➢ The integrated transmission electronics contain all functions required for transmission and clutch control/feedback.

2.3 Transmission components 2.3.1 Transmission actuator

➢ The electro-pneumatic valves control the gear shift cylinders and the transmission brake.

All functions required for transmission control/feedback are contained in the transmission actuator. The actuator has a mechanical, electrical and pneumatic interface and is integrated in the transmission housing in a space-saving manner.

➢ The pneumatic shift cylinders actuate the mechanical gear shift elements in the transmission. ➢ The sensors record

Integrated transmission electronics

Compressed air connection and pressure control valve

Transmission connector 014869

Vehicle connector

1328 765 101

➢ The vehicle connector is the electrical interface with the vehicle’s CAN system network, the display, the range selector, the voltage supply, diagnosis devices etc. ➢ The transmission electronics are integrated in the housing cover. The figure (010834) shows the transmission actuator with the housing cover open.

Sensors • Travel • Temperature • Speed • Pressure

➢ The individual components are connected electrically and pneumatically within the transmission actuator and by means of short connection lines.

Valves • Shifting • Selecting • Transmission brake

010834

– the current position of all shift cylinders – the transmission input speed – the transmission temperature – the amount of air pressure available

Gear shift cylinder • Splitter group • Range-change group • Main transmission (shifting, selecting)

2-9

1999-12

2

2.3


2.3.2 Clutch actuator

Transmission components

Travel sensor

Valves for clutch open Actuation piston

Valves for clutch closed Electronic module

014871

The clutch actuator is flange-mounted on the integrated clutch bell housing of the transmission. The clutch is actuated by the clutch actuator, which in turn is activated by the electronics in the transmission actuator. Robust wiring – connected to the clutch actuator connector and to the transmission connector of the transmission actuator – makes the electrical connection with the transmission electronics.

The clutch can be engaged in a very gentle manner for sensitive setting off and manoeuvring operations. For very rapid clutch actuations, if necessary, the clutch opening and closing times and/or cycle frequencies can be changed to ensure adjustment speeds suitable for the situation in question. The clutch actuator calibrates the current clutch engagement point for every start procedure and passes this information on to the transmission electronics.

In addition to the pneumatic actuation piston responsible for clutch release, the following components are also integrated in the clutch actuator: pairs of redundant, cyclical-actuation valves are each used for opening and closing the clutch. During these processes, the two valve orifices (with different diameters) are energized in succession.

The electronics therefore always have information on the current wear status and the friction lining. The driver is warned in good time of complete clutch wear.

The position of the pneumatic piston and therefore also of the clutch is recorded by a travel sensor. An electronic module, fitted directly to the sensor, provides the sensor signal for transmission control.

1328 765 101

2-10

2000-09

2

2.4


Peripheral components

2.4 Peripheral components 2.4.1 Range selector Console range selector

Rotary switch

Steering wheel switch

N R

D

014 872

014 873

014 871

A/M changeover A = Automatic M = Manual

+

D = Drive (forwards, automatic or manual)

Upshift

+ + Accumulated upshift

–

Downshift

– – Accumulated downshift

N = Neutral R = Reverse

The shift positions are sensed electrically. The digital signals are converted into CAN signals in the ZF E module (☞ see Chapter 2.4.2) and made available to the transmission control unit via the ZF CAN bus.

The following range selectors can be obtained from ZF for the ZF-ASTRONIC system: Order no.

Drawing no.

Console range selector with integrated rotary switch

6006 029 018

6006 629 024

Steering wheel switch*

0501 211 185

0501 211 185

Rotary switch

6006 199 031

6006 629 022

If necessary, the range selector can be replaced by a range selector produced by the vehicle manufacturer, provided that this is compatible with the interface.

☞ For more information on the range selector, please refer to installation drawing 6006 629 024.

* The steering wheel switch is used in conjunction with the rotary switch.

The range selector is the control element used to ➢ select the drive range ➢ select the gear ➢ activate/deactivate automatic mode ➢ call up the error display (☞ see diagnosis in Chapter 3.5)

1328 765 101

2-11

2000-09

2

2.4


2.4.2 Electronic module (E module) Order no. 6041 322 033 Drawing no. 6041 622 023


The following inputs / outputs are available. CAN interface 1x CAN interface (250 k Baud, interface with ISO/DIS 11898)

The E module is required whenever the range selector information and various vehicle input / output signals (door switch, PTO unit request … ) are not available as CAN signals of the transmission control unit.

Inputs 11x digital inputs “low active” for range selector 5x digital inputs “low active” for vehicle signals 3x digital inputs “high active” for vehicle signals

These digital input / output signals are converted into a CAN signal in the E module and are communicated to the transmission electronics via the ZF CAN bus.

Outputs 2x digital outputs “low active” for vehicle signals 4x digital outputs “high active” for vehicle signals

Range selector

Additional interfaces for ZF-AS TRONIC (e.g. buzzer, PTO unit, …)

E module

ZF CAN Transmission electronics ZF-AS TRONIC

1328 765 101

2-12

1999-12

2

2.4



2.4.3 Display Drawing no. 0501 211 422 The display shows operating messages, warning instructions and system errors. Communication with the transmission electronics occurs via a ZF specific interface.

If necessary, the display may be replaced by a display unit with compatible interfaces produced by the vehicle manufacturer.

DISPLAYS OPERATING MESSAGES

WARNING INSTRUCTIONS

System self check (with ignition ON)

Insufficient air pressure (airless)

008 010

008 128

Transmission in Neutral position

Accelerator error

008 011

008 012

Gear selected

Clutch overloaded. Selector lower gear (clutch)

008 015

008 021

Manual operating mode, gear selected, reversing options (2 gears)

Clutch worn

016 893

008 029

Reverse gear “Slow” selected

Communication error with display (Electronic error)

008 109

008 122

Reverse gear “Rapid” selected SYSTEM ERRORS

008 107

PTO unit 1 is active (P). Transmission neutral (N).

System error. Vehicle can only be driven in a restricted manner.

008 024

008 026

System error. Stop!

PTO units 1 and 2 are active (P). Starting gear 3 selected (3). 008 102

013 586

008 027

Automatic operating mode is indicated in the display by 4 bars and 2 arrows. (8th gear is selected in the transmission).

Example of error code: 53

008 103

008 106

1328 765 101

2-13

Example of error code: 168 If 4 bars are displayed in addition to the number, this means: error no. +100. 2000-09

2

2.5


Auxiliary units

2.5 Auxiliary units

2.5.1.3 Oil grades and oil fill quantities

2.5.1 Intarder

The Intarder and ZF-AS TRONIC transmission form the common oil supply. The oil fill quantities are increased as a result and can be taken from the Intarder technical manual (order no. 6085 765 004).

The Intarder is a hydrodynamic and therefore zerowear transmission brake.

2.5.1.1 General

The ZF-AS TRONIC with integrated Intarder may only be filled with SAE 30 engine oil, semi-synthetic or fully synthetic oils.

Please refer to the manual (order no. 6085 765 004) for an overview of system concept, layout, method of operation, operating elements, function variants, periphery and safety functions, as well as for installation and diagnosis instructions.

☞ The list of lubricants TE-ML 02 (see Chapter 4.3) provides information on the exact oil specification and the oil change intervals.

☞ A separate technical manual is available for the ZF-Intarder (order no. 6085 765 004).

2.5.1.4 Coolant connection An oil and water heat exchanger is fitted to the Intarder and this must be incorporated in the water circuit of the engine cooling system.

2.5.1.2 Mechanical interface

☞ Please refer to the ZF-Intarder technical manual, order no. 6085 765 004 for more information.

The Intarder is integrated in the ZF-AS TRONIC transmission. The Intarder can only be fitted at a later date if the transmission is converted. A decision on also having the Intarder delivered must therefore be made when ordering the ZF-AS TRONIC transmission.

2.5.1.5 Pneumatic interface The air connection can either be made via the air boiler of the ZF-AS TRONIC transmission (☞ see Chapter 4.5) or via a separate connection on the air tank for auxiliary consumers.

The installation length between the SAE 1 flange and the output flange is the same as that in the ZFAS TRONIC without the Intarder fitted.

☞ The installation length of the transmission should be taken from the standard installation drawings (see Chapter 4.1).

☞ See information in ZF-Intarder technical manual, order no. 6085 765 004.

An electronics unit supplied with the Intarder is housed in the dry area of the vehicle (e.g. driver’s cab).

2.5.1.6 Electrical interface The Intarder has an electrical interface with the vehicle wiring. There is no direct electrical connection with the ZF-AS TRONIC.

☞ For more information, please refer to the ZFIntarder technical manual, order no. 6085 765 004.

☞ Please refer to the ZF-Intarder technical manual 6085 765 004 for the circuit diagrams and wiring plans of the various Intarder systems.

1328 765 001

2-14

1999-12

2

2.5


Auxiliary units

2.5.1.7 Communication interface

2.5.2 PTO units

The Intarder electronics contain a CAN interface as specified in SAE J 1939. Signals are exchanged via this interface rather than via the vehicle’s other system-compatible electronic units.

Engine-dependent PTO units are not available.

☞ Please refer to the ZF-Intarder technical manual, order no. 6085 765 004 for the signal contents and specifications.

The clutch-dependent PTO units can either be fitted in the workshop and supplied with the ZF-AS TRONIC or can be fitted to the ZF-AS TRONIC at a later date. It should however be noted that the control unit of the controllable PTO units must be integrated in the ZFAS TRONIC electrical system with its automated dry clutch.

2.5.2.1 Clutch-dependent PTO units

2.5.1.8 Speedo signal

☞ When using the Intarder, the speedo signals should be ensured in accordance with the information provided in the ZF-Intarder technical manual, order no. 6085 765 004.

☞ Please refer to the type sheet, order no. 1328 757 051, for an overview of the ZF PTO units available with regard to permissible levels of torque and speeds attainable.

2.5.2.2 Roadspeed-dependent PTO units The roadspeed-dependent PTO units (for additional steering pump or emergency steering pump) can either be fitted in the workshop and supplied with the ZF-AS TRONIC or can be fitted to the ZF-AS TRONIC at a later date. The speed of these PTO units depends on the output speed of the ZF-AS TRONIC.

