ZF 3WG-94 transmission
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Transcript of ZF 3WG-94 transmission
Order No.: 5872 138 002
ZF – ERGOPOWER
TRANSMISSION
3 WG-94 EC
TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau Subject to technical modifications!
ERGOPOWER
Corporate Division
Off-Road Driveline Technology
and Axle Systems
2
1st Edition: 11/2007
ERGOPOWER
Corporate Division
Off-Road Driveline Technology
and Axle Systems
3
Preface
This documentation has been developed for specialized staff trained by ZF Passau for repair
and maintenance work to be made on ZF units.
Due to the continuous technical upgrading of the product, however, the repair and
maintenance of the unit at your disposal may require both deviating work steps and differing
setting and testing data.
This manual is based on the state-of-the-art at the time of printing.
It was prepared with utmost care in order to avoid errors.
However, we shall not be liable for any possible errors in figures or descriptions.
We reserve the right to make modifications without prior notice.
The owner and the user shall be responsible for complying with the safety instructions and for
implementing the maintenance work according to the specified guidelines.
ZF shall not be liable for any incorrect installation, improper handling, insufficient
maintenance, improperly or incompetently performed work and any consequential damage
resulting thereof.
It is imperative to observe the relevant instructions and manuals of the vehicle manufacturer.
Important information regarding technical reliability and operational safety are highlighted by
the following symbols:
���� This is applicable for instructions to be observed for maintenance, operation or
handling of the vehicle!
Refers to working and operating processes which must be strictly observed to
avoid any damage to or destruction of the unit or to exclude any endangerment
to persons!
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TABLE OF CONTENTS Page:
Summary of TECHNICAL DATA 6 – 7
Identification plate 8
IMPORTANT INSTRUCTIONS 9 – 10
I. DESCRIPTION 11
1.1 Operating mode of the converter
1.2 Powershift transmission
1.3 Transmission control
1.4 Controller DW-3
1.5 Electronic control unit TCU
1.6 Electronic controls for ZF powershift transmissions
1.6.1 General
1.6.2 Description of basic functions
1.6.3 AEB (=Automatic Determination of Filling Parameters=ADFP)
1.6.4 Electrical inching
1.7 Description of the fault codes for ERGO-Control EST-65
1.7.1 Abbreviations
1.7.2 Display
1.7.3 Possible Indications on the Display during operation
1.7.4 Possible Indications on the Display during AEB-Mode
1.7.5 Possible Indications on the Display during Inchpedal Calibration
1.7.6 Definition of operating modes
II. INSTALLATION INSTRUCTIONS 21
III. OPERATION 23
3.1 Driving preparation and maintenance
3.2 Driving and shifting
3.3 Cold start
3.4 Transmission control in "Automatic" driving range
3.5 Stopping and parking
3.6 Towing
3.7 Oil temperature
IV. MAINTENANCE 27
4.1 Oil grade
4.2 Oil level check
4.3 Oil and filter change intervals
4.3.1 Oil change and oil fill quantity
4.3.2 Filter change
V. DIAGNOSTIC SYSTEMS 31
5.1 General
5.2 Laptop version
5.3 Multi-System 5060
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ANNEX consisting of:
Tables 3 WG-94 :
1 Configuration
2 Installation sheet of direct mount - front view
3 Installation sheet of direct mount – rear view
4 Measuring points, valves and connections
5 Oil circuit diagram (1st speed forward)
6 Power flow of forward and reverse gears
7 Controller DW-3
8 Fully-automatic control EST-65 (Standard)
Wiring diagram - 6029 701 xxx -
9 Fault code list EST-65
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TECHNICAL DATA
Engine power:
Turbine torque:
Engine speed:
Stall torque ratio:
Engine-dependent PTOs:
Torque:
RPM:
Mass (without oil):
max. KW*
max. Nm*
max. min-1
*
Nm
n
kg approx.**
............................................
............................................
............................................
............................................
............................................
............................................
............................................
90
750
2 600
2,0
1x nTurbine
1x nEngine
230
* = depending on vehicle type and application
** = depending on transmission version
Description:
The ZF transmissions 3 WG-94 EC are composed of a hydrodynamic torque converter and a
rear-mounted multi-speed powershift transmission with integrated transfer box (see table 1).
The torque converter is a wear-free start-up device which, due to its continuously variable
design, adapts itself to the required situations (necessary input torque).
Input by direct mount via flexplate to the engine, or remote mount (input via U-joint shaft)
with DIN, Mechanics or Spicer input flange.
The transmission can be shifted manually or fully automatically by means of the electronic
control unit EST-65 (24 volts).
Torque converter:
Size W 280 with torque multiplication
Powershift transmission:
3 forward gears and 3 reverse gears
Output:
The powershift transmission has a center distance of 306 mm between input and output shaft
and can be equipped with output flanges towards the rear axle for various U-joint shafts.
PTO:
For driving an external oil pressure pump, the system incorporates an engine-dependent,
coaxial PTO which can optionally be supplied in disconnectible version.
This PTO allows the attachment of pumps with SAE-C connection.
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Transmission ratio (mechanical)*
Gear DRIVING
DIRECTION
Ratio
1 forward 4,446
2 forward 2,341
3 forward 0,974
1 reverse 4,443
2 reverse 2,340
3 reverse 0,973
* = Other ratios are possible, depending on the transmission version.
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LABELING OF IDENTIFICATION PLATE FOR
ZF-POWERSHIFT TRANSMISSIONS
1 = Transmission type
2 = Transmission number
3 = ZF parts list number
4 = Overall transmission ratio
5 = Oil filling (oil specification)
6 = ZF List of Lubricants
7 = Oil fill quantity
8 = Customer number
INFORMATION ON SPARE PARTS ORDERING:
Please indicate the following information when ordering genuine ZF spare parts:
1. = Transmission type
2. = Unit number
3. = ZF parts list number
4. = Make and type of spare part
5. = Denomination of spare part
6. = Spare part number
7. = Shipping mode
Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered
spare parts!
1
7
3
5
2
4
6
8
You will find this information on the identification plate!
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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):
In the cold-start phase, the engine must be running at idling speed for about 2 –
3 min. and the marking on the oil dipstick must then be above the cold-start
level. The oil level check in the transmission must be carried out at engine idling
speed and operating temperature of the transmission ( 80° to 90° C ).
At shut-off engine, the oil level in the transmission is rising essentially,
depending on the installation conditions !
The ZF filter must be replaced at every oil change. In addition, ZF recommends
to start the automatic calibration of the shifting elements (AEB).
The automatic calibration of shifting elements (AEB) must be started by the
vehicle manufacturer after initial installation of transmission and electronic
system into the vehicle, and after every replacement of transmission and TCU in
case of a failure.
On vehicles with electronic inching, also the IPK (Inch Pedal Calibration - Inch
Sensor Calibration) should be initiated after each AEB start.
When starting the engine, always place the gear selector into neutral position.
At running engine and transmission in neutral, make sure that the parking
brake has been engaged or the service brake has been actuated, in order to
prevent the vehicle from rolling away.
Loosen the parking brake prior to every start-off.
Engagement of the gear from neutral is only possible under the programmed
transmission input speed (turbine speed).
Gear selector in neutral position is not allowed at increased vehicle speeds (above
walking speed). Promptly engage a suitable gear, or slow down the vehicle
immediately.
When the engine is shut off, there is no power flow between transmission and
engine in spite of a preselected speed on the gear selector, that means the
transmission is in idling position.
Therefore, the parking brake must be fully actuated!
When leaving the vehicle, secure it additionally by wheel chocks!
In any case, the towing speed must not exceed 10 km/h and the towing distance
must not be longer than 10 km.
It is imperative to observe this instruction, since otherwise the transmission will
be damaged due to insufficient oil supply!
For longer-distance transport of the defective vehicle we recommend to use a
flatbed truck.
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Operating temperature after the converter 65° C min. and 100° C in continuous
operation; short-term increase up to 120° C max. is permitted.
In case of irregularities on the transmission put the vehicle out of service and ask
for specialists.
Protective measures for the ZF electronic system during electrical work on the
vehicle:
At the following operations, the ignition must be shut off and the control unit
plug must be pulled off the ZF electronic system:
∗∗∗∗ during any kind of electrical operations on the vehicle
∗∗∗∗ during welding operations on the vehicle
∗∗∗∗ during insulation tests on the electric system
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I. DESCRIPTION
1.1 Operating mode of the converter:
Operating mode of a hydrodynamic torque converter
(schematic view)
from the
engine
starting condition
intermediate
condition
condition shortly
before the converter
clutch is closed
TP = torque of pump
wheel
TT = torque of
turbine wheel
TR = torque of
reaction member
(stator)
towards the
transmission
NT = 0
vehicle at standstill
nT = <<<<n
engine
nT = ≈≈≈≈ 0.8 n
engine
Figure No.: 1.1
The converter operates according to the Trilok system. This means at high turbine speed it
assumes the characteristics and thus the favorable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favorable operating
conditions are obtained for each installation case.
The torque converter consists of 3 main parts:
Pump wheel – turbine wheel – stator (reaction member)
The circular arrangement of these 3 impellers allows the fluid to flow through the circuit
components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter, thus
allowing the converter to fulfill its task of multiplying the engine torque. At the same time, the
heat produced in the converter is dissipated via the dispersed oil.
The oil which is streaming out of the pump wheel enters the turbine wheel and is there
reversed in its direction of flow.