☞ For more information on this PTO unit, please refer to the type sheet, order no. 1328 757 051.

2.5.2.3 Fitting at a later date The PTO unit can be fitted at a later date. The transmission electronics unit must be adapted.

1328 765 101

2-15

1999-12

3

1328 765 101

Function description

3.1

Operating modes

3.2 3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.6.1 3.2.6.2

Automatic drive program Activating the automatic drive program Fully automatic gear changing Automatic selection of start gear Switching off the automatic drive program Re-activating the automatic drive program Manoeuvring Forwards gears Reverse gears

3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5

System safety Principles Clutch concept Transmission control unit concept Interface concept Driving modes investigated

3.4

Responses to faults

3.5

Diagnosis

1999-01

3 3

3.1


Operating modes


3.1 Operating modes The ZF-AS TRONIC transmission control unit is subdivided into operating modes (e.g.: setting off, manoeuvring, gear shifting while vehicle is in motion, gear engagement while in motion, etc.) in a hierarchical manner. Defined functions of the ZFAS TRONIC are assigned to each operating mode. The operating modes are defined by clear sensor signals or by signals via the communication system.

☞ Please refer to the TKI “Shift functions and operating modes” (ZF no. 1328 761 019) for an overview of the operating modes and their functions.

1328 765 101

3-1

1999-12

3

3.2


Automatic drive program

3.2 Automatic drive program

3.2.3 Automatic selection of start gear

The automatic drive program of the ZF-AS TRONIC allows the vehicle to be driven in a fully automatic manner. To continue moving the vehicle, the driver simply has to actuate the accelerator and brake (service brake and 3rd brake). The automatic drive program is integrated in the electronics of the AS TRONIC transmission system.

When the automatic drive program is active, the start gear is calculated and selected fully automatically in accordance with the setting off conditions (gradient, loads, etc.). If the driver believes that the start gear, as shown in the display, is too high, he can correct and lower this using the range selector (☞ for more information, refer to the functions of the range selector in Chapter 2.4).

3.2.1 Activating the automatic drive program To extend the clutch service life, corrections cannot be made into a higher gear.

Once the electrical system has been switched on (by turning the ignition key) and the engine has been started, the automatic drive program starts to operate when the driver activates the forwards travel range.

A start gear will even be selected and engaged once the ignition has been switched off and the vehicle restarted.

Once the parking brake has been released and the accelerator has been depressed, the vehicle sets off. The fully automatic drive program determines when gears should be shifted and the gear into which shifts should be made.

3.2.4 Switching off the automatic drive program Should a critical drive situation arise and the driver wish to avoid automatic gear changing (retain a gear) or shift gear manually (manual drive mode), the automatic drive program can be switched off by actuating the range selector accordingly (☞ for more information, refer to the functions of the range selector in Chapter 2.4).

3.2.2 Fully automatic gear changing To adapt these fully automatic gear changes to the drive situation in question and to do this in a fuelefficient manner, numerous pieces of information from the transmission and other electronic systems are evaluated in the electronics of the transmission system via data communication.

This intervention can be made at any time when the vehicle is in motion. Appropriate failsafe mechanisms have been implemented to rule out the risk of the engine ever being overrevved.

☞ For detailed information on the signals used for the drive programs, please refer to the interface specification 1328 761 005.

If the automatic drive program is switched off and the vehicle moved through manual operation of the range selector, the fuel consumption levels may then rise depending on the manual gear selection made by the driver. Despite manual driving mode, the automatic start gear is retained as in the automatic drive program. Should an error occur in the transmission system or in a data exchange with other systems, the automatic drive program may switch itself off depending on the effect of the error.

1328 765 101

3-2

1999-12

3

3.2


Automatic drive program

3.2.5 Re-activating the automatic drive program The automatic drive program can be re-activated at any time when the vehicle is in motion. This is done by operating the range selector accordingly.

☞ For more information, refer to the functions of the range selector in Chapter 2.4

3.2.6 Manoeuvring 3.2.6.1 Forwards gears The manoeuvring gears are ➢ 1st, 2nd and 3rd gear in the 16 AS 2601, ➢ 1st and 2nd gear in the 12 AS 2301 and ➢ 1st gear in the 10 AS 2301 (bus) In certain driving modes, the automatic start gear may be in the same range as the manoeuvring gears. If the system selects a start gear which is outside the manoeuvring range, the driver must change this to the manoeuvring gear desired by intervening manually on the range selector. Automatic gear changes are not made when the vehicle is in the “Manoeuvring” operating mode. If a change into a lower gear is to be made during manoeuvres, this must be done manually via the range selector.

3.2.6.2 Reverse gears In the ZF-AS TRONIC systems for truck applications 16 AS 2601 and 12 AS 2301, the slower R gear is usually selected. As a rule, automatic gear changes do not occur in the reverse travel range – regardless of the accelerator position. The rapid R gear must be selected by manual intervention on the range selector. When using the bus application (10 AS 2301), only one R gear is available.

☞ For more information on the issue of “Manoeuvring”, please refer to TKI 1328 761 019.

1328 765 101

3-3

1999-12

3

3.3


3.3 System safety

The system responses to simple faults are described in a malfunction specification. Since the vehicle manufacturer is responsible for vehicle responses, agreement is reached with the manufacturer on responses to faults within the framework of a vehicle integration FMEA. This includes vehicle faults which may have an effect on the ZF-AS TRONIC. The definition of the malfunction response is written in accordance with the principles of the aforementioned system analyses.

3.3.1 Principles The principles behind the ZF-AS TRONIC system safety concept are the requirements made by the Automobile Safety Act. The clutch and transmission are not therefore considered as safety components such as the brakes or steering systems. This means that the law does not believe that malfunctions caused by faults in the clutch or transmission can lead directly to safety-related malfunctions resulting in accidents.

High levels of reliability were even provided for in the conception stage of the ZF-AS TRONIC (number of components, integrated module, reduction in scope of wiring). The function and service life of the mechanical and pneumatic components have been designed in accordance with state-of-the-art technology and tried and tested in various trials.

Since the ZF-AS TRONIC is however an automation system, which unlike conventional driveline components takes on some of the processes otherwise controlled by the driver, it is also assigned an increased level of responsibility.

The defined nominal mode cannot be set if voltage fails or the air supply is suddenly interrupted during a shift. In such instances, the last mode is retained (extended duration is rare and probability of occurrence very low in accordance with riskograph from DIN 19250).

System analyses undertaken: ➢ ➢ ➢ ➢

System safety

risk analysis as specified in DIN 19250 system FMEA vehicle integration FMEA’s K FMEA’s

The following situations have been defined as safer and those to be aimed for in instances of error: ➢ “driveline closed” when vehicle in motion ➢ “driveline open” when vehicle at standstill The following vehicle behaviour has been defined as relevant to safety as a result of the system analyses: ➢ independent setting off ➢ setting off in opposite direction of travel ➢ blocked driveline when in motion Special measures were undertaken during the development of the ZF-AS TRONIC (e.g redundancies, verification checks etc.) to avoid these circumstances wherever possible. Errors which do not lead to the drive behaviour listed above will only influence agreed functions of the AS TRONIC and therefore the reliability and/or availability of the vehicle.

1328 765 101

3-4

1999-12

3

3.3


3.3.2 Clutch concept

Exception: the clutch is closed, the nominal mode is “open driveline” and the air supply or the voltage supply is interrupted. In this instance, the driver must switch off or stall the engine.

The clutch actuator and the relevant software functions have been designed to ensure that individual faults cannot cause undesired responses (figure 1). The redundant valve system, travel measurement aid and check valve ensure that a defined nominal mode is ensured and/or set should individual faults occur.

electrical pneumatic

System safety

Clutch actuator Check valve

Operating and display elements

MV4 MV3

Range selector Sensor

Power supply interfaces for ZFAS TRONIC

MV2 MV1

Display E module

Transmission actuator Sensor

Range change group

Pressure relief valve

Pressure sensor

ZF system CAN

Sensor

Splitter

Select

ZF-ASTRONIC transmission electronics

Sensor

ABS ASR

Intarder

Engine electronics

Sensor

Main transmission

Shift valves Y1 ➠ Y9 Main cutoff valve

Vehicle CAN

Figure 1: System diagram of ZF-AS TRONIC 2

1328 765 101

014 876

3-5

1999-12

3

3.3


System safety

3.3.3 Transmission control concept The transmission control unit is designed to ensure that when a shift is triggered at least two valves always have to be shifted (central air and shift valve). The transmission position is permanently monitored by a travel measuring system. The conventional design of the transmission control unit (incl. function software) ensures that should individual faults arise, undesired shift processes cannot be triggered.

3.3.4 Interface concept The interfaces between the ZF-AS TRONIC and vehicles are very important with regard to safety and availability. Responses to faults and protective measures in the ZF-AS TRONIC should ensure that the nominal mode is retained or set should errors / faults arise. A “vehicle integration FMEA” is created jointly with the vehicle manufacturer to test and ensure this principle and, if necessary, any relevant measures are initiated.

3.3.5 Driving modes investigated Error trees have been created for the following driving modes: ➢ independent setting off ➢ setting off in opposite direction of travel ➢ vehicle not setting off (gear already selected) ➢ driveline interruption during travel ➢ acceleration not OK ➢ blocked driveline during travel The measures to be initiated ensure compliance with the aforementioned criteria for behaviour in response to errors and faults.

1328 765 101

3-6

1999-12

3

3.4


Responses to faults

3.4 Responses to faults

Error class 1

If the AS TRONIC system detects faults or errors, then the system reacts using back-up functions. The errors themselves are divided into error classes and entered in the error memory once the ignition has been switched off. Error classes 2 and 3 are shown in the display. The error message and the resulting response to the fault can be deleted from the display after a “vehicle stop” implemented via “ignition OFF” (reset). The error numbers can be called up via the range selector, refer to Chapter 3.5 Diagnosis.

Unrestricted drive operation possible ➢ No errors shown in display ➢ Entry in error memory ➢ Levels of comfort may be reduced ➢ Error can be rectified next time the vehicle goes into the workshop

Error class 2 Restricted drive operation possible Error class

➢ Error display shows “wrench” symbol

Display

➢ Entry in error memory 1

none

➢ Reduced levels of comfort ➢ Increased shift times

2

➢ Worsening in levels of manoeuvring and setting off quality ➢ Find a specialist workshop

3

Error class 3 Drive operation no longer possible ➢ Error display shows “STOP” and “wrench” symbols ➢ Entry in error memory ➢ Gears can no longer be selected during travel, the selected gear is retained ➢ When vehicle comes to standstill, shift is made into neutral ➢ Contact nearest specialist workshop

1328 765 101

3-7

1999-12

3

3.5


3.5 Diagnosis

ZF-AS TRONIC diagnosis specification:

ZF diagnosis systems:

☞ refer to TKI 6009 774 004

The following ZF diagnosis systems are available for the ZF-AS TRONIC:

Diagnosis

Error number display on the ZF-AS TRONIC display:

➢ TESTMAN, for description, refer to 6008 750 001 (ZF diagnosis system for PC applications incl. ZF diagnosis adapter DPA 03 and connection cable with ISO and/or SAE connection)

If an error has occurred, the error number can be called up on the display. If serious system errors (Stop +wrench) have occurred, the vehicle cannot be driven any further.

➢ A terminal tester is available for electrical troubleshooting of input and output signals of the vehicle interface with the ZF-AS TRONIC. This tester comes complete with an adapter for 20 or 18-pin plug connections.

To call up error messages, the rotary switch is positioned at neutral and the flick lever held in the + direction.

Communication:

If the service brake is not actuated, only the errors currently in place are displayed.

If the service brake is actuated at the same time, all the errors stored in the error memory are displayed.

The hardware interface is implemented as specified in ➢ ISO 14230-1 The following communication protocols are available ➢ ZF protocol ➢ keyword protocol 2000 – Data Link Layer Recommended Practice (Status: Version 1.1; Date: 31.1.1999) – Implementation of Diagnostic Services Recommended Practice (Status: Version 1.5; Date: 1.10.1999) The protocol is transmitted via the “K-line”.

1328 765 101

3-8

1999-12

4

Installation

4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.1.5 4.1.6 4.1.7 4.1.8 4.1.9 4.1.10 4.1.11 4.1.12 4.1.13 4.1.14 4.1.15 4.1.16 4.1.17 4.1.18

Transmission installation investigation Standard transmission installation drawings Installation drawings for PTO units + emergency steering pumps Input shafts Clutch bell housing Clutch Clutch release device Engine connection Mounting Transmission installation angle Propeller shaft connection Torsional vibrations Bending vibrations Cover / impact protection Additional brackets Fording ability Accessibility Additional guidelines for vehicle body manufacturer Vehicle wiring

4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6

Temperatures Permissible ambient temperatures on the transmission Permissible oil temperatures Causes of excess oil temperatures Additional transmission cooling Use at very low temperatures Storing the transmission at very low temperatures

4.3

Oil filling

4.4 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6

The electrical system System layout and circuit diagrams Connector descriptions Operating voltages CAN bus installation Requirements placed on wiring quality Connector and mating connector designations

4.4.7 4.4.8 4.4.9

Other electrical interfaces on the ZF-AS TRONIC CAN signals EMC compatibility

4.5


4.6 4.6.1 4.6.2 4.6.3 4.6.4

Additional units ZF-Intarder Externally produced retarders ZF PTO units Externally produced PTO units

4.7 4.7.1 4.7.2 4.7.3 4.7.4 4.7.5 4.7.6 4.7.7

Transmission installation on assembly line Transport Delivery of main transmission Anti-corrosion protection Painting at a later date Assembly of engine, clutch and transmission EOL programming Delivery monitoring

4.8 4.8.1 4.8.2

Additional information Operating and maintenance instructions Handing over vehicle to end customer

4.9 4.9.1 4.9.2 4.9.3 4.9.4

Application and documentation Application ZF documentation Type plate Explanation of ZF documentation

4

4.1

Installation

4

Installation

Transmission installation investigation

4.1.4 Clutch bell housing

4.1 Transmission installation investigation

The AS TRONIC has an integrated clutch bell housing. The AS TRONIC can therefore only be supplied with an SAE1 engine connection. (☞ for connection dimensions, see installation drawing).

4.1.1 Standard transmission installation drawings Truck 12 AS 2301

1327 600 015

16 AS 2601

1328 600 015

Fastening to the flywheel housing ➢ Use very strong (8.8) screws ➢ Use shims as specified in DIN 125

12 AS 2301 IT (heat exchanger, rear left)

1327 600 016

16 AS 2601 IT (heat exchanger, rear left)

1328 600 016

➢ Observe the tightening torques specified M10 46 ± 5 Nm M12 79 ± 8 Nm CAUTION Do not use toothed locking screws.

Bus 10 AS 2301 IT (heat exchanger, rear right)

1327 600 007

Fastening with stud bolts If the AS TRONIC is fastened by threaded pins attached to the flywheel housing on the engine side, the stud bolts must not protrude by more than 62 mm. Reason: if they protrude by a greater distance than that specified, it is very difficult to dismantle the transmission actuator during servicing. In extreme cases, the transmission has to be removed before the actuator can be dismantled.

4.1.2 Installation drawings for PTO units + emergency steering pumps AS TRONIC with NAS/10

6091 607 003

AS TRONIC with NAS/PL

6091 615 003 6091 615 005

AS TRONIC with NH/1

6090 601 018

AS TRONIC with NH/2

6090 602 015

AS TRONIC with NH/4

6090 604 010

4.1.5 Clutch Drawn clutches may only be used if they are torsion dampened and if they have been deemed suitable for the engine transmission combination in question. Pay particular attention to the increased clutch service life associated with the AS TRONIC.

4.1.3 Input shafts The standard shaft is shown under 4.1.6.

Standard: 1 - disc clutch, max. diameter 430 mm

An additional charge will be made for the supply of other input shafts.

Optional: 2 - disc clutch, max. diameter 400 mm To ensure optimum shift processes, the following clutch disc inertia torques must not be exceeded: single disc clutch = 0.12 kgm2 twin disc clutch = 0.19 kgm2 If these values are exceeded, agreement must first be reached with ZF.

1328 765 101

4-1

2000-09

4

4.1

Installation


4.1.6 Clutch release device ZF-AS TRONIC is supplied with a clutch release bearing as standard. The clutch actuator therefore no longer has to be fitted at the OEM on the assembly line. The snap-on ring on the clutch release bearing is the ZF-AS TRONIC interface with the clutch.

The OEM must provide ZF with the dimensions and tolerances shown in Fig. 1. These are queried in the customer specification.

“Y” wear + tolerance

A

“X” release + tolerance approx. 34 mm max. clutch release bearing travel

Engine connection length Disc flywheel housing

Set length for clutch

Z

102,3

Ø 50,3

Ø 25 f7

31,75

Length of push rod is designed by ZF Max. travel of clutch actuator 70

109

Fig. 1 014878

014 878

1328 765 101

4-2

2000-09

4

4.1

Installation


4.1.7 Engine connection Engine housing

Magnetic stand

To ensure perfect function of the “engine/ transmission” combination, Flywheel

➢ the centre of the pilot bearing (usually the centre of the crankshaft) relative to the centre of the transmission input

Crankshaft

and ➢ the connection face on the engine may only deviate from the geometrically ideal position if within certain limits. The following tolerances are permitted in relation to the crankshaft axes:

Dial gauge A

016 855

➢ 0.1 mm roundness tolerance A for the crankshaft bore (for the roller bearing which guides the transmission input shaft) ➢ 0.2 mm roundness tolerance B for the centring bore (to support the transmission) in the flywheel housing

Engine housing

➢ 0.1 mm planeness tolerance C for the transmission connection surfaces on the flywheel housing Crankshaft

For these tolerances, we also make reference to the dimensions and tolerances specified in ISO 7649.

Dial gauge B

Flywheel

Magnetic stand Pilot bearing A life-long lubricated ball bearing, sealed on both sides is required for permanent input shaft guidance. The seal material must be resistant to temperatures of between –40 and +150 °C. The roller bearing grease must also be resistant to temperatures of between –40 and +150 °C. The seal material must be resistant to corrosion.

016 856

Dial gauge C Engine housing

Crankshaft

Flywheel

Magnetic stand

016 857

1328 765 101

4-3

2000-09

4

4.1

Installation


4.1.8 Mounting

ZF proposal for the mounting

Only those screw-on surfaces on the transmission housing and/or auxiliary intended for transmission mounting may be used for such purposes. The nominal strength values defined for the screw design is housing material GD-ALSI9CV3.

Fig. 3: Transmission flange-mounted on engine E

A

Transmission mountings on the vehicle frame must be designed following discussions with ZF ensuring that additional forces are not transmitted to the transmission housing by any distortion of the vehicle frame.

B

Mounting at A + B (both sides) Additional mounting point E possible, but not necessary – even in ZF auxiliary units.

☞ Connection dimensions of the transmission mounting, transmission weight and the site of the centre of gravity are specified in the relevant installation drawing.

C

The screws used for the transmission mounting must comply with 8.8 quality. The specified tightening torque must be calculated in accordance with VDI 2230 for mounting points C and E. The additional mounting point E is only required if the measurements, calculations or tests in question indicate the influence of critical levels of vibration or extreme shock loads. Care should however be taken to ensure that no forces are transmitted in the zero position of the rubber bearing E and that the strength of E is less than bearing A + C or A + B.

E

A

014877

Mounting at A + C (both sides) Only for bus application 10 AS 2301. Special approval is required for other applications. Additional mounting point E possible, but not necessary – even in ZF auxiliary units.

NOTE ➢ Other threaded bores must not be used as mounting points on the ZF-AS TRONIC. ➢ The minimum screw-in depth at mounting point C must be 32 mm. ➢ The maximum vertical loading permitted at point E is ± 3g. Otherwise E will have to be supported.

! DANGER The bending torque of the bearing blocks on the mounting face C must not exceed the limit value of 1900 Nm.

1328 765 001

4-4

2000-09

4

4.1

Installation

Rough calculation for mounting at C


Fig. 6

40 +- 20

Fig. 4

C SM

A

016999

C

a

b

Fc 2

c

mG = mass of transmission with all accessories, oil and + water fill, propeller shaft, clutch release device mM = mass of engine with all accessories, oil + water, clutch g = 9.81 m s

The central position of the screw connection on the frame and the screw connection on the transmission may not be offset by more than 20 mm (Fig. 6).