Depending on the rate of reversal, a more or less high reaction torque is applied to the turbine
wheel and thus to the output shaft.
pump wheel turbine wheel
TR
reaction member
(stator)
1
1
1
1,5
<<<<1,5
,5
2,5
1
TP
TT
0
<<<<2,5
,5
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The stator (reaction member) following the turbine has the task to reverse the oil streaming
out of the turbine once more and to deliver it to the pump wheel under the suitable discharge
direction.
Due to the reversal, a reaction torque is applied to the stator.
The relation turbine torque/pump torque is called torque multiplication.
Its level depends on the extent of speed difference between pump and turbine wheel.
Therefore, the max. torque multiplication is generated at stationary turbine wheel.
The torque multiplication decreases with increasing output speed.
Matching of the output speed to a certain required output torque is achieved by the torque
converter in a continuously variable and automatic way.
When the turbine speed reaches about 80% of the pump speed, the torque multiplication
becomes 1.0, i.e. the turbine torque gets equal to the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range. It is backing up
the torque upon the housing in the torque multiplication range, and is released in the clutch
range.
In this way, the stator can rotate freely.
1.2 Powershift transmission:
The multi-speed reversing transmission in countershaft design is powershiftable by
hydraulically actuated multi-disk clutches.
All gears are in constant mesh and carried on antifriction bearings.
The gears, bearings and clutches are cooled and lubricated with oil.
The 3-speed reversing transmission is equipped with 5 multi-disk clutches.
In shifting operation, the respective disk package is compressed by a piston which is movable
in axial direction and pressurized by pressure oil.
A compression spring pushes the piston of clutches KV, KR, KD, and KE back and thus
releases the disk package.
A cup spring package pushes the piston of clutch KC back
For the transmission configuration and information on the closed clutches in the different
gears please refer to Table 1 and 4.
1.3 Transmission control:
Transmission control see measuring points and oil circuit diagram Table 4 and 5.
The transmission pump which is necessary for the oil supply of the converter and for the
transmission control is located within the transmission on the engine-dependent input shaft.
The pump feed rate is Q = 45 l /min, at nengine= 1 500 min -1
.
This pump is sucking the oil out of the oil sump via the coarse filter, and delivers it to the
main pressure valve via the ZF filter.
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ZF filter:
Filtration ratio acc. to ISO 4572: ß30 ≥ 20 ß10 ≥ 1.5
min. filter surface: 2780 cm2
min. dust capacity acc. to ISO 4572 : 19 g
ZF coarse filter (screen):
Mesh size: 0.800 mm
The 5 clutches of the transmission are controlled via the 4 proportional valves Y1 to Y5
The direct proportional control with separate pressure modulation for each clutch controls the
pressures towards the clutches which are involved in the gear change.
This allows a hydraulic overlapping of the clutches to be engaged and disengaged.
The pressure modulation to the respective clutch is controlled by cup springs and proportional
valves in the clutch package.
This creates spontaneous shiftings without tractive effort interruption.
The following criteria are considered during the shifting operation:
- RPM of engine, turbine, gear chain and output
- Transmission temperature
- Shifting mode (upshifting, downshifting, reverse shifting and gear engagement out of
neutral)
- Load condition (full and partial load, drive, coast, including consideration of load reversals
during shifting)
- Electronic inching
The main pressure valve limits the max. control pressure to 16+3 bar and releases the main
stream towards the converter- and lubrication circuit.
The converter inlet incorporates a converter safety valve which protects the converter from
high internal pressures (opening pressure 11+2 bar).
Within the converter, the oil serves for transmitting the power according to the well-known
hydrodynamic principle (see Chapter torque converter 1.1).
To avoid cavitation, the converter must always be completely filled with oil.
The oil coming out of the converter is directed to a heat exchanger.
The selection and determination of the heat exchanger must be carried out by the customer on
his own responsibility, according to our Installation Guidelines for Hydrodynamic Powershift
Transmissions.
The heat exchanger is not included in the delivery scope of ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and the lubricating oil circuit,
so that all lubricating points are supplied with cooled oil.
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1.4 Controller DW-3
- see Table-7
The Controller is designed for the mounting on the steering column left side. By a rotative
motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction
(Forward (F) – Neutral (N ) – Reverse (R).
The DW-3 Controller is also available with integrated Kickdown pushbutton.
For the protection from unintended start off, a Neutral interlock is installed:
Position „N“ – Controller lever blocked in this position
Position „D“ – Driving
Controller DW-3
D
F
N
R
N
Figure-No.: 1.4
1.5 Electronic control unit TCU
The electro-hydraulic transmission control is governed by connection to the electronic TCU.
The basic functions of the automatic system are the automatic shifting of gears, matching of
the optimum shifting points as well as comprehensive safety functions regarding operating
errors and overloadings of the power-transmitting components with an extensive fault
memory.
The control units allow a wide spectrum of customer- and vehicle-specific programming.
Control parameters can be logically linked, and special functions such as gear limitation and
converter functions can be integrated.
���� Due to the great number of available TCUs, the exact technical data are to be taken
from the respective installation drawing.
���� The installation of the TCU is optional. Preferably, ZF recommends the version
shown in Figure No. 1.5 B1.
The TCU is to be installed in a protected place in the driver's cab.
A flooding with water must be excluded. Furthermore, the entry of water via the
plug connection must be prevented by appropriate measures on the wiring harness.
Gear positions Type plate
R
N
F
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TCU installation position
Fig. No.: 1.5 B1
TCU installation dimensions
Fig. No.: 1.5 B2
20
9
50
10
0
100
Minimum distance to release the plug
ZF identif. plate
90° 90° 90° 90°
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1.6 Electronic controls for ZF powershift transmissions
1.6.1 General
����
Due to the different configurations of electronic transmission controls within the
various vehicles, please refer to the Operating Instructions of the vehicle
manufacturer or to the Technical Data Sheet of the parts list versions involved.
These also include the relating wiring diagram (see example in Table 8). On request,
this information can also be obtained from ZF-Passau.
Depending on the vehicle type, the wiring will be implemented according to the
cable routing plans.
The corresponding electric circuit diagrams (proposals) will be issued by ZF.
Upon request, the wiring can also be supplied by ZF.
If the wiring is implemented by the vehicle manufacturer, it must comply with the
ZF requirements (see Installation Guidelines).
1.6.2 Description of basic functions
The powershift transmission 3 WG-94 EC of series WG-90 is equipped with the electronic
transmission control EST-65 specially developed for this purpose.
The system processes the driver command according to the following criteria:
• Gear determination depending on driving speed and load condition
• If required, protection against operating errors is possible via electronic protection
(programming)
• Protection against overspeeding (on the basis of engine and turbine speed)
• Pressure cut-off possible (vehicle-specific, only after coordination with ZF)
• Switch-over possibility for automatic / manual operation
• Downshifting functions possible
• Electronic inching
Legend to Figure No. 1.6.2
1 = Inching pedal (option)
2 = Gear selector (option)
3 = Display (option)
4 = Acoustical / optical warning (option)
5 = Switch for driving program Manual/Automatic (option)
6 = CAN connection
7 = TCU
8 = Diagnostic Laptop with ZF diagnostic system Testman/Pro
9 = Inductive sensor - speed of central gear chain
10 = Speed sensor - output
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11 = Temperature measuring point after the converter „No. 63“
12 = Inductive sensor - turbine speed
13 = Inductive sensor – engine speed
14 = Temperature measuring point for the converter „No. 64“
15 = Proportional valve Y3 - KC clutch
16 = Proportional valve Y2 - KR clutch
17 = Proportional valve Y1 - KV clutch
18 = Proportional valve Y5 - KE clutch
19 = Proportional valve Y4 - KD clutch
17 = Ergopower transmission 3 WG-94 EC
Overall system of EST-65
Figure No.: 1.6.2
���� The EST-65 system reactions in case of error described in Table-9 are for
information only. As to the binding description and procedure for correcting the
errors indicated on the vehicle fault code display please refer to the operating
instructions of the vehicle manufacturer.
6
1
2
3
4
5
8
9
10
14
15 16
11
7
13
12
17
18 19
20
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1.6.3 Automatic calibration of shifting elements (AEB)
The AEB compensates tolerances (disk clearance and pressure level) which are influencing
the filling procedure of the clutches. For each clutch, the correct filling parameters for
* duration of fast-filling time
* level of filling compensation pressure
are determined within a test cycle.
The filling parameters are stored in the transmission electronics, together with the AEB
program and the driving program.
Since the electronic system is supplied separately, the AEB cycle must not be started until
both components have been installed into the vehicle, in order to ensure the correct pairing
(transmission and electronics).
���� In any case, the AEB cycle must be carried out at the vehicle manufacturer prior to
shipment of the vehicles.
It is imperative to observe the following testing conditions:
• "Neutral" shift position
• engine in idling speed
• parking brake actuated
• transmission at operating temperature
���� After replacement of the transmission or the TCU within the vehicle, the AEB cycle
must be restarted.
The AEB cycle takes approx. 3 to 4 minutes. The determined filling parameters are stored in
the EEProm of the electronic system. This also deletes the fault message F6 shown on the
display in case of non-performed AEB.
���� There are two basic possibilities for starting the AEB cycle:
1. AEB start by separate tools which are connected to the diagnostic port of the
wiring.
The ZF Service Department offers the following tools for AEB start:
- Testman/Pro (see item 5.3 - diagnostic systems)
- AEB starter
Order No.: 0501 211 778
Just for starting the AEB, you can use the special tool
developed by ZF for that purpose (see Figure No. 1.6.3)!
Figure No.: 1.6.3
2. AEB start by operating elements on the vehicle.
This requires a CAN communication between transmission and vehicle electronics.
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���� When the transmission is operated, the paper friction linings installed in the Ergopower
transmissions are setting, i.e. the disk clearance increases.
Since these setting phenomena may affect the shifting quality, ZF recommends to
repeat the AEB cycle at the maintenance intervals (see 4.3.1).
���� If the shifting quality deteriorates, ZF also recommends to repeat the AEB cycle as a
first measure.
���� IPK (Inch Pedal Calibration - Inch Sensor Calibration) shall also be carried out after
each AEB start (see 1.7.5).
1.6.4 Electrical inching
This function is especially suitable for lift trucks. Without modifying the engine speed, it
allows a continuously variable reduction of the driving speed to such a level that operation at a
very low speed is possible. In this way, the driver can move the vehicle to a certain position
with high accuracy.
At the same time, a large part of the engine power is available for driving the hydraulic lifting
system, due to the high engine speed.
The electrical inching is operated via a separate inching pedal fitted with an angle-of-rotation
sensor.
By means of the proportional valve technology, the TCU controls the pressure in the driving
direction clutch in such a way that the driving speed is adjusted in accordance with the
position of the inching angle-of-rotation sensor. Clutch overloading is prevented by the
electronic protection.
���� After each readjustment of the inching linkage, the IPK (Inch Pedal Calibration - Inch
Sensor Calibration) must be carried out.
During the inching calibration mode, the position of the inching pedal in neutral
position and at full actuation is determined by the calibration process and stored in the
TCU.
���� The inching function does not become active until successful completion of AEB and
IPK start.
1.7 Description of the fault codes for ERGO-Control EST-65
1.7.1 Abbreviations
o.c. open circuit
s.c. short circuit
OP-Mode operating mode
TCU transmission control unit
EEC electronic engine controller
PTO power take off
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1.7.2 ZF - Display:
If a fault is detected, the display shows a spanner symbol (g) for a fault. The display shows the
fault code, if the gear selector is on neutral position.
If more than one fault is detected, each fault code is shown for about 1 second.
Display
h f e dleftSide
a b c g
rightSide
Figure No.: 1.7.2
���� Special symbols a - h
1.7.3 Display during operation
Symbol meaning remarks
1F, 1R
2F, 2R
3F, 3R
4F
5F
6F
LF, LR
actual gear and direction
left digit shows actual gear
right digit shows actual direction
limp home gear
F or R, no gear Clutch Cutoff
F or R flashing direction F or R selected while turbine
speed is too high
CAUTION gear will engage if turbine speed
drops
NN not neutral, waiting for neutral after
power up or a severe fault
to engage a gear, first move shift selector to
neutral position and again to F or R position
** oil temperature too low, no gear
available
warm up engine / transmission
*N oil temperature low, only one gear
available
warm up engine / transmission
1 bar (special
symbol)
manual mode 1st gear
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Symbol meaning remarks 2 bars manual mode 2
nd gear
3 bars manual mode 3rd
gear
4 bars manual mode 4th
gear and also 5th
and
6th
gear in 6WG
4 bars and 2
arrows
automatic mode
Bars flashing 6 WG: converter lockup clutch open
4 WG: Downshift mode activ
difference of engine and turbine speed above a
certain limit and lockup clutch not activated
Spanner at least one fault activ select neutral to get fault code displayed
Fault code see fault code list
WS warning sump temperature changes between actual gear/direction while
driving, in neutral only displayed if no fault is
detected (spanner)
WR warning retarder temperature changes between actual gear/direction while
driving, in neutral only displayed if no fault is
detected (spanner)
WT warning torque converter temperature changes between actual gear/direction while
driving, in neutral only displayed if no fault is
detected (spanner)
WE warning high engine speed changes between actual gear/direction while
driving, in neutral only displayed if no fault is
detected (spanner)
WV warning high output speed (velocity) changes between actual gear/direction while
driving, in neutral only displayed if no fault is
detected (spanner)
WL warning high transmission input torque
(load)
changes between actual gear/direction while
driving, in neutral only displayed if no fault is
detected (spanner)
WO warning high transmission output torque
(load)
changes between actual gear/direction while
driving, in neutral only displayed if no fault is
detected (spanner)
PN direction F or R selected while parking
brake engaged
transmission in neutral until parking brake is
released
CAUTION: vehicle starts to move after release
of parking brake
EE flashing no communication with display checked wiring from TCU to display
1.7.4 Display during AEB-Mode:
Symbol meaning remarks
PL AEB - Starter is plugged at the
diagnostic plug
ST AEB-Starter-button is pressed
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Symbol meaning remarks KA…..KE
KV,KR
Calibrating clutch KA..KE, KV or KR
resp.
KA, KB for 2 gear transmission
KC, KD, KE for 3 gear transmission
_ and Kx wait for start, initialization of clutch Kx,
x: 1, 2, 3, 4, V, R
≡ and Kx fast fill time determination of clutch Kx
= and Kx compensating pressure determination of
clutch Kx
OK calibration for all clutches finished Transmissions stays in neutral, you have to
restart the TCU (ignition off/on) after removing
AEB-Starter
STOP AEB canceled (activation stopped) Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
STOP and Kx AEB stopped, clutch Kx can't be
calibrated
Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
Spanner and Kx Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
∆ E engine speed too low,
� raise engine speed
∇ E engine speed too high,
� lower engine speed
∆ T transmission oil temperature too low,
� heat up transmission
∇ T transmission oil temperature too high
� cool down transmission
FT transmission temperature not in defined
range during calibration
Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
FB operating mode not NORMAL or
transmission temperature sensor
defective or storing of Calibrated values
to EEPROM-has failed.
Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
FO Outputspeed_not_zero Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
FN Shift lever not in Neutral position Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
FP Parkbrake_not_applied Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
STOP AEB - Starter was used incorrect or is
defective. Wrong device or wrong cable
used
Transmissions stays in neutral, you have to
restart the TCU (ignition off/on)
1.7.5 Display during Inchpedal Calibration:
Symbol meaning remarks
IP ⇓
push down the pedal slowly until
endposition is reached and hold this
position
IP ⇑
Release the pedal slowly until
endposition is reached
IP � blinkt
A problem occurred, release the pedal
slowly until endposition is reached
If the expected enposition could not be reached,
release the pedal and try again
OK Finished inchpedal calibration
successful
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Symbol meaning remarks
FN and Stop Shift lever not in Neutral position Calibration is aborted
FS and Stop sensor supply voltage AU1 is out of the
specified range
Calibration is aborted
FO and Stop Outputspeed is not zero Calibration is aborted
SL and Stop sensor voltage below specified rangel Calibration is aborted
SU and Stop sensor voltage above specified rangel Calibration is aborted
IL and Stop sensor position for released pedal out of
specified range
Calibration is aborted
IU and Stop sensor position for pressed pedal out of
specified range
Calibration is aborted
TO and Stop time-out calibration, pedal not moved
after calibration start
Calibration is aborted
DL and Stop angle between pedalpositions released
and pressed to small
Calibration is aborted
DU and Stop angle between pedalpositions released
and pressed to big
Calibration is aborted
FI and Stop sensor signal 1 and 2 don't match
together
Calibration is aborted
1.7.6 Definition of operating modes:
NORMAL:
There's no failure detected in the transmission-system or the failure has no or slight effects on
transmission control. TCU will work without or in special cases with little limitations. (see
following table)
SUBSTITUTE CLUTCH CONTROL:
TCU can't change the gears or the direction under the control of the normal clutch modulation.
TCU uses the substitute strategy for clutch control. All modulations are only time controlled.
LIMP-HOME:
The detected failure in the system has strong limitations to transmission control. TCU can
engage only one gear in each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the
operator must shift the gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear
selector into forward or reverse, the TCU will select the limp-home gear .
If output speed is less than a threshold for reversal speed and TCU has changed into the limp-
home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-
home gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The
operator has to slow down the vehicle and must shift the gear selector into neutral position.
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TRANSMISSION-SHUTDOWN:
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply
(VPS1). Transmission shifts to Neutral. The park brake will operate normally, also the other
functions which use ADM 1 to ADM 8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
TCU-SHUTDOWN:
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2).
The park brake will engage, also all functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
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II. INSTALLATION INSTRUCTIONS
This Guideline for the installation of hydrodynamic powershift transmissions of the
Ergopower range is the basis for the technically correct installation of these transmissions into
the vehicle. The Guideline is part of the transmission documentation and must be strictly
observed.
A faulty installation of the transmission into the vehicle can
* affect the operating quality
* cause malfunctions of the transmission
* lead to transmission damage or failures.
The vehicle manufacturer shall be responsible for the correct installation of the
transmission.
ZF shall not accept any warranty claims for any damage due to incorrect installation.
In order to support the customer in case of new or initial applications, ZF carries out a
transmission installation study by authorized personnel. On that occasion, ZF examines all
transmission-specific installation features and informs the vehicle or equipment manufacturer
of the defects found.
In case of improper installation ZF reserves the right to refuse any warranty coverage for the
installed ZF products.
Any damage caused by defects which are the vehicle manufacturer's responsibility and which
could not be revealed during the installation study by ZF personnel, shall be the exclusive
liability of the vehicle manufacturer.