2

Fc 2

l

1328 765 101

Fc 2 016998

Fig. 5

MC =

l

l • (mM • a + mG • c) • g b•2

MC ≤ 1900 Nm

4-5

2000-09

4

4.1

Installation

4.1.9 Transmission installation angle


The vehicle may only be driven short distances if inclines are greater than those stated.

The longitudinal transmission angle must not exceed 5°. The ZF-AS TRONIC can tolerate an overall angle (vehicle angle including transmission angle) of 17° without incurring damage. This corresponds to a route gradient of: ➢ 21% with 5° transmission angle ➢ 30% with 0° transmission angle

ZF must be contacted if the route gradients are often larger than those stated when the vehicle is used and if other transmission combinations are in use. The transverse transmission angle must not exceed 3°. ZF must be contacted if this figure is exceeded.

Installation angle Route gradient (longitudinal) (longitudinal direction) Gradient (up) Gradient (down) Time 0° Front installation (truck)

up to 5°

0° Rear installation up to 5°

1328 765 101

Route gradient (transverse)

30 %

30 %

continuous

50 %

50 %

≤ 1 min

21 %

40 %

continuous

10 %

40 %

0%

≤ 1 min

30 %

30 %

continuous

50 %

50 %

≤ 1 min

(20 % for longitudinal route gradients of 0 %)

40 %

21 %

continuous

60 %

40 %

≤ 1 min

4-6

2000-09

4

4.1

Installation

4.1.10 Propeller shaft connection


Limit values for permitted deflection angles will be indicated in the following sub-sections. If these are observed, you can be certain that the vibration amplitudes created by the propeller shaft will not exceed the aforementioned value.

A propeller shaft may cause torsional vibrations and bending vibrations in the driveline. The following standard values should therefore be observed. The vehicle manufacturer is responsible for this compliance. Specific approval must be granted to exceptions from the values given.

The limit values for the deflection angles are of particular use if there are no calculations or measurements of the vibration amplitudes available.

Permitted rotational irregularity Permissible resultant deflection angle per joint The maximum permitted angular acceleration amplitudes (∆ε) in the driveline are 1500 rad/s2. Lower values will not cause vibrational damage.

If the propeller shaft is relocated, the resultant angle βR must first be calculated using the following formula:

The rotational acceleration in the driveline can be checked by means of calculation or measurement. Alternatively, the rotation angle error (∆α, Fig. 7) can also be used.

tan βR =

where βH -deflection angle when viewed horizontally (plan view),

Fig. 7 Rotational ∆α angle error

where βV -deflection angle when viewed vertically (front view).

∆α

0.2

√ tan2 βH + tan2 βV

Here the deflection angle β is defined as the angle between the rotary axes in front of and behind the joint in the relevant view.

+0.1 0 0.1 0.2

1 rev.

S 0013

For relationship between ∆α and ∆ε, see Fig 8:

β

Rotational angle ∆α

2 2 ∆εzul. ≤ 1500 rad = ∆α [°] • n [rpm ] 2 1306 s

007927

1.8 1.6

An approximate value of angle βR can also be determined from the diagram in Fig. 9.

∆α

1.4

1 rev.

1.2

Limit curve for measurements εzul. ≤ 1500 rad s2

1.0 0.8 0.6 0.4 0.2

S 0014

1000

2000

3000

Propeller shaft speed n (rpm)

Fig. 8 1328 765 101

4-7

1999-12

4.1

Installation

Beugewinkel Deflection angleββRR

4


20°

βR

18° 16° 14° 12°

standard range Standard-Baureihe

max. 7° with PTO max. 7° bei Nebenabtrieb

10° 8° 6° 4°

flange Ø 150 150 Flansch-Ø flange Ø 165/180/225 Flansch-Ø 165/180/225

2° 0° 500

1 000

1 500

2 000

2 500

3 000

3 500

4 000

Propeller shaft speednn(1/min) (rpm) Gelenkwellendrehzahl

Fig. 10 Permissible propeller shaft deflection angle βR Permissible resultant deflection angle of all joints The resultant deflection angle βE is calculated from the resultant angle of the individual joints. The following formula is used:

001 100

Fig. 9 Resultant deflection angle βR during spatial propeller shaft arrangement

βE = √  ± βR12 ± βR22 ± βR32 ± . . .  Calculation example: Plan view

The plus or minus rule for the individual β angles is: Front view

ßV=13°

+ if the journal cross is vertical to the Input output fork

ßH = 9°

– if the journal cross is vertical to the input fork

S 0012

tan βR =

– 0.162 + 0.232

= 0.28

βR = 15.6°

90°

Output

90°

Input

Output S 0010

Following diagram: βR ≈ 15°

Limit value: ßE < 3°

☞ Propeller shafts calculation programs (graphs) can be ordered from the ZF After-Sales Service by quoting the following numbers: CD-ROM (0000 766 707), diskette (0000 766 708). Basis: Windows 3.11, 95, 98, NT

The reliability of βR depends on the type, size and speed of the propeller shaft, see Fig. 10. CAUTION When working with PTO units, the permissible deflection angle βR must not exceed 7°

1328 765 101

4-8

1999-12

4

4.1

Installation

Z arrangement

Example 1 (exact


W arrangement

Angle error ∆β = β1 – β2

Res. defl. angle βE = √  – β12 + β22 

0°

0°

1°

3°

1°

5,4°

ß1 =12°

ß1 =12°

ß2 = 12°

ß2 = 12°

Z or W arrangement) Example 2 (small

ß1= 5°

ß1= 5°

deflection ß2 = 4°

ß2 = 4°

angle with angle error)

Example3 (large deflection

ß1 = 15°

ß1 = 15°

ß2 = 14°

ß2 = 14°

angle with angle error) S 0011

Example 3 shows that even an angle error of 1° in larger deflection angles creates an impermissibly high resultant deflection angle

Fig. 11 Application examples showing the influence of the deflection angles sizes β 1 and β 2 on the resultant deflection angle β E

1328 765 101

4-9

1999-12

4

4.1

Installation

Single arrangements By guiding the shafts appropriately, attempts should be made to create an exact Z arrangement of the propeller shaft (β1 = β2) for all vehicle load statuses.

ß1 Transmission

ß2


Multiple arrangements The propeller shaft can often be optimized in multiple arrangements through the appropriate selection of the cross journal position and by varying the height of the intermediate bearing (β angle division).

Axle

Fig. 13 shows one such example.

S 0015

More information on this can be found in Fig. 12.

Leaf spring suspension produces a favourable Z arrangement using parallel axle guidance. Condition β1 = β2 also remains to some extent during extreme suspension movement.

ß1

Unfavourable arrangement βE = √  – β12 + β22 – β32  = (13.6°) ß1 =9.5°

Spring travel

ß2

h

ß2 =5°

loaded empty

Transmission

Axle

ß 3 =11°

Axial movement S 0016

S 0017

A swing axle produces an unfavourable Z arrangement using axle swinging movements. Condition β1 = β2 is only satisfied in the central position. During axial movement, the angles are not equal.

ß1

Optimized arrangement (by modifying the cross journal position) βE = √  – β12 – β22 + β32  = (2.4°) ß1 =9.5° h

ß2

Swing travel loaded

-0+

Transmission

central position

Axial movement

ß3

Axle

=11° S 0017

S 0016

Fig. 12 Influence of axial guidance on the propeller shaft deflection angle

1328 765 101

ß2 =5°

Fig. 13 Optimization of the propeller shafts drive by changing the position of the universal joint

4-10

1999-12

4

4.1

Installation


4.1.11 Torsionsional vibration

– Balancing: the propeller shafts must be dynamically balanced to quality level 16 as specified in VDI Guideline 2060 (Fig. 14).

The driveline must be designed and co-ordinated in a manner which ensures that no points of resonance arise in the operating speed range. Vibrations permissible on the transmission input (input shaft) S 0018

250 200

Full load characteristics Vollastkurve

150

TMot. 100

+15% +15%

100%

80

Permitted zulässige Schwingungslevels of überhöhungen excess vibration

16 Q

Permissible residual imbalance per mass of balancing weight [gmm/kg]

Further information

60 40 30 300

500

700 900

1500

3000 4000

Propeller shafts speed n (rpm)

0

Fig. 14 Balancing quality Q 16 as specified in VDI guideline 2060

nMot.

4.1.12 Bending vibrations Vertical vibrations caused by road surface unevenness

– Permissible concentricity and planeness errors of connection flange: Concentricity & planeness deviation (mm) 0.06

Centring adapt.

The supports recommended by us ensure the following vibration strengths:

h7

– Lubrication: The propeller shaft manufacturer specifications for lubrication should be observed. You must be able to easily move the sliding piece when under load.

± 5g (< 30 Hz)

➢ peak load max:

± 7g (< 30 Hz)

Bending vibrations caused by the propeller shaft and/or engine The vehicle manufacturer is responsible for design and co-ordination.

– Rotational irregularity: Permissible amplitude of rotary angle acceleration (ε) on the input shaft and on the output

To prevent bending vibrations caused by the propeller shafts, the maximum length should be limited to 1500 mm. With lengths of > 1500 mm, the propeller shafts manufacturer should undertake calculation and present this to ZF.

εzul. ≤ 1500 rad s2

1328 765 101

➢ continuous load:

4-11

2000-09

4

4.1

Installation


4.1.13 Cover / impact protection

4.1.16 Accessibility

When the vehicle is used in instances where there is the risk of transmission damage caused e.g. by bulk cargo and increased levels of dirt as a result of snow, salt water, dust and water, the relevant cover plates should be used. Furthermore, the vehicle and vehicle body manufacturers must ensure that all overhead plug connections are protected from damage (e.g. impact protection).

For identification, test, maintenance and repair purposes, the following parts of the AS TRONIC (☞ see figure*) system must be accessible. ➢ Type plate on E module (☞ see drawing 6041 622 023), transmission actuator and transmission (☞ see installation drawing) ➢ Oil fill and oil drain screw and overrun measurement (☞ see installation drawing) ➢ Compressed air connection with at least 40 mm clearance

4.1.14 Additional brackets

➢ 24 mm clearance for connector dismantling on transmission actuator. Furthermore, a minimum of 110 mm clearance should be available above this for the removal and installation of the transmission actuator (☞ see installation drawing)

Screw connections on the ZF-AS TRONIC must not be released at a later date to attach additional brackets.