���� These installation instructions
0000 702 270 GERMAN
0000 702 271 ENGLISH
can be requested at the following address:
ZF Passau GmbH
Abt. ACETS
e-mail: [email protected]
Donaustr. 25 – 71
94034 Passau
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III. OPERATION
3.1 Driving preparation and maintenance:
Prior to putting the transmission into operation, take care that the correct quantity of the
specified oil grade is filled in. At the initial filling of the transmission special care is to be
taken that the oil cooler, the pressure filter and the pipes are getting filled with oil.
Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil
fillings in the course of the usual maintenance service.
���� Since the converter, the heat exchanger which is installed into the vehicle, as well as
the pipes can empty into the transmission at standstill,
the oil level check must be carried out at engine idling and transmission at
operating temperature (see Chapter oil level check 4.2).
For the oil level check, strict observance of
• the mandatory safety regulations according to § 6 of the Regulations for
the Prevention of Accidents for Transmissions in Germany
• the respective national regulations in all other countries
is imperative.
For example:
- The vehicle is to be secured against rolling away by means of wheel chocks.
- Articulated vehicles are to be secured additionally against unintentional
turning-in.
3.2 Driving and shifting:
���� The telltale lamps lighting up on the INFOCENTER (dashboard) for functional
control may differ from one vehicle manufacturer to the other.
Operating elements and displays can be from ZF, but may also be customer-specific
products. For detailed information please refer to the operating instructions of the
respective vehicle manufacturer.
- Neutral position:
The neutral position is chosen via the gear selector.
After ignition ON, the electronics remain in waiting mode. With the gear selector in
NEUTRAL position or by pressing the pushbutton NEUTRAL, the EST-65 gets ready for
operation.
Now you can engage a gear.
- Starting:
When starting the engine, the gear selector must always be in NEUTRAL POSITION.
For safety reasons, we recommend to always securely brake the vehicle with the parking
brake prior to starting the engine.
After engine start-off and preselection of driving direction and gear, the vehicle can be
moved by accelerating.
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At the start-off, the converter takes over the function of a main clutch.
On flat terrain, start-off in higher gears is also possible.
- Upshifting under load
Upshifting under load is done when this enables the vehicle to further accelerate.
- Downshifting under load
Downshifting under load is done when additional tractive effort is required.
- Upshifting in overrun condition
In the overrunning mode, the upshifting is suppressed by accelerator pedal idling position if
the speed of the vehicle on a downhill gradient shall not be further increased.
- Downshifting in overrun condition
Downshiftings in the overrun mode are done when the vehicle shall be decelerated.
When the vehicle is stopped and is standing with running engine and switched-on
transmission, the engine cannot be stalled. On level and horizontal roadway the vehicle may
start to crawl since the engine generates a low drag torque via the converter in idle position.
We recommend to securely brake the vehicle with the parking brake at each stoppage.
In case of longer stops, shift the gear selector to NEUTRAL POSITION.
Release the parking brake when starting off. Our experience with converter transmissions
showed that the omission of this quite normal operating step might not be immediately noted
since, due to its high ratio, a converter can easily overcome the brake torque of the parking
brake.
Temperature increases in the converter oil and overheated brakes will be the consequences
which can be detected at a later date only.
Gear selector in neutral position is not allowed at increased vehicle speeds (above walking
speed). Promptly engage a suitable gear, or slow down the vehicle immediately.
3.3 Cold start:
At an oil temperature in the shifting circuit of < -12° C, the transmission must be warmed up
for some minutes.
This must be carried out in NEUTRAL at increased engine speed (approx. 1500 min-1
).
The electronics remain in NEUTRAL until this oil temperature has been reached.
The ZF display shows the symbol of the cold start phase.
Displayed symbol :
After the symbol on the ZF display has extinguished, the full driving program can be utilized
out of "NEUTRAL":
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3.4 Transmission control in "Automatic" driving range:
���� For detailed information on the design of the gear selectors as well as the gears
shifted in the different driving ranges please refer to the relating Vehicle Operating
Instructions.
A manual intervention into the automatic shift sequence only makes sense if this is required
by the roadway condition or the terrain configuration.
3.5 Stopping and parking:
Due to the converter, there is no rigid connection from the engine to the axle. When the driver
wants to leave the vehicle, we therefore recommend to secure the vehicle against unintentional
rolling away on uphill and downhill gradients not only by pulling the parking brake but
additionally by means of a wheel chock.
3.6 Towing:
See Important Instructions on page 9.
3.7 Oil temperature:
When the system is trouble-free and the vehicle is operated properly, there will be no
increased temperatures. If the temperature rises above 120° C, stop the vehicle, check for
external oil loss and run the engine at a speed of 1200 - 1500 min-1
in transmission
NEUTRAL POSITION.
During this process, the temperature must quickly (within approx. 2 - 3 minutes) drop to
normal values.
If this is not the case, there is a trouble which must be eliminated prior to continue working.
In addition, the oil temperature after the converter is monitored by an indicator on the ZF-
display or analogously in the INFOCENTER.
Operating temperature after the converter 65° C min. and 100° C in continuous operation,
short-term increase up to 120° C max. is permissible.
���� The temperature is measured at the measuring point „63“
(see measuring points Table 4)!
���� You have the option to additionally install a temperature sensor for monitoring the
operating temperature in the oil sump.
This temperature is indicated on the ZF display or analogously in the INFOCENTER
(see Table 5).
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IV. MAINTENANCE
4.1 Oil grade:
���� Approved oils for 3 WG-94 EC powershift transmissions see ZF List of Lubricants
TE-ML 03.
���� The list of lubricants is being continuously updated and can be obtained or viewed as
follows:
- at all ZF plants
- at all ZF service centers
- Internet http://www.zf.com Informationen/Tech. Informationen
4.2 Oil level check (measurements only with running engine):
For the oil level check, strict observance of
• the mandatory safety regulations according to § 6 of the Regulations for
the Prevention of Accidents for Transmissions in Germany
• the respective national regulations in all other countries
is imperative.
For example:
- The vehicle is to be secured against rolling away by means of wheel chocks.
- Articulated vehicles are to be secured additionally against unintentional
turning-in.
The oil level check must be carried out as follows:
- Oil level check (weekly)
- Vehicle in horizontal position
- Transmission in neutral position „N“
- In the cold-start phase, the engine must be running at idling speed for about 2 - 3 min. and
the marking on the oil dipstick must then be above the cold-start level „COLD“ (see Figure
No.: 4.2 B2).
- At operating temperature of the transmission (approx. 80°C - 90°C)
���� at engine idling,
all measurements are to be done at low engine idling speed.
- Loosen oil dipstick by counterclockwise rotation, remove and clean it.
- Insert oil dipstick slowly into the oil level tube until contact is obtained and pull it out
again.
- On the oil dipstick, the oil level must be within the "HOT“ range (see Figure No: 4.2 B2).
- Insert the dipstick once again and tighten it by clockwise rotation.
���� If, in operating temperature condition, the oil level has dropped below the "HOT“
range, it is imperative to refill oil according to ZF List of Lubricants TE-ML 03.
An oil level above the "HOT" marking leads to an excessive oil temperature.
���� The oil dipstick and the oil filler tube can have different lengths and shapes,
depending on the transmission version.
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Figure No.: 4.2 B1
Legend:
1 = Oil filler tube with oil dipstick
2 = Mounting provision for oil filler tube with oil dipstick (option)
3 = Oil drain plug 7/8“ 14 UNF 2B
4 = ZF filter
Oil dipstick
ENGINE OFF MEASURED AT LOW
IDLING-NEUTRAL
HOT COLD
Figure No.: 4.2 B2
4.3 Oil and filter change intervals:
���� In this connection refer to specification in the ZF List of Lubricants TE-ML 03.
The ZF filter must be replaced at every oil change.
4.3.1 Oil change and oil fill quantity:
The oil change must be carried out as follows:
- With the transmission at operating temperature and the vehicle in horizontal position, open
the oil drain plug and drain the used oil.
- Clean the oil drain plug with magnetic insert as well as the sealing surface on the housing
and reinstall plug with new O-ring.
„HOT“
range
4 4
3
1
2
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- Fill in oil (approx. 24 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume,
external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the
vehicle).
The indicated volume is a reference value.
���� Absolute cleanliness of oil and filter is imperative!
In any case, the marking on the oil dipstick is binding!
- Start the engine, idling speed
- Transmission in neutral position „N“
- Refill oil up to „COLD“ marking
- Securely brake the vehicle and heat up the transmission
- Shift through all gear selector positions
- Check the oil level once again and refill oil if required
- The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2)
- Insert the dipstick once again and tighten it by clockwise rotation.
���� At the initial filling of the transmission special care is to be taken that the oil cooler,
the pressure filter and the pipes are getting filled with oil.
Due to these hollow spaces, the quantity of oil to be filled in is larger than during
later oil fillings in the course of the usual maintenance service.
���� ZF recommends to start the AEB at each oil change (see 1.5.3).
4.3.2 Filter change:
When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge
enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.
Avoid any application of force when installing the filter.
���� The filter can be installed into the vehicle remotely-mounted from the transmission!
���� Carefully treat the filter during installation, transport and storage!
Damaged filters must not be reinstalled!
The filter has to be installed as follows:
- Slightly oil the seal
- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by
hand with approx. 1/3 to 1/2 rotation.
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- Fill in oil (approx. 17 liters ) according to ZF List of Lubricants TE-ML 03 (sump volume,
external oil volumes, e.g. in the heat exchanger, in the lines etc. are depending on the
vehicle).
The indicated volume is a reference value.
���� Absolute cleanliness of oil and filter is imperative!
In any case, the marking on the oil dipstick is binding!