➢ 220 mm clearance for connector dismantling on E module (☞ see drawing 6041 622 023)

4.1.15 Fording ability

➢ Vehicle’s diagnosis connector ( preparation site defined by the OEM) must have sufficient clearance for Testman (at least 80 mm)

CAUTION ZF-AS TRONIC is not capable of fording in its volume production version.

➢ 10-pin connector on clutch actuator, at least 50 mm For service purposes Bitte fŸr Servicezwecke *den please do not obstruct Aus/Einbauraum des 12 installation space of

Getriebestellers freihalten transmission actuator.

➢ Both speedo sensors * Please in case of any service

➢ All connection connectors

activities, we need de/installation space for the transmission actuator

There must be a free space of at least 50 mm behind the transmission for the transmission to be removed without the engine first having to be removed.

110* 150*

50*

150 *

016859

1328 765 101

4-12

2000-09

4

4.1

Installation

4.1.17 Additional guidelines for the vehicle body manufacturer


The vehicle body manufacturers should pay particular attention to

☞ Chap. electrical system, TKI 6029 705 003 vehicle wiring, TKI 1328 761 005 transmission actuator

The reciprocal relationships of the vehicle’s electronic units must not be disturbed through the use of a different wiring routing system (see system structure). In the event that fundamental changes are made to the installation and these effect the AS TRONIC system, the ZF installation approval ceases to apply.

☞ Chap. pneumatic system CAUTION No consumers may be inserted downstream of the non-return valve.

4.1.18 Vehicle wiring (observe TKI 6029 705 003 vehicle wiring) ➢ Do not bend cables. ➢ Observe the temperature range (sees ambient temperature Chapter). ➢ Do not fit to water, oil or pressure lines. ➢ Wiring must not be subjected to load. ➢ Avoid relative movements (chafing) between the wiring and its surroundings, e.g. vehicle frame. ➢ The cabling must be at a distance of at least 200 mm from the generator. ➢ Note any possible EMC interferences. Do not route cables close to HF lines. ➢ Do not connect any earth/ground cables with the transmission. ➢ When undertaking arc welding on the vehicle ensure that currents do not flow through the transmission and the associated electronic units. ➢ Limitations must not be placed on wiring when undertaking any work on the vehicle. Once work has been completed near the lines, these should be checked for damage. Also check that the connectors are fitted correctly. The same applies to the pneumatic lines, oil lines and water lines (e.g. with the Intarder).

1328 765 101

4-13

2000-09

4

4.2

Installation

4.2 Temperatures

Temperatures

• In bus applications, we recommend that temperature measuring journeys are undertaken since the installation conditions and the maximum speed sometimes deviate considerably from those of other applications.

Temperature measuring journeys are required for approval of all ZF-AS TRONIC applications. Emphasis should be placed on the following measurements

Here, e.g. with an outside temperature of 20 °C, in a journey lasting approx. 2 hours at maximum speed, the transmission oil temperature should not exceed 90 °C.

➢ on uphill inclines ➢ on downhill inclines and ➢ once the vehicle has been parked

• In special vehicles (cranes, fire engines etc.), we also recommend that temperature measuring journeys are undertaken. The same permissible temperatures apply as for normal commercial vehicle applications.

During these measuring journeys, the customer must prove that ➢ the max. ambient temperature

• For transmissions with a ZF-Intarder and for the ZF-Transmatic (WSK), the permissible temperatures specified in the relevant manual apply.

➢ the temperature on the transmission actuator and ➢ the permissible permanent temperature are below the limits specified here. If this is not the case, measures will have to be taken to reduce the temperature.

4.2.3 Causes of excess oil temperatures The following could cause the the permissible temperatures to be exceeded:

4.2.1 Permissible ambient temperatures on the transmission

➢ encapsulated and noise-insulated transmission installation

Max. ambient temperature: 95 °C (at 50 mm distance from transmission)

➢ insufficient distance between exhaust and transmission

This temperature is measured in the area around the transmission actuator cover.

➢ exchange of air with transmission environment not possible (measures on vehicle) ➢ influence of heat from attached externally produced retarder

4.2.2 Permissible oil temperatures

➢ very high or very low roadspeed

The permissible permanent temperature – measured in the transmission oil sump – in commercial vehicle applications is 110 °C. Brief peaks in temperature (max. 30 min.) of up to 130 °C are permitted. The total of these peak values may amount to a maximum of 10 % of the oil change interval.

➢ oil level too high ➢ PTO unit operated with vehicle at standstill The following measures are required: ➢ Distance between exhaust, water pipes, other sources and transmission: min. 100 mm ➢ Attach screen sheets to vehicle

1328 765 101

4-14

2000-09

4

4.2

Installation

Temperatures

4.2.4 Additional transmission cooling

Outside temperatures down to – 40 °C

If the permanent temperature in the oil sump is above 110 °C, additional cooling is required. This applies in all instances in applications with

When using vehicles in outside temperatures permanently between 0 °C and – 40 °C, there are some restrictions which must be noted:

➢ heavy goods vehicles

➢ ZF always recommends that a warming-up phase of at least 10 minutes be observed at an increased idling speed of approx. 1500 rpm when at temperatures of – 20 °C.

➢ areas with outside temperatures of above 40 °C

➢ At transmission temperatures of below – 35 °C, the transmission must be pre-heated before the engine is started. This can be done e.g. using hot air which must not however exceed + 150 °C on the transmission.

Connecting a heat exchanger The ZF-ASTRONIC has the connections required for a heat exchanger.

☞ See installation drawings in Chapter 4.1.1

CAUTION Do not preheat on the transmission actuator.

Please note the following when connecting a heat exchanger: A by-pass line (by-pass valve 0.5 bar) must be fitted in front of the heat exchanger between the suction and pressure side. The transmission must not be operated if the heat exchanger is not connected.

– The engine may be started at transmission temperatures of between 0 and – 35 °C. – The transmission can operate at transmission temperatures above – 30 °C and all functions are available. Longer shift times should be expected.

☞ When undertaking oil filling and oil level monitoring in conjunction with a heat exchanger, the relevant operating manuals and installation drawings should also be observed.

4.2.6 Storing the transmission at very low temperatures 4.2.5 Use at very low temperatures

The transmissions can be stored at outside temperatures of – 40 °C.

Outside temperature of down to – 30 °C The ZF-AS TRONIC may only be used with oils in accordance with relevant valid ZF list of lubricants TE-ML 02. There are however certain restrictions which must be noted. ➢ ZF always recommends that a warming-up phase of at least 10 minutes be observed at an increased idling speed of approx. 1500 rpm when temperatures are of below – 20 °C.

1328 765 101

4-15

2000-09

4

4.3

Installation

Oil filling

4.3 Oil filling

Information on transmission ventilation

The ZF-AS TRONIC transmission is supplied with oil as standard.

The transmission is fitted with a vent on the transmission actuator module as standard. The vent should be protected from great amounts of water. Special applications such as off-road vehicles, refuse collection vehicles, milk-collecting vehicles which are often cleaned with a water jet, dampness or damp air can be sucked through the vent through sudden cooling of the transmission, resulting in the formation of condensate in the transmission. Even coaches, in which the transmission is located in the water ejector of the rear wheels, can be affected by this. Since water in the transmission oil is harmful for the transmission, ZF provides a hose ventilation system in the vehicle dry compartments. This is available as a retrofitting set rather than the standard vent and can be ordered from ZF After-Sales Service using ZF number 1315 298 021.

The oil change intervals are adapted to the appropriate oil grade of the oil filled into the transmission (see TE-ML 02).

☞ For the approved oils and the oil change intervals attainable with them, please refer to the latest relevant addition of the list of lubricants TE-ML 02 (ZF no. 1205 754 022). When attaching an Intarder and/or a PTO unit, the oil filling quantity in the transmission rises.

☞ Reference is made to the oil quantities required in the installation drawings, the Intarder technical manual (ZF no. 6085 765 004), standard operating manuals and the PTO unit type sheet (ZF no. 1328 757 051). The AS TRONIC transmission has one oil filler plug on each side and, depending on version (with/without Intarder), it has one or more oil drain plugs.

☞ For the position of these plugs and the tightening torques, please refer to the relevant installation drawing (Chapter 4.1), the Intarder technical manual (ZF no. 6085 765 004) and the operating manuals (ZF no. 1327 758 001 and 1328 758 004). Even if reference is made to oil quantities in the aforementioned documents, the oil level must however be correct on the transmission itself. To ensure that this is the case, with the vehicle standing on horizontal ground, fill oil into one of the oil filling apertures until the filling height has reached the lower edge of the filling aperture and/or until oil starts to escape from this oil filling aperture. For Intarder applications, please note that complete filling is only reached once the vehicle is moved and after the second filling process (☞ see Intarder technical manual ZF no. 6085 754 004).

1328 765 101

4-16

2000-09

4

4.4

Installation

The electrical system

4.4 The electrical system 4.4.1 System layout and circuit diagrams The arrangements and networking of all electronic components required for the function of the ZF-AS TRONIC transmission system are shown as a diagram in the system layout.

If the vehicle is fitted with an on-board vehicle computer, signals can pass via this from/to range selector, displays, PTO units, R gear relay etc. and the module interfaces are no longer required. The circuit diagram is the electrical wiring diagram of the ZF components in the system layout. It is used to establish the wiring, for which the connectors of the ZF components are also shown. If the wiring for connecting the ZF components, up to the transferred connector (electrical connector in E box), is supplied by ZF, then ZF will also draw up a connection diagram. Standard wiring and connection diagrams are:

Range selector

Serial line

Additional interfaces for ZF-AS TRONIC

ZF E module ZF CAN

ZF-AS TRONIC

Engine electronics unit

ABS

ZFIntarder electronics unit

Vehicle driveline CAN • Voltage supply • Diagnosis • Speedo signal

014 879

Fig. 15 with ZF-E module

Dashboard

OEM-bus

In the standard system layout, in addition to the ZF-AS TRONIC electronic unit, this includes the engine’s (or vehicle’s) electronic unit, ABS and Intarder and also the display and range selector with E-module. The electronic units only communicate with one another via the vehicle driveline CAN, as defined in the Standard SAE J 1939. The ZF-AS TRONIC communicates with the E module via another CAN interface (ZF CAN). The ZF display is activated by a serial data line.

Display

Range selector

Additional interfaces for ZF-AS TRONIC

Vehicle computer

engine electronic s unit

Vehicle driveline CAN

ZF-AS TRONIC

6029 713 016 Wiring diagram with E module

Engine electronics unit

ABS

ZFIntarder electronics unit

6029 713 040 Connection diagram with E module 6029 713 025 Wiring diagram with computer

• Voltage supply • Diagnosis • Speedo signal

014 880

Fig 16 with computer

☞ Special version only available in agreement with ZF. 1328 765 101

4-17

1999-12

4

4.4

Installation

4.4.2


Connector description

4.4.2.1 Connector on transmission The wiring to the clutch actuator and output speed sensor is connected to the transmission connector of the transmission actuator.

Pin Pin 20-pin 18-pin

Name

Explanation

This wiring is supplied with the transmission.

6

6

VMGA2

Earth and sensor supply analogue: for output speed sensor

7

7

ADS1

Activation of solenoid valve for clutch actuation: close slowly

8

8

ADS3

Activation of solenoid valve for clutch actuation: close rapidly

9

9

ADS2

Activation of solenoid valve for clutch actuation: open slowly

10

10

EU1

Clutch position as analogue voltage 0...5 V

11

11

EF

Speed signal from transmission output. (Voltage supply 24 V)

12

12

ADS4

Activation of solenoid valve for clutch actuation: open rapidly

15

15

AU

Voltage supply for clutch position 5 V

16

16

VM1

Earth supply for solenoid valves

17

17

VM2

Earth supply for solenoid valves

18

18

ADVP

Voltage supply output speed sensor

20

2

VGMA1

Earth and centre supply analogue: for output speed sensor

☞ 18-pin only possible in agreement with ZF (special version)

1328 765 101

4-18

1999-12

4

4.4

Installation


4.4.2.2 Electrical connector for vehicle The vehicle connector on the transmission actuator is the connection with vehicle power supply. The mating connector required is listed in the connector overview Chap. 4.4.6. Alternatively, a connection cable, running from this Pin Pin 20-pin 18-pin

Name

Explanation

connector into the vehicle dry compartment, can also be supplied by ZF. The requirements and purposes of the individual lines are explained below in more detail and in relation to the pins.

1

1

VPI

Voltage supplied to term. 15, 24 volts (ignition key) (supply of computer core and communication interfaces) Fuse minimum 3 amps, maximum 10 amps

2

2

SDDK

Serial interface for communication as specified in ISO/DIS 14230 Connection for ZF diagnosis tester.

3

3

CANF2-H ZF’s own CAN interface (CAN high signal), line colour: red. Interface between transmission electronics unit and ZF components

4

4

VPE1

Voltage supply to term. 30, +24 volts, (continuous positive) (supply of computer cores, communication interfaces and digital outputs). Once ignition, term. 15 is switched off, the electronics units is supplied via this pin for a brief overrun time. During this time, active errors are written into the memory and/or the transmission is brought into defined state. 10 amp fuse.

5

5

VPE2

Redundant supply connection (see VPE1, pin 4)

6

6

CANF2-L

ZF’s own CAN interface (CAN low signal), line colour: black. Interface between transmission electronics unit and ZF components.

7

7

SDEF

Input frequency signal. Redundant recording of output speed from tachograph.

8

8

CANF1-H Vehicle or system CAN interface (CAN high), line colour: yellow. Interface between transmission electronics unit and vehicle electronics units (e.g. EDC,ABS ASR, Intarder etc.). Communication interface as defined in SAE J1939 and/or ISO 11898.

9

9

SD

Serial communication interface for connection of the electronic components such as ZF display.

10

10

SDP

Serial communication interface with power output stage (500mA).

11

11

ADVP1

Digital output of 24 volts to supply ZF components such as display, warning buzzer and/or warning lamp. Trigger output for E module (wake up function) Output remains switched on after ignition “OFF” incl. overrun time of transmission electronics unit to keep system functions active (e.g. E module, warning, display and diagnosis functions); Imax. consumption: 390 mA

12

12

CANF1-L

Vehicle or system CAN interface (CAN low), line colour: green, Interface between transmission electronics unit and vehicle electronics units (e.g EDC, ABS, ASR, Intarder etc.) Communication interface as defined in SAE J1939 and/or ISO 11898

1328 765 101

4-19

2000-09

4

4.4

Installation


Pin Pin 20-pin 18-pin

Name.

Explanation

13

13

CANF1-L+ 2nd connection point for vehicle and/or system CAN interface (CAN low). Allows simple contact as central or end consumer. CANF1-L is bridged with CANF1-L+ on the printed circuit. For more detailed description, see CANF1-L. Line colour: green.

14

14

CANF1-H+ 2nd connection point for vehicle and/or system CAN interface (CAN high). CANF1-H is bridged with CANF1-H+ on the printed circuit. Allows for simple contact as central or end consumer. For more detailed description, see CANF1-H. Line colour: yellow.

15

15

CANF1-T

For configuration of CAN end consumer. This pin is bridged (open end terminal resistance) with CANF1-L+ on the end consumer’s configuration.

16

16

VM1

Earth supply 1 (route VM1 and VM2 with separate line guidance to vehicle earth neutral point)

17

17

VM2

Earth supply 1 (route VM1 and VM2 with separate line guidance to vehicle earth neutral point)

18

18

VMHF1

Connection option of a possible CAN line sheathing (high frequency earth)

19

–

VMHF2

Connection option of a possible CAN line sheathing (high frequency earth)

20

–

VM3

Earth supply 3 (redundant to VM1 and VM2)

☞ 18-pin only possible in agreement with ZF (special version)

4.4.3 Vehicle supply voltages Nominal vehicle supply voltage UN: Permissible operating voltage: Overvoltage strength:

1328 765 001

24 V DC

18 - 32 V DC 36 V, 40°C 1h

4-20

2000-09

4

4.4

Installation

4.4.4 CAN bus installation

Non-linear CAN connection (tap line not linear) ☞ see Fig. 18

The vehicle manufacturer is responsible for the CAN bus installation. The ASTRONIC can be integrated into all known CAN bus topologies (linear CAN connection, nonlinear CAN connection). Experience has shown that sheathed line routing, such as that described in the standards, is not necessary. Line routing via twisted lines (twisted pair) is normally sufficient.

The non-linear connection is more sensitive to faults but a simpler type of CAN network. This creates what is commonly referred to as a tap line between intersection (point B) and the electronic unit (point A). This tap line must not exceed the maximum length defined in the standards (see standards SAE J 1939, ISO/DIS 11898). Transmission problems may occur if there are deviations from the maximum length specified (e.g. when using terminal testers or intermediate cable sets etc.).

Linear CAN connection (no tap lines) ☞ see Fig. 17 From today’s viewpoint, the linear connection is an economically and technically (EMC aspects) good solution as it is relatively insensitive to faults, even at higher transfer rates (500kb).

Line version

The ZF transmission system supports this kind of CAN connection. The CAN lines are passed through the control unit (2 connections each for CAN_H and CAN_L).

Electronic unit A

R1

The line version must also be designed as specified in the existing standards (SAE J 1939 and ISO/DIS 11898), which envisages the lines being twisted or twisted + sheathed.

Electronic unit …n

Electronic unit B

CAN_H


CAN_H+

CAN_L

R1*

CAN_L+

CAN_H 014 881

CAN_L

Fig. 17

Electronic unit A

Electronic unit B Point A

CAN_H

* R1: bus terminal resistance

Electronic unit C

Electronic unit …n

Point A

R1

R1* Point B

014 882

Fig. 18

1328 765 101

CAN_L Point. B * R1: bus terminal resistance 014882

4-21

1999-12

4

4.4

Installation


Bus terminal resistance The transmission control unit has an integrated bus terminal resistance which can be activated via the wiring on the electronic connector. The electronics unit can therefore be used as a CAN BUS end consumer and/or central consumer. If the transmission electronics unit is the CAN BUS end consumer version, the line bridge in the electronics unit connector (electrical connector) must be used in accordance with Fig. 19 (bridge from PIN 12 to PIN 15). Transmission electronics unit as CAN BUS end consumer The electronics unit

Terminal resistance

Vehicle wiring

014 884

Fig. 19

If the transmission electronics unit is the CAN BUS central consumer version, this line bridge is no longer required, see Fig. 20.

1328 765 101

4-22

1999-12

4

4.4

Installation


Transmission electronics unit as CAN BUS central consumers Electronics unit

Terminal resistance

Vehicle wiring free

014 883

Fig. 20 Wiring must not hang freely. The connector connections must not be tightened down firmly.

4.4.5 Requirements placed on wiring quality A distinction is made between two fundamental installation situations. 1. Wiring which is routed in the cab or in the vehicle frame.

The operator must ensure that the connector and mating connector are compatible and snapped into place.

2. Wiring which is routed on the ZF unit or in the area directly next to the unit or engine. Stringent requirements apply here with regard to temperature, mechanical characteristics, resistance to operating fluids.

The operator must ensure that relative movements, e.g. between vehicle frame and transmission, cannot damage the wiring. The fastening material must be selected ensuring that the wiring is neither crushed nor damaged in any way or pre-damaged.

Routing and fastening

CAUTION A sufficient distance should be maintained from sources of heat such as the exhaust, heat exchanger etc. or protection from the heat should be provided.

The wiring should be routed in the vehicle in a manner which ensures that it a) is not damaged b) can be accessed again at all times

☞ For more technical requirements, refer to TKI 6029 705 003.