- Start the engine, idling speed
- Transmission in neutral position „N“
- Refill oil up to „COLD“ marking
- Securely brake the vehicle and heat up the transmission
- Shift through all gear selector positions
- Check the oil level once again and refill oil if required
- The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2)
- Insert the dipstick once again and tighten it by clockwise rotation.
���� At the initial filling of the transmission special care is to be taken that the oil cooler,
the pressure filter and the pipes are getting filled with oil.
Due to these hollow spaces, the quantity of oil to be filled in is larger than during
later oil fillings in the course of the usual maintenance service.
���� ZF recommends to start the AEB at each oil change (see 1.5.3).
4.3.2 Filter change:
When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge
enters the circuit. Furthermore, cover/protect the parking brake against oil fouling.
Avoid any application of force when installing the filter.
���� The filter can be installed into the vehicle remotely-mounted from the transmission!
���� Carefully treat the filter during installation, transport and storage!
Damaged filters must not be reinstalled!
The filter has to be installed as follows:
- Slightly oil the seal
- Turn in the filter until contact with the sealing surface is obtained, and then tighten it by
hand with approx. 1/3 to 1/2 rotation.
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V. ZF DIAGNOSTIC SYSTEMS
5.1 General:
The electronic control unit EST-65 for the Ergopower transmission range is equipped with a
diagnostic package which facilitates trouble shooting and repair for the service personnel.
The electronic control unit can monitor the conditions of certain inputs and outputs. If it
identifies an error, it stores a fault code in the fault memory (EEPROM) and transmits the
fault code to the vehicle controller of the vehicle manufacturer.
The ZF diagnostic LAPTOP version (see 5.2) is required for the following applications:
���� Diagnosis - read current fault
- read fault memory
- delete fault memory
AEB - automatic calibration of shifting elements
Testing of inputs and outputs - check outputs
- check inputs
- check systems in standstill condition
- check systems in driving condition
In addition, the Multi-System 5000 (see 5.3) with corresponding sensors for pressure,
temperature, speed, flow, current transformer etc. can be used for diagnosis.
Figure No.: 5.1
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5.2 Laptop version:
Pentium Laptop 900 MHz min.
Windows 95/98 or Windows NT
Windows 2000 /Windows XP
Basic software
Testman/Pro on CD
German/English
Adapter cable
RS 232
USB
Programming adapter DPA-05
is just sold as a set, together
with the software!
Adapter cable
Diagnostic set
in progress
WIN 95-98-98.2
WIN 2000 NT-XP
Diagnostic software on CD-ROM 3 WG-94
Languages:
German/English/
French/Italian
Application software
in progress
Terminal tester 68 poles
For testing individual control
signals, line interruptions etc.
6008 304 038
Figure No.: 5.2
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5.3 ZF Multi-System 5060:
Multi-System 5060
Measuring equipment case with corresponding
sensors for pressure, temperature and speed.
5870 221 300
Multi -System 5060
Portable measuring unit without accessories.
5870 221 318
Accessories:
Sensors for flow, current transformer etc.
Current transformer :
5870 221 284
Turbine flowmeter:
15 – 300 l/min = 5870 221 153
25 – 600 l/min = 5870 221 154
Figure No.: 5.3
1 32 4 5 6 7
8
9
10
11
1212
15
14
13
1613
CONFIGURATION 3 WG-94 EC
TABLE - 1
Table-1 / Page 1 of 2
1 = Flex plate for direct mount
2 = Converter
3 = Converter bell housing
4 = Transmission pump
5 = Clutch shaft „KV“
6 = Input shaft / clutch shaft „KR“
7 = Central shaft / input shaft PTO
8 = Connection, PTO; coaxial, engine-dependent
9 = Clutch shaft „KD“
10 = Clutch shaft „KE“
11 = Clutch shaft „KC“
12 = Transmission housing - rear part
13 = Transmission housing - front part
14 = Output flange
15 = Output shaft
16 = Screen sheet
5
7
9
10
15
12
13
2 4
5
8
69
10
11
7
15
14
6
11
16
Inductive sensorn central gear chain
Inductive sensorn turbine
Speed sensorn output
Table-1 / Page 2 of 2
Installation position of clutches Transmission schematics
Inductive sensorn engine
INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT
FRONT VIEW
TABLE-2
1 = Converter
2 = Direct mount via flex plate
3 = Converter bell housing
4 = Transmission housing - front part
5 = Transport bracket
6 = Transmission housing - rear part
7 = Filter head
8 = ZF filter
9 = Transmission mounting holes M16x1.5
10 = Oil filler tube with oil dipstick
1 2 3 4 5 6 7
8
9
10
9
INSTALLATION SHEET 3 WG-94 EC - DIRECT MOUNT
REAR VIEW
TABLE-3
1 = Filter head
2 = Transport bracket
3 = Oil filler tube with oil dipstick
4 = Converter bell housing
5 = Direct mount via flex plate
6 = Transmission mounting holes M16x1.5
7 = Oil drain plug 7/8“ 14 UNF 2B
8 = Output flange MECH 6C
9 = Identification plate
10 = Connection PTO; coaxial, engine-dependent
11 = ZF filter
1 2 3 4 5
67
10
8
9
11
6
MEASURING POINTS, VALVES AND CONNECTIONS 3 WG-94 EC
TABLE-4The marked items (e.g. 53) correspond with the items on Table-5!
Take measurements when the transmission has reached operating temperature (approx. 80° - 90° C)!Transmission schematics
Table-4 / Page 1 of 3
No. Denomination of item Connection
Measuring points for pressure oil and temperature:51 = Before the converter - opening pressure 11+2 bar M10x1
53 = Reverse clutch KR 16+3 bar M10x1
55 = Forward clutch KV 16+3 bar M10x1
56 = Clutch KD 16+3 bar M10x1
57 = Clutch KE 16+3 bar M10x1
58 = Clutch KC 16+3 bar M10x163 = Temperature after the converter 100° C; short-term 120° C M14x1.5
64 = Temperature sensor M12x1,5
67 = System pressure 16+3 bar M10x1
Valves and connections:
10 = Breather 10x1
15 = Connection to wards heat exchanger 7/8“ 14 UNF
16 = Connection from heat exchanger 7/8“ 14 UNF
68 = Connection after ZF filter 9/16-18 UNF-2B
69 = Connection before ZF filter 7/8“ 14 UN 2A
70 = Converter safety valve (WSV)71 = Main pressure valve (HDV)
Inductive transmitters and speed sensor:
11 = Inductive transmitter n Engine M18x1,5
21 = Inductive transmitter n Turbine M18x1,5
34 = Speed sensor n Output -----------
47 = Inductive transmitter n Central gear train M18x1,5
Inductive sensorn central gear chain
Inductive sensorn turbine
Inductive sensorn output
Inductive sensorn engine
KV
AN KR/PTO
KD
KE
KC
AB
Table-4 / Page 2 of 3
63 1068 6311 21
47
16
15
34
51
69
21 64
53
57
67
58
55
56
57 67
64
The following markings are cast in raised characters
on the rear side of the transmission housing:
Encoding
Table-4 / Page 3 of 3
Denomination
Y1 Proportional valve Y1
Y2 Proportional valve Y2
Y3 Proportional valve Y3
Y4 Proportional valve Y4
Y5 Proportional valve Y5
AN / KR Input / Clutch reverse
KV Clutch forward
KC Clutch KC
KD Clutch KD
KE Clutch KE
AB Output
Proportional valve under current Engaged clutches
Driving direction Gear Y1 Y2 Y3 Y4 Y5 N
Forward 1 KV KC
2 KV KD
3 KV KE
Reverse 1 KR KC
2 KR KD
3 KR KE
Engaged clutch KV KR KC KD KE
Curr. No. of meas. points 55 53 58 56 57
Y170
71
Y3
Y2Y4
Y5
KVAN/KR
KD
KC
KE AB
OIL CIRCUIT DIAGRAM 3 WG-94 EC
-1st GEAR FORWARD-
TABLE-5The marked items (e.g. 53) correspond with the items on Table-4!