The wiring should be routed and fastened on protected points in the vehicle. The cable must be fastened at no more than 20 cm after the transmission electrical connector. 1328 765 101

4-23

1999-12

4

4.4

Installation


4.4.6 Connector and mating connector designations

Connector X1

Use Transmission actuator

Type 20-pin Bu

18-pin Bu

X36

Transmission actuator Special version ZF E module

Manufact. ZF number Manu. no. CKD no. Kostal 6029 201 675 09432001 6029 199 090 22124472200 10800444521 10800472632 Kostal 0501 317 367

35-pin

AMP

X21

Diagnosis

6-pin ST MNL AMP

X21

Diagnosis 6-pin Bu MNL Mating connector Range selector 14-pin Bu J.P.T. Display 8-pin Bu J.P.T. Output sensor 4-pin BU DIN Bay. angle Junction 22-pin Bu JPT Veh. power supply Junction 22-pin St JPT Veh. power supply Junction 18-pin Bu JPT Veh. power supply Junction 18-pin St JPT Veh. power supply Junction 6-pin Bu JPT Vehicle power supply CAN Junction 6-pin St JPT Vehicle power supply CAN Junction 18-pin Bu JPT Cab Junction 18-pin St JPT Cab

X2 X5 A14 X17 X17 A Mating conn. X18 X18 A Mating conn. X18 A Mating conn. X18 A Mating conn. X19

X20 Mating conn. to X19 S12 for neutralswitch 1328 765 101

4-pin Bu DIN straight bay

AMP AMP AMP AMP AMP

6029 201 262 925379-1 928544-1 925380-1 ISO-1481Screw ST 2.9X9.5-F Gasket ZF 6020 303 013 6029 201 121 926682-3 926887-1 6029 201 120 350715-1 926882-3 6029 201 403 927771-3 929504-5 6029 201 676 927771-3 929504-3 6029 201 618

6029 199 091

6029 199 027 6029 199 092 6029 199 042 6029 199 108

AMP

6029 201 336 927771-3 929504-7 6029 201 354 928930-5 929505-7 6029 201 361 927771-3 929504-6 6029 201 365 928930-5 929505-6 6029 201 367

AMP

6029 201 366

6029 199 110

AMP

6029 201 361 927771-3 929504-6 6029 201 365 928930-5 929505-6

6029 199 084

AMP AMP AMP

AMP

6029 199 043 6029 199 025 6029 199 084 6029 199 026 6029 199 109

6029 199 026

AMP

4-24

1999-12

4

4.4

Installation

4.4.7 Other electrical interfaces on the ZF-AS TRONIC


4.4.7.2 Speedo sensor There is an output speed sensor on the ZF-AS TRONIC which provides the relevant signal for the tachographs (see installation drawing).

4.4.7.1 Neutral switch (S12) The transmission neutral switch ( S12 ) is located on the transmission at position G32 (see installation drawing). The circuit starter is connected with transmission neutral switch via the relay E17 so that the engine cannot be started with a gear selected. If the transmission is mechanically in neutral, the neutral switch contact is closed.

Drawing number: 0501 210 854 Order number: 0501 210 855 (screw-in length 19.8 mm, in ZF-AS TRONIC with Intarder) Order number: 0501 210 859 (screw-in length 90 mm, in ZF-AS TRONIC without Intarder)

One neutral switch is available for the ZFAS TRONIC: ➢ Switch 0501 210 058 (Bayonet connection as specified in DIN 72585)

4.4.8 CAN signals

Comment: If the neutral signal is implemented via CAN, the mech. neutral switch is no longer required.

The requirements placed on external signals required to operate the ZF-AS TRONIC are described in the ZF TKI 1328 761 005. Here you will also find descriptions of the signals sent from the ZFAS TRONIC. Furthermore, the quality, accuracy and if necessary the repeat rate (CAN) required is determined for all external signals.

Fig. 21: Switch 0501 210 058

G32 1:1 BAJONETTANSCHLUSS DIN 72585-A1-2.1-A G/K1 BAJONET CONNECTION

35.1 1.5

Ø 23.6

Most of the requirements placed on the signals correspond to SAE J1939.

1 2

The ZF-AS TRONIC expects different higher repeat rates for a few signals only.

SW27 W.A.F.

For today’s level of development these signals are ➢ the accelerator position (with idling switch) ➢ the wheel speeds from the ABS. The signal specification from TKI 1328 761 005 must be confirmed by vehicle manufacturer. Special agreement must be reached if there are deviations from this.

4.4.9

EMC compatibility

The E1 certificate provided by the Federal office for Motor Traffic can be obtained from ZF.

1328 765 101

4-25

2000-09

4

4.5

Installation

4.5 The pneumatic system


The following should be noted: ➢ In example 1, the air supply takes priority over the shift system for the brake system as a pressure relief valve (> 5 bar) is mounted upstream of the ZF-AS TRONIC air circuit.

The air supply for the ZF-AS TRONIC shift system is of relevance to the safety of the vehicle. All statutory specifications, such as those regarding the brake system, must therefore be observed.

➢ In example 2, the air supply has priority over the other auxiliary consumers for the ZF-AS TRONIC as a pressure relief valve is mounted upstream of it (> 5 bar) .

The air supply can be connected to the vehicle in two ways. Firstly in front of the 4-circuit protective valve (example 1) or secondly after the 4-circuit protective valve on the auxiliary consumer circuit (example 2).

Example 1 Compressor Air dryer

Transmission actuator with pressure sensor

4-circuit protective valve

Overcurrent valve 5 bar* Inner Ø = 9 mm

014885

10 L

Clutch actuator

Non-return valve D-I = 9 mm

* It is essential that the pressure set on the overflow valve is less than the pressure of the overflow valves in the 4-circuit protective valve for the auxiliary consumers

max. 4 m

Example 2 Compressor Air dryer

4-circuit protective valve

Transmission actuator with pressure sensor

D-I = 9 mm

10 L

Clutch actuator

Non-return valve Overcurrent valve 5 bar

D-I = 9 mm max. 4 m

Auxiliary consumer 014886

1328 765 101

4-26

2000-09

4

4.5

Installation


Air tank

Air lines

A separate air tank is provided for the shift system. This has a non-return valve as its failsafe mechanism. No other air consumers may be connected to this pneumatic circuit – with the exception of the ZF-Intarder. The non-return valve prevents pressure from falling in the tank should a leak occur or should there be no air in the rest of the air system. Air tank minimum volumes: ➢ AS TRONIC 10 dm3 ➢ AS TRONIC + IT 20 dm3

The air lines between the ZF-AS TRONIC air tank and transmission actuator and clutch actuator must have a nominal width (inner diameter) of at least 9 mm. Maximum lengths of 4 m must be observed.

Air quality The compressed air made available by the vehicle must be cleaned, dried and free of condensate. Air particle filter: mesh width 40 microns. Maximum permitted water content in the compressed air: 15% (relative air humidity).

Air pressure Operating pressure required: 7.0 – 12.0 bar. When operated at the minimum pressure level of 7.0 bar, the shift system shifts and engages in an unreliable manner. For the driver still to be able to perform a few shifts when there is a shortage of air in the system, the ZF-AS TRONIC must have a system pressure of at least 8 bar.

Ambient temperature [°C] -20 -10 0 10 20 30 40

The transmission actuator uses an integrated pressure reducing valve to reduce the air pressure to 7 bar to preserve the shift elements and attain homogeneous shift characteristics.

Water content [g/m3] 0.136 0.332 0.726 1.41 2.6 4.55 7.66

Pressure display/warning A pressure sensor is integrated in the transmission actuator. This provides the driver with a warning should the pressure fall to below 6.2 bar. This is shown on the ZF display (AL) and/or can be sent as a message on the CAN.

Air consumption Air displacement volumes required: at least 5 dm3/min at 8 – 10 bar. The vehicle’s air system should be designed to ensure that at least the aforementioned volumetric flow of air is available to the ZF-AS TRONIC air circuit. This assumed requirement is based on the consumption of 9 shifts and 1 starting procedure (“ignition on” with clutch actuator calibration) per minute.

1328 765 101

4-27

1999-12

4

4.6

Installation

Auxiliary units

4.6 Auxiliary units

4.6.3 ZF PTO units

4.6.1 ZF-Intarder

ZF PTO units can be attached in three ways. Firstly in the plant when the transmission is supplied, secondly at a later date by the vehicle manufacturer or lastly in the end customer’s finished vehicle.

The ZF-Intarder cannot be attached at a later date. The ZF-Intarder must always be taken into consideration at the time when the transmission order is placed.

☞ The attachment manual for ZF PTO units, ZF no. 1328 757 051, provides information on the selection of ZF PTO units and on the attachment specifications.

During ZF-Intarder applications, particular attention should be paid to the peripheral components such as attachment of the electronic units, wiring and cooler connection. The number of impulses issued by the speedo sensor differs slightly to that issued when used without the Intarder.

This manual pays particular attention to the fact that when a PTO unit is mechanically attached, the electronics unit in the ZF-AS TRONIC will also require additional programming to ensure the operational safety of the system used in conjunction with the automated clutch. If the vehicle manufacturer is to attach the PTO units, the data set required should be clarified with the technical sales team. If supplied vehicles are to be retrofitted, this task is undertaken by the ZF service centres. If the PTO unit is attached and the ZF attachment specifications (e.g. program changes to the electronics unit) are not taken into consideration, then ZF takes no responsibility for this unit combination or the functional and operational safety of the entire system.

☞ For installation instructions and interface descriptions, please refer to the ZF-Intarder technical manual (ZF no. 6085 765 004). The ZF-Intarder electronics unit software takes into consideration the necessary signal exchange with the ZF-AS TRONIC, performed by the CAN bus.

☞ For special features associated with oil filling of the ZF-AS TRONIC and Intarder combination, please refer to the ZF-Intarder technical manual (ZF no. 6085 765 004).

The peripheral parts (wiring harness etc.) required for the ZF PTO units must be provided by the vehicle manufacturer. When retrofitting a vehicle which has already been supplied, the ZF service centres are available to offer their assistance.

The initial installation of a ZF-AS TRONIC and ZFIntarder system combination must be commissioned and approved by ZF.

4.6.2 Externally produced retarders 4.6.4 PTO units produced by external companies

Whenever attaching externally produced retarders, always consult the technical sales team from ZF. The requirements governing mechanical, pneumatic, electrical interfaces and signal exchange with the ZF-AS TRONIC must be adapted accordingly. Here, it may be necessary to separately consider the system safety of the entire unit and to have the vehicle manufacturer undertake an overall vehicle system FMEA.