GF = Coarse filter mesh size 800 mm
GP = Transmission pump
Q = 45 l/min, at n engine = 1500 min-1
; 16+3
bar
FT Filter
Filtration ratio acc. to ISO 4572: ß30 � 20 ß10 � 1.5
Min. filter surface: 2780 cm2
Min. dust capacity acc. to ISO 4572 : 19 g
HVD = Main pressure valve (control pressure valve) 16+3
bar
WSV = Converter safety valve 11+2
bar
SKR = Lubrication of KR clutch
WT = Heat exchanger (not included in ZF's delivery scope)
Y1 = Proportional valve Y1 clutch KV
Y2 = Proportional valve Y2 clutch KR
Y3 = Proportional valve Y2 clutch KC
Y4 = Proportional valve Y4 clutch KD
Y5 = Proportional valve Y5 clutch KE
KV = KV clutch - forward
KR = KR clutch - reverse
KC = KC clutch - 1st gear
KD = KD clutch - 2nd gear
KE = KE clutch - 3rd gear
TCU = Transmission control unit
Encoding
Table-5 / Page 1 of 2
Druckregler unter Spannung Geschaltete Kupplungen
Fahrtrichtung Gang Y1 Y2 Y3 Y4 Y5 N
Vorwärts 1 KV KC
2 KV KD
3 KV KE
Rückwärts 1 KR KC
2 KR KD
3 KR KE
Geschaltete Kupplung KV KR KC KD KE
Lfd.-Nr.: der Messstellen 55 53 58 56 57
GF
GP
FT
HDV
WSV
SKR
WT
KVKR
Y2 Y1
Display
TCU
Inch pedal signal 1
Inch pedal signal 2
KD
Y4Y5
KA
Y3
KCKE
Main oil circuit
Oil sump
Converter
Oil temperature after the converter
Oil sump temperature (option)
Legend:
= Main pressure
= Controlled main pressure
= Converter input pressure
= Lubrication
= Return flow into the tank
= Current
Lubrication
Turbine speed
Output speed
Speed central gear chain
Engine speed
Park brakefeedback signal
Inch enable signal
Gear-shift signal
6751
63
16
15
5553585657
64
Table-5 / Page 2 of 2
View sense of rotation- 1st gear forward 2nd gear forward 3rd gear forward
POWER FLOW 3 WG-94 EC - FORWARD/REVERSE GEARS
TABLE-6
Table-6 / Page 1 of 2
KV
AN KR/PTO
KD
KE
KC
AB
KV
AN/KR
KDKC
KE
AB
KV
AN/KR
KDKC
KE
AB
KV
AN/KR
KDKC
KE
AB
Driving direction Gear Clutch
1 KV/KC
2 KV/KD
Forward
3 KV/KE
1 KR/KC
2 KR/KD
Reverse
3 KR/KE
1st gear reverse 2nd gear reverse 3rd gear reverse
Table-6 / Page 2 of 2
Legend:
KV = Forward clutch
KR = Reverse clutch
KC = 1st gear clutch
KD = 2nd gear clutch
KE = 2rd gear clutch
AN = Input
AB = Output
KV
AN/KR
KDKC
KE
AB
KV
AN/KR
KDKC
KE
AB
KV
AN/KR
KDKC
KE
AB
AUSGABE
GANG NEUTRALVORWAERTS
1 2 3 4 1 2 3 4
RUECKW
AD1
AD2
AD3
AD4
AD5
AD6
AD7
1 2 3 4
B1
B2
B3
V
R
AS
(-)
(+)
(+)
CODING CONTROLLERCONNECTION DIAGRAM CONTROLLER
K1 = RELAY STARTER INTERLOCK
K2 =
A1 =
A2 =
RELAY REVERSING LIGHTS
ELECTRONIC UNIT EST-37
CONTROLLER
F
N
R
X2 X1
A B C DA B C D
KD
X1 : B
X1 : A
X1 : B
X1 : CX1 : D
D
N D
X1 : C
X2 : A
A2 A1
K1 K2
B1
B2
B3V
R
AS
N
Type plate
Lever for mechanical
Neutralinterlock
In position (Neutral),
F-R not switchable
Gear possssitions Type plate
AD1 (B1)
AD2 (B2)
AD3 (B3)
AD4
AD5
ED1 (+/VP)
SW
GN
BL
RT
GE
RS
AD6 (N)GR
X1
X2
S5
2
1S4
2
1
S3
23
1
S2
23
1
S1
23
1
S6
2
1
AD7 (KD)VI
(VORWAERTS)
(RUECKWAERTS)
D
C
B
A
A
B
C
D
CIRCUIT DIAGRAM CONTROLLERCIRCUIT DIAGRAM CONTROLLER
CONTROLLER DW-3
TABLE-7
SA
MP
LE
Legend:
F = Forward
N = Neutral
R = Reverse
D = Mechanical neutral interlock
1 = 1st speed
2 = 2nd speed
3 = 3rd speed
4 = 4th speed
STEUERUNG
V NR.
STUECKL. 0501 210 148
12/24
DW-3
F
N
R
3 WG-94 EC FULLY AUTOMATIC CONTROL EST-65
WIRING DIAGRAM- STANDARD (6029 701 xxx)
TABLE-8
Table-8 /Page 1 of 2
ITEM LEGEND
A1 Electric control unit EST-65
A2 Shift lever DW-3
A5 Diagnostics (interface)
A6 Display (optional)
A7 CAN interface (connector)
B1 Speed sensor - engine
B2 Speed sensor - turbine
B3 Speed sensor - central gear chain
B4 Speed sensor - output
B5 Hall angle sensor for inch pedal
F1 Fuse 7.5 A
F2 Fuse 7.5 A
S2 Switch enable clutch cut of
S3 Switch select Automatic/Manual
S31 Switch feedback parking brake
T1 After converter temperature sensor
Y1 Proportional valve KV
Y2 Proportional valve KR
Y3 Proportional valve KC
Y4 Proportional valve KD
Y5 Proportional valve KE
S AM
P L E
Kl.30/1.12
Kl.15/1.12
F1
F2
23 68
VPEI VPE2
1 2
Mini Timer2-pin6029 199 011
4 3
2 11
JPT 4-pin6029 199 076 A7
26 27 28 1 225
VM2CAN_L CAN_T VM1VGS
1 2 4
Kl.31
SDDK
EUPR
SD1
AIP1
AIP2
AIP4AIP5
ER2VMGA2
VPS1
VPS1
68-pin6029 199 063
1
2
22
46
23
24
45
A1
15 2
18
14
4
56
10
559
4946
12
13
T1
KR
Y2
KV
Y1
1
21
2
1
2
1
2
KC
Y3
KE Y4
1
3
A5
A6
1
3
4
OPTIONAL
6 3
5 2
4 1
Mini 6-pin6029 199 074
Kl.30/1.1
Kl.15/1.1
Kl.31/1.6
Twisted wires - 30 windings per meter to a max. of 2 metersPin connections corresponding to the connector
Table-8 / Page 2 of 2
1 2 3
B4
1
2
3
Superseal 3-pin6029 199 071
4
62
VMG2
EF4
45
VPI
43X2 / B
67X2 / D
64X2 / C
63X1 / A
65X1 / B
22X1 / D
47
48
CANAPE H
CANAPE L
A2
X2 / A
VP
V
N
R
B1
B2
KD
41
42
2
2
B2
1B3
EF2
VGM1
EF3
3
1
19
2B1
EF11
66
ED9
P1
2
29 21 30
ED11 Ed10 ED12
S2 S3 S31S32
AIP332
1
2
Y5
KD
1 2
Mini Timer2-pin6029 199 011
BA
MetripackCodierung: grau2-pin6029 601 211
AU1
61
B5
1 76
37 38 24
AU1 Eu1 Eu2 VMGA1
3 2 5
Table-9 „Fault code tables“
Page 1 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
11 LOGICAL ERROR AT GEAR RANGE SIGNAL
TCU detected a wrong signal combination
for the gear range
• cable from shift lever to TCU is broken
• cable is defective and is contacted to
battery voltage or vehicle ground
• shift lever is defective
TCU shifts transmission to
neutral
OP-Mode: transmission
shutdown
• check the cables from TCU to shift lever
• check signal combinations of shift lever
positions for gear range
failure cannot be detected in systems
with DW2/DW3 shift lever
fault is taken back if TCU detects a
valid signal for the position
12 LOGICAL ERROR AT DIRECTION SELECT
SIGNAL
TCU detected a wrong signal combination
for the direction
• cable from shift lever to TCU is broken
• cable is defective and is contacted to
battery voltage or vehicle ground
• shift lever is defective
TCU shifts transmission to
neutral
OP-Mode: transmission
shutdown
• check the cables from TCU to shift lever
• check signal combinations of shift lever
positions F-N-R
fault is taken back if TCU detects a
valid signal for the direction at the shift
lever
25 S.C. TO BATTERY VOLTAGE OR O.C. AT
TRANSMISSION SUMP TEMPERATURE
SENSOR INPUT
the measured voltage is too high:
• cable is defective and is contacted to
battery voltage
• cable has no connection to TCU
• temperature sensor has an internal
defect
• connector pin is contacted to battery
voltage or is broken
no reaction,
TCU uses default temperature
OP-Mode: normal
• check the cable from TCU to the sensor
• check the connectors
• check the temperature sensor
26 S.C. TO GROUND AT TRANSMISSION SUMP
TEMPERATURE SENSOR INPUT
the measured voltage is too low:
• cable is defective and is contacted to
vehicle ground
• temperature sensor has an internal
defect
no reaction,
TCU uses default temperature
OP-Mode: normal
• check the cable from TCU to the sensor
• check the connectors
• check the temperature sensor
Table-9 „Fault code tables“
Page 2 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
• connector pin is contacted to vehicle
ground
27 S.C. TO BATTERY VOLTAGE OR O.C. AT
RETARDER / TORQUECONVERTER
TEMPERATURE SENSOR INPUT
the measured voltage is too high:
• cable is defective and is contacted to
battery voltage
• cable has no connection to TCU
• temperature sensor has an internal
defect
• connector pin is contacted to battery
voltage or is broken
no reaction,
TCU uses default temperature
OP-Mode: normal
• check the cable from TCU to the sensor
• check the connectors
• check the temperature sensor
28 S.C. TO GROUND AT RETARDER /
TORQUECONVERTER TEMPERATURE
SENSOR INPUT
the measured voltage is too low:
• cable is defective and is contacted to
vehicle ground
• temperature sensor has an internal
defect
• connector pin is contacted to vehicle
ground
no reaction,
TCU uses default temperature
OP-Mode: normal
• check the cable from TCU to the sensor
• check the connectors
• check the temperature sensor
2B INCHSENSOR-SIGNAL MISMATCH
the measured voltage from CCO and
CCO2 signal don’t match:
• cable is defective
• sensor has an internal defect
During inching mode: TCU shifts
to neutral
While not inching: no change
OP-Mode: normal
• check the cable from TCU to the sensor
• check the connectors
• check sensor
31 S.C. TO BATTERY VOLTAGE OR O.C. AT
ENGINE SPEED INPUT
TCU measures a voltage higher than 7.00
V at speed input pin
• cable is defective and is contacted to
battery voltage
• cable has no connection to TCU
OP-Mode: substitute clutch
control • check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
Table-9 „Fault code tables“
Page 3 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
• speed sensor has an internal defect
• connector pin is contacted to battery
voltage or has no contact
32 S.C. TO GROUND AT ENGINE SPEED INPUT
TCU measures a voltage less than 0.45V
at speed input pin
• cable / connector is defective and is
contacted to vehicle ground
• speed sensor has an internal defect
OP-Mode: substitute clutch
control • check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
33 LOGICAL ERROR AT ENGINE SPEED INPUT
TCU measures a engine speed over a
threshold and the next moment the
measured speed is zero
• cable / connector is defective and has
bad contact
• speed sensor has an internal defect
• sensor gap has the wrong size
OP-Mode: substitute clutch
control • check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
• check the sensor gap
This fault is reset after power up of TCU
34 S.C. TO BATTERY VOLTAGE OR O.C. AT
TURBINE SPEED INPUT
TCU measures a voltage higher than 7.00
V at speed input pin
• cable is defective and is contacted to
battery voltage
• cable has no connection to TCU
• speed sensor has an internal defect
• connector pin is contacted to battery