When attaching PTO units produced by external companies, the assistance of the ZF technical sales team should always be obtained. The requirements governing mechanical, pneumatic and electrical interfaces to the ZF-AS TRONIC must be adapted accordingly. Here, it may be necessary to separately consider the system safety of the entire unit and to have the vehicle manufacturer undertake an overall vehicle system FMEA to ensure operational safety of the system used in conjunction with the automated clutch.

If ZF does not expressly issue approval for an externally produced retarder, ZF takes no liability or responsibility for these unit combinations or for the functional and operational safety of the entire system.

1328 765 101

4-28

2000-09

4

4.7

Installation

If ZF does not expressly issue approval for an externally produced PTO unit, ZF takes no liability or responsibility for these unit combinations or the functional and operational safety of the entire system.

Transm. installation on assembly line

4.7.3 Anti-corrosion protection We recommend that standard anti-corrosion protection is applied to the ZF-AS TRONIC. Special anti-corrosion measures are required in instances of special application with a high risk of corrosion (e.g. snow clearing ...). This can be specified on request.

4.7 Transmission installation on the assembly line 4.7.4 Painting at a later date 4.7.1 Transport The ZF-AS TRONIC is supplied in black colour as standard. If customers wish to paint the ZFAS TRONIC themselves, then this must correspond to the ZF specification 0000 701 850. The customer must provide confirmation that this is the case.

When transporting the transmission, only those lugs fitted for transmission mounting to housings 1 and 3 may be used.

4.7.5 Assembly of engine, clutch and transmission The ZF-AS TRONIC is supplied with a clutch release bearing. None of the parts may be greased at a later date. There must not be any grease on the guidance pipe. This results in the following assembly procedure:

015027

➢ Assembly of engine, clutch disc and pressure plate (use drift etc. to centre pressure plate)

The transmission must not be suspended by the input shaft (e.g. during transportation) (damage to bearings and gears). The ZF-AS TRONIC must also not be placed in slings for transportation purposes.

➢ Grease profile of input shaft and mount in the profile of clutch disc ➢ Screw transmission bell onto the flywheel housing ➢ The clutch release bearing must now be pushed forwards. This is done with the aid of a short lever into which the clutch release fork is pushed backwards onto the lower end through the lower aperture. WARNING: Do not damage pressure plate in the process !!!

If the transmission is flange-mounted on the engine, the transmission must not be suspended. ZF is not liable for instances where transmission components have been damaged by improper transportation.

4.7.2 Delivery of main transmission

➢ The clutch snaps into the snap-on ring of the clutch release bearing

If requested by the customer, the ZF-AS TRONIC can be supplied as follows:

➢ Seal lower aperture on housing 1

➢ with the highest gear selected ➢ in neutral

1328 765 101

4-29

2000-09

4

4.7

Installation

Transm. installation on assembly line

4.7.6 EOL programming

Documentation of the EOL programming

To reduce delivery and service variants of the ZFAS TRONIC, the ZF-AS TRONIC software can be programmed by the vehicle manufacturer.

The delivery status of the ZF-AS TRONIC is documented at ZF by the order number of the vehicle manufacturer.

For the EOL (end of line) programming of ZFAS TRONIC-specific vehicle variants outside the ZF organization, agreement must be reached between the vehicle manufacturer and ZF on the program variants needed and the requirements placed on documentation, production and service processes.

Furthermore, ZF must also be able to fully understand all the EOL programming / parameter setting processes and modifications made outside the ZF organization, which extend over the service life of a control unit. A database is used for the ZF documentation. The data transfer between “vehicle manufacturer - ZF” should be specified by suitable processes.

The vehicle manufacturer adapts the EOL programming to the appropriate vehicle configuration using a vehicle parameter setting process (e.g. ratio of the rear axle, tyre radius, PTO configurations, ...).

The OEM should be informed of the ZF-AS TRONICspecific data for which ZF requires documentation and agreement should be reached on this.

The ZF-AS TRONIC is programmed using serial data transfer.

ZF external programming equipment ZF-AS TRONIC-specific data which is available during the EOL programming must be automatically forwarded to ZF. A standardized process should be specified for this.

The following description summarizes the requirements placed on ZF documentation and/or ZF service.

☞ For the detailed requirements, please refer to ZF TKI 6009 774 005. 4.7.7 Delivery monitoring A form is available for delivery monitoring and must be completed when the vehicle is commissioned and sent to ZF Friedrichshafen AG.

1328 765 101

4-30

2000-09

4

4.8

Installation

Additional information

4.8 Additional information 4.8.1 Operating and maintenance instructions

☞ The operating and maintenance instructions which can be found in the ZF-AS TRONIC operating manual should be observed (1328 758 004 trucks, 1327 758 001 for buses). This applies in particular to the oil filling and oil level monitoring process. The ZF list of lubricants should also be observed (see Chapter. 4.4.3).

4.8.2 Handing over vehicle to the end customer When the vehicle is handed over to the end customer, attention should be drawn to the function, operation and maintenance of the ZFAS TRONIC units and the customer should also be provided the copy of the ZF-AS TRONIC operating manual.

1328 765 101

4-31

2000-09

4

4.9

Installation

4.9 Application and documentation

Application and documentation

4.9.3 Type plate

4.9.1 Application 1

The individual components (vehicle, engine, clutch, transmission, ECUs, drive programs, etc) in the AS TRONIC shift system are finely tuned with one another.

2

3 4 5

The system components are defined as part of an application and documented in a customer specification (form 1328 755 001). During the application process, the customer specification is used for

7

6 8

9

10

1 = Transmission type and number of gears 2 = Parts list number of transmission 3 = Volume production number of transmission 4 = Customer order number, if known to ZF 5 = Transmission ratio 6 = Speedometer ratio (impulse/rev) 7 = PTO type 8 = PTO ratio 9 = Approx. oil quantity for first fill 10 = ZF list of lubricants designation

➢ specifying the parts lists ➢ documenting important application stages (e.g. FMEA, agreements on the safety concept, responses to malfunctions) and ➢ system interfaces (e.g. CAN). The customer specification is confirmed by the customer and forms the basis for application approval by ZF. To prevent installation approval ceasing to apply when system-related modifications are made, any modifications which affect the transmission system must be clarified with ZF at an early date.

4.9.2 ZF documentation The scope of supply is defined with the customer as part of the customer specification and is documented in the ZF parts list. The parts list is available as a computer printout. CAUTION Whenever installing parts, use the parts list number to check from the type plates whether the engine, transmission and electronic control unit components comply with those of documentation. In other words, that they match the data on the computer printout. Always specify the parts lists number and volume production number of the AS TRONIC whenever contacting ZF (see type plate)!

1328 765 001

4-32

2000-09

4

4.9

Installation

4.9.4

Application and documentation

Explanation of ZF documentation

The parts list is drawn up in accordance with the specification of the AS TRONIC transmission system by vehicle manufacturer and ZF. The entire scope of supply is defined by the parts list, see example below. Superordinate parts list Parts list number: 1327 XXX XXX (example))

A10 A14 A90 A98

9999 9999 9999 9999

501 501 511 541

537 613 101 465

Customer: VEHICLE MANUFACTURER *COUNTRY:D ORDER NO.: NONE APPROVAL: INITIAL INSTALLATION*INSPECTION REQUIRED a 1327 761 XXX SPECIFICATION:

M M M M

S02 S04 S06 S08 S10 S12 S14 S30

9999 9999 9999 9999 9999 9999 9999 9999

514 597 515 514 514 000 597 501

114 517 188 742 575 999 518 366

VEHICLE DATA 1: TYPE: BUS (COACH) XXXXXXXXXX b PERM.TOTAL WEIGHT:SINGLE DECKER XXT R DYN: XXX* RA: I=X,XX ITEM DELETED ADJUSTER/ENGINE *KWXXX/XXXX*N.MXXXX/XXXX DRAWINGS:

M M M M M M M M

S46

9999 540 616

S48 930 932

9999 597 520 9999 200 028 1 1327 040 XXX SS

952

1 6009 071 XXX SS

988

1 1327 180 XXX SS

WIRING DIAGRAM:

c

6029 711 XXX

CIRCUIT DIAGRAM: 6029 713 XXX THE SUPERORDINATE PRODUCT CONSISTS OF: 10 AS 2301 IT 3 A1 EST 42 INTARDER 3 C2 ACCESSORIES NBE* PRE-VOLUME PRODUCTION 3 E8 MM

M M T P P P MN

a = customer specification b = type designation of vehicle manufacturer c = engine data

1328 765 101

4-33

2000-09

5

Annex Complete list of documents to which reference is made in the technical manual 0000 701 850

❍

0501 210 854

Specification

Preservation, painting

EBZ

Speedo sensor

0501 211 185

❍

EBZ

Steering wheel range selector

0501 211 422

❍

EBZ

Display

List of lubricants

TE-ML 02

1205 754 005 1327 600 007

❍

EBZ

10 AS 2301 + IT

1327 600 015

❍

EBZ

12 AS 2301

1327 600 016

❍

EBZ

12 AS 2301+ IT

BA

Bus standard

1327 758 001 1328 600 015

❍

EBZ

16 AS 2601

1328 600 016

❍

EBZ

16 AS 2601 + IT

1328 755 001

Form

Customer specification

1328 757 051

Type sheet

PTO units

1328 758 004

BA

Truck standard

1328 761 005

TKI

Signal specification

1328 761 019

TKI

Shift function

6006 629 022

❍

EBZ

Rotary switch

6006 629 024

❍

EBZ

Range selector

6008 750 001

Brochure

Testman

6009 774 005

TKI

EOL Programming

6029 705 003

TKI

Vehicle wiring

6029 713 016

❍

Wiring diagram

6029 713 025

❍

Wiring diagram

6029 713 040

❍

Connection diagram

6041 622 023

❍

EBZ

6085 765 004

E module

THB Intarder

6090 601 018

❍

PTO unit

NH/1

6090 602 015

❍

PTO unit

NH/2

6090 604 010

❍

PTO unit

NH/4

6091 607 003

❍

PTO unit

N AS/10

6091 615 003

❍

Pump drive

N AS/PL

6091 615 005

❍

Pump drive

N AS/PL ❍ documents attached

ZF as Tronic Technicians Handbook

Recommend Documents