voltage or has no contact
OP-Mode: substitute clutch
control
if a failure is existing at output
speed,
TCU shifts to neutral
OP-Mode: limp home
• check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
35
S.C. TO GROUND AT TURBINE SPEED INPUT
TCU measures a voltage less than 0.45V
at speed input pin
• cable / connector is defective and is
contacted to vehicle ground
• speed sensor has an internal defect
OP-Mode: substitute clutch
control
if a failure is existing at output
speed,
TCU shifts to neutral
OP-Mode: limp home
• check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
Table-9 „Fault code tables“
Page 4 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
36 LOGICAL ERROR AT TURBINE SPEED INPUT
TCU measures a turbine speed over a
threshold and at the next moment the
measured speed is zero
• cable / connector is defective and has
bad contact
• speed sensor has an internal defect
• sensor gap has the wrong size
OP-Mode: substitute clutch
control
if a failure is existing at output
speed,
TCU shifts to neutral
OP-Mode: limp home
• check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
• check the sensor gap
This fault is reset after power up of TCU
37 S.C. TO BATTERY VOLTAGE OR O.C. AT
INTERNAL SPEED INPUT
TCU measures a voltage higher than 7.00
V at speed input pin
• cable is defective and is contacted to
battery voltage
• cable has no connection to TCU
• speed sensor has an internal defect
• connector pin is contacted to battery
voltage or has no contact
OP-Mode: substitute clutch
control • check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
38 S.C. TO GROUND AT INTERNAL SPEED INPUT
TCU measures a voltage less than 0.45V
at speed input pin
• cable / connector is defective and is
contacted to vehicle ground
• speed sensor has an internal defect
OP-Mode: substitute clutch
control • check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
39 LOGICAL ERROR AT INTERNAL SPEED INPUT
TCU measures a internal speed over a
threshold and at the next moment the
measured speed is zero
• cable / connector is defective and has
bad contact
• speed sensor has an internal defect
• sensor gap has the wrong size
OP-Mode: substitute clutch
control
• check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
• check the sensor gap
This fault is reset after power up of TCU
Table-9 „Fault code tables“
Page 5 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
3A S.C. TO BATTERY VOLTAGE OR O.C. AT
OUTPUT SPEED INPUT
TCU measures a voltage higher than 12.5
V at speed input pin
• cable is defective and is contacted to
battery voltage
• cable has no connection to TCU
• speed sensor has an internal defect
• connector pin is contacted to battery
voltage or has no contact
special mode for gear selection
OP-Mode: substitute clutch
control
if a failure is existing at turbine
speed,
TCU shifts to neutral
OP-Mode: limp home
• check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
3B S.C. TO GROUND AT OUTPUT SPEED INPUT
TCU measures a voltage less than 1.00V
at speed input pin
• cable / connector is defective and is
contacted to vehicle ground
• speed sensor has an internal defect
special mode for gear selection
OP-Mode: substitute clutch
control
if a failure is existing at turbine
speed,
TCU shifts to neutral
OP-Mode: limp home
• check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
3C LOGICAL ERROR AT OUTPUT SPEED INPUT
TCU measures a output speed over a
threshold and at the next moment the
measured speed is zero
• cable / connector is defective and has
bad contact
• speed sensor has an internal defect
• sensor gap has the wrong size
special mode for gear selection
OP-Mode: substitute clutch
control
if a failure is existing at turbine
speed,
TCU shifts to neutral
OP-Mode: limp home
• check the cable from TCU to the sensor
• check the connectors
• check the speed sensor
• check the sensor gap
This fault is reset after power up of TCU
3E OUTPUT SPEED ZERO DOESN’T FIT TO
OTHER SPEED SIGNALS
if transmission is not neutral and the
shifting has finished,
TCU measures outputspeed zero and
turbine speed or internal speed not equal
to zero.
• speed sensor has an internal defect
• sensor gap has the wrong size
special mode for gear selection
OP-Mode: substitute clutch
control
if a failure is existing at turbine
speed,
TCU shifts to neutral
OP-Mode: limp home
• check the sensor signal of output speed
sensor
• check the sensor gap of output speed
sensor
• check the cable from TCU to the sensor
This fault is reset after power up of TCU
Table-9 „Fault code tables“
Page 6 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
54 VEHICLE1 TIMEOUT
Timeout of CAN-message Vehicle1 from
display computer
• interference on CAN-Bus
• CAN wire/connector is broken
• CAN wire/connector is defective and
has contact to vehicle ground or
battery voltage
TCU shifts to neutral
NN (because of shifting lever) • check vehicle controller
• check wire of CAN-Bus
• check cable to vehicle controller
57 EEC1 TIMEOUT
Timeout of CAN-message EEC1 from
EEC controller
• interference on CAN-Bus
• CAN wire/connector is broken
• CAN wire/connector is defective and
has contact to vehicle ground or
battery voltage
OP-Mode: substitute clutch
control • check EEC controller
• check wire of CAN-Bus
• check cable to EEC controller
71 S.C. TO BATTERY VOLTAGE AT CLUTCH KC
the measured resistance value of the valve
is out of limit, the voltage at KC valve is
too high.
• cable / connector is defective and has
contact to battery voltage
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from TCU to the
gearbox
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
72 S.C. TO GROUND AT CLUTCH KC
the measured resistance value of the valve
is out of limit, the voltage at KC valve is
too low.
• cable / connector is defective and has
contact to vehicle ground
• cable / connector is defective and has
contact to another regulator output of
the TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
Table-9 „Fault code tables“
Page 7 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
73 O.C. AT CLUTCH KC
the measured resistance value of the valve
is out of limit.
• cable / connector is defective and has
no contact to TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
74 S.C. TO BATTERY VOLTAGE AT CLUTCH
KD/KA
the measured resistance value of the valve
is out of limit, the voltage at KA/KD valve
is too high.
• cable / connector is defective and has
contact to battery voltage
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
75 S.C. TO GROUND AT CLUTCH KD/KA
the measured resistance value of the valve
is out of limit, the voltage at KD/KA valve
is too low.
• cable / connector is defective and has
contact to vehicle ground
• cable / connector is defective and has
contact to another regulator output of
the TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
76 O.C. AT CLUTCH KD/KA
the measured resistance value of the valve
is out of limit.
• cable / connector is defective and has
no contact to TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
Table-9 „Fault code tables“
Page 8 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
77 S.C. TO BATTERY VOLTAGE AT CLUTCH
KE/KB
the measured resistance value of the valve
is out of limit, the voltage at KE/KB valve
is too high.
• cable / connector is defective and has
contact to battery voltage
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
78 S.C. TO GROUND AT CLUTCH KE/KB
the measured resistance value of the valve
is out of limit, the voltage at KE/KB valve
is too low.
• cable / connector is defective and has
contact to vehicle ground
• cable / connector is defective and has
contact to another regulator output of
the TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
79 O.C. AT CLUTCH KE/KB
the measured resistance value of the valve
is out of limit.
• cable / connector is defective and has
no contact to TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
84 S.C. TO BATTERY VOLTAGE AT CLUTCH KV
the measured resistance value of the valve
is out of limit, the voltage at KV valve is
too high.
• cable / connector is defective and has
contact to battery voltage
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
Table-9 „Fault code tables“
Page 9 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
85 S.C. TO GROUND AT CLUTCH KV
the measured resistance value of the valve
is out of limit, the voltage at KV valve is
too low.
• cable / connector is defective and has
contact to vehicle ground
• cable / connector is defective and has
contact to another regulator output of
the TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
86 O.C. AT CLUTCH KV
the measured resistance value of the valve
is out of limit.
• cable / connector is defective and has
no contact to TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
87 S.C. TO BATTERY VOLTAGE AT CLUTCH KR
the measured resistance value of the valve
is out of limit, the voltage at KR valve is
too high.
• cable / connector is defective and has
contact to battery voltage
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
88 S.C. TO GROUND AT CLUTCH KR
the measured resistance value of the valve
is out of limit, the voltage at KR valve is
too low.
• cable / connector is defective and has
contact to vehicle ground
• cable / connector is defective and has
contact to another regulator output of
the TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
Table-9 „Fault code tables“
Page 10 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
89 O.C. AT CLUTCH KR
the measured resistance value of the valve
is out of limit.
• cable / connector is defective and has
no contact to TCU
• regulator has an internal defect
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check the cable from TCU to the
gearbox
• check the connectors from gearbox to
TCU
• check the regulator resistance 1)
• check internal wire harness of the
gearbox
1) see chapter Error! Reference source
not found.
B1 SLIPPAGE AT CLUTCH KC
TCU calculates a differential speed at
closed clutch KA. If this calculated value
is out of range, TCU interprets this as
slipping clutch.
• low pressure at clutch KC
• low main pressure
• wrong signal at internal speed sensor
• wrong signal at output speed sensor
• wrong size of the sensor gap
• clutch is defective
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check pressure at clutch KC
• check main pressure in the system
• check sensor gap at internal speed
sensor
• check sensor gap at output speed sensor
• check signal at internal speed sensor
• check signal at output speed sensor
• replace clutch
B2 SLIPPAGE AT CLUTCH KD/KA
TCU calculates a differential speed at
closed clutch KB. If this calculated value
is out of range, TCU interprets this as
slipping clutch.
• low pressure at clutch KD/KA
• low main pressure
• wrong signal at internal speed sensor
• wrong signal at output speed sensor
• wrong size of the sensor gap
• clutch is defective
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check pressure at clutch KD/KA
• check main pressure in the system
• check sensor gap at internal speed
sensor
• check sensor gap at output speed sensor
• check signal at internal speed sensor
• check signal at output speed sensor
• replace clutch
B3 SLIPPAGE AT CLUTCH KE/KB
TCU calculates a differential speed at
closed clutch KE/KB. If this calculated
value is out of range, TCU interprets this
as slipping clutch.
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
• check pressure at clutch KE/KB
• check main pressure in the system
• check sensor gap at internal speed
sensor
Table-9 „Fault code tables“
Page 11 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
• low pressure at clutch KE/KB
• low main pressure
• wrong signal at internal speed sensor
• wrong signal at output speed sensor
• wrong size of the sensor gap
• clutch is defective
OP-Mode: TCU shutdown • check sensor gap at output speed sensor
• check signal at internal speed sensor
• check signal at output speed sensor
• replace clutch
B5 SLIPPAGE AT CLUTCH KV
TCU calculates a differential speed at
closed clutch KV. If this calculated value
is out of range, TCU interprets this as
slipping clutch.
• low pressure at clutch KV
• low main pressure
• wrong signal at internal speed sensor
• wrong signal at turbine speed sensor
• wrong size of the sensor gap
• clutch is defective
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check pressure at clutch KV
• check main pressure in the system
• check sensor gap at internal speed
sensor
• check sensor gap at turbine speed sensor
• check signal at internal speed sensor
• check signal at turbine speed sensor
• replace clutch
B6 SLIPPAGE AT CLUTCH KR
TCU calculates a differential speed at
closed clutch KR. If this calculated value
is out of range, TCU interprets this as
slipping clutch.
• low pressure at clutch KR
• low main pressure
• wrong signal at internal speed sensor
• wrong signal at turbine speed sensor
• wrong size of the sensor gap
• clutch is defective
TCU shifts to neutral
OP-Mode: limp home
if failure at another clutch is
pending
TCU shifts to neutral
OP-Mode: TCU shutdown
• check pressure at clutch KR
• check main pressure in the system
• check sensor gap at internal speed
sensor
• check sensor gap at turbine speed sensor
• check signal at internal speed sensor
• check signal at turbine speed sensor
• replace clutch
B7 OVERTEMP SUMP
TCU measured a temperature in the oil
sump that is over the allowed threshold.
no reaction
OP-Mode: normal • cool down machine
• check oil level
• check temperature sensor
Table-9 „Fault code tables“
Page 12 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
B8 OVERTEMP CONVERTER
TCU measured a temperature in the
retarder oil that is over the allowed
threshold.
no reaction
OP-Mode: normal • cool down machine
• check oil level
• check temperature sensor
B9 OVERSPEED ENGINE
retarder applies if configured
OP-Mode: normal
-
BC OVERSPEED OUTPUT
TCU messures an transmission output
speed above the defined threshold
No reaction
OP-Mode: normal
C0 ENGINE TORQUE OR ENGINE POWER
OVERLOAD
TCU calculates an engine torque or engine
power above the defined thresholds
OP-Mode: normal
C1
TRANSMISSION OUTPUT TORQUE
OVERLOAD
TCU calculates an transmission output
torque above the defined threshold
OP-Mode: normal
C2 TRANSMISSION INPUT TORQUE OVERLOAD
TCU calculates an transmission input
torque above the defined threshold
programmable :No reaction or
shift to neutral
OP-Mode: normal
C3 OVERTEMP CONVERTER OUTPUT
TCU measured a oil temperature at the
converter ouput that is over the allowed
threshold.
no reaction
OP-Mode: normal • cool down machine
• check oil level
• check temperature sensor
D1 S.C. TO BATTERY VOLTAGE AT POWER
SUPPLY FOR SENSORS
TCU measures more than 6V at the pin
AU1 (5V sensor supply)
see fault codes no. 21 to 2C • check cables and connectors to sensors,
which are supplied from AU1
• check the power supply at the pin AU1
(should be appx. 5V)
fault codes no. 21 to no. 2C may be a
reaction of this fault
D2 S.C. TO GROUND AT POWER SUPPLY FOR
SENSORS
TCU measures less than 4V at the pin
AU1 (5V sensor supply)
see fault codes no. 21 to 2C • check cables and connectors to sensors,
which are supplied from AU1
• check the power supply at the pin AU1
(should be appx. 5V)
fault codes no. 21 to no. 2C may be a
reaction of this fault
Table-9 „Fault code tables“
Page 13 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
D3 LOW VOLTAGE AT BATTERY
measured voltage at power supply is lower
than 10 V (12V device)
lower than 18 V (24V device)
shift to neutral
OP-Mode: TCU shutdown • check power supply battery
• check cables from batteries to TCU
• check connectors from batteries to TCU
D4 HIGH VOLTAGE AT BATTERY
measured voltage at power supply is
higher than 18 V (12V device)
higher than 32.5 V (24V device)
shift to neutral
OP-Mode: TCU shutdown • check power supply battery
• check cables from batteries to TCU
• check connectors from batteries to TCU
D5
ERROR AT VALVE POWER SUPPLY VPS1
TCU switched on VPS1 and measured
VPS1 is off or TCU switched off VPS1
and measured VPS1 is still on
• cable or connectors are defect and are
contacted to battery voltage
• cable or connectors are defect and are
contacted to vehicle ground
• permanent power supply KL30 missing
• TCU has an internal defect
shift to neutral
OP-Mode: TCU shutdown • check fuse
• check cables from gearbox to TCU
• check connectors from gearbox to TCU
replace TCU
D6 ERROR VALVE POWER SUPPLY VPS2
TCU switched on VPS2 and measured
VPS2 is off or TCU switched off VPS2
and measured VPS2 is still on
• cable or connectors are defect and are
contacted to battery voltage
• cable or connectors are defect and are
contacted to vehicle ground
• permanent power supply KL30 missing
• TCU has an internal defect
shift to neutral
OP-Mode: TCU shutdown • check fuse
• check cables from gearbox to TCU
• check connectors from gearbox to TCU
• replace TCU
E3 S.C. TO BATTERY VOLTAGE AT DISPLAY
OUTPUT
TCU sends data to the display and
measures allways a high voltage level on
the connector
no reaction
OP-Mode: normal • check the cable from TCU to the display
• check the connectors at the display
• change display
Table-9 „Fault code tables“
Page 14 of 14
Fault
Code
(hex)
MEANING OF THE FAULT CODE
possible reason for fault detection
reaction of the TCU possible steps to repair remarks
• cable or connectors are defective and
are contacted to battery voltage
• display has an internal defect
E4 S.C. TO GROUND AT DISPLAY OUTPUT
TCU sends data to the display and
measures allways a high voltage level on
the connector
• cable or connectors are defective and
are contacted to vehicle ground
• display has an internal defect
no reaction
OP-Mode: normal • check the cable from TCU to the display
• check the connectors at the display
• change display
F1 GENERAL EEPROM FAULT
TCU can't read non volantile memoy
• TCU is defective
no reaction
OP-Mode: normal
• replace TCU often shown together with fault code F2
F2 CONFIGURATION LOST
TCU has lost the correct configuration and
can't control the transmission.
• interference during saving data on non
volatile memory
• TCU is brand new or from another
vehicle
transmission stay neutral
OP-Mode: TCU shutdown • Reprogramm the correct configuration
for the vehicle (e.g. with cluster
controller,...)
F3 APPLICATION ERROR
something of this application is wrong
transmission stay neutral
OP-Mode: TCU shutdown • replace TCU !! This fault occurs only if an test engineer
did something wrong in the application
of the vehicle
F5 CLUTCH FAILURE
AEB was not able to adjust clutch filling
parameters
• One of the AEB-Values is out of limit
transmission stay neutral
OP-Mode: TCU shutdown • check clutch TCU shows also the affected clutch on
the Display
F6 CLUTCH ADJUSTMENT DATA LOST OR
INCHPEDAL CALIBRATION DATA LOST
TCU was not able to read correct clutch
adjustment parameters
• interference during saving data on non
volatile memory
• TCU is brand new
default values = 0 for AEB
offsets used
OP-Mode: normal
no Inchmode available
• execute AEB