DOWNLOAD PDF ZF Hyster WG211 TRANSMISSION OPERATIONS & DIAGNOSTICS Manual

TRANSMISSION OPERATIONS AND DIAGNOSTICS

PART NO. 4146227

1300 SRM 1717

SAFETY PRECAUTIONS MAINTENANCE AND REPAIR •

• • • • • • • • • • • • • •

The Service Manuals are updated on a regular basis, but may not reflect recent design changes to the product. Updated technical service information may be available from your local authorized Hyster® dealer. Service Manuals provide general guidelines for maintenance and service and are intended for use by trained and experienced technicians. Failure to properly maintain equipment or to follow instructions contained in the Service Manual could result in damage to the products, personal injury, property damage or death.

When lifting parts or assemblies, make sure all slings, chains, or cables are correctly fastened, and that the load being lifted is balanced. Make sure the crane, cables, and chains have the capacity to support the weight of the load.

Do not lift heavy parts by hand, use a lifting mechanism.

Wear safety glasses.

DISCONNECT THE BATTERY CONNECTOR before doing any maintenance or repair on electric lift trucks. Disconnect the battery ground cable on internal combustion lift trucks.

Always use correct blocks to prevent the unit from rolling or falling. See HOW TO PUT THE LIFT TRUCK ON BLOCKS in the Operating Manual or the Periodic Maintenance section.

Keep the unit clean and the working area clean and orderly.

Use the correct tools for the job.

Keep the tools clean and in good condition.

Always use HYSTER APPROVED parts when making repairs. Replacement parts must meet or exceed the specifications of the original equipment manufacturer.

Make sure all nuts, bolts, snap rings, and other fastening devices are removed before using force to remove parts.

Always fasten a DO NOT OPERATE tag to the controls of the unit when making repairs, or if the unit needs repairs.

Be sure to follow the WARNING and CAUTION notes in the instructions.

Gasoline, Liquid Petroleum Gas (LPG), Compressed Natural Gas (CNG), and Diesel fuel are flammable. Be sure to follow the necessary safety precautions when handling these fuels and when working on these fuel systems.

Batteries generate flammable gas when they are being charged. Keep fire and sparks away from the area. Make sure the area is well ventilated.

NOTE: The following symbols and words indicate safety information in this manual:

WARNING Indicates a hazardous situation which, if not avoided, could result in death or serious injury.

CAUTION Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury and property damage.

On the lift truck, the WARNING symbol and word are on orange background. The CAUTION symbol and word are on yellow background.

Table of Contents

TABLE OF CONTENTS Series Code / Model Designation Reference Table ................................................................................................ 1 General .....................................................................................................................................................................1 Description ...............................................................................................................................................................2 General ................................................................................................................................................................ 2 Clutch .................................................................................................................................................................. 6 Operation ................................................................................................................................................................. 6 Hydraulic Operation ........................................................................................................................................... 6 Clutch Valve ....................................................................................................................................................8 Cooling and Lubrication ..................................................................................................................................... 9 Control System ..................................................................................................................................................10 Transmission Control Unit (TCU) ............................................................................................................... 10 Operating Modes ...........................................................................................................................................10 Normal Mode ............................................................................................................................................ 10 Substitute Clutch Control ........................................................................................................................10 Limp-Home Mode ..................................................................................................................................... 10 Transmission Shut Down Mode ...............................................................................................................11 TCU Shut Down Mode ............................................................................................................................. 11 Transmission Exceed Codes .....................................................................................................................11 Self-Test ........................................................................................................................................................ 11 Fault Codes ................................................................................................................................................... 11 Description ................................................................................................................................................11 Fault Log Mode .............................................................................................................................................12 Access ........................................................................................................................................................ 12 Exit ............................................................................................................................................................12 Clear ..........................................................................................................................................................12 Fault Log Memory .................................................................................................................................... 12 Fault Rectification ........................................................................................................................................ 13 Hydraulic Control Valve ...................................................................................................................................13 Hydraulic Control Valve Repair .................................................................................................................. 15 Solenoid Replacement .................................................................................................................................. 15 Pressure Check ............................................................................................................................................. 15 Pressure Specifications .................................................................................................................................16 Speed and Temperature Sensors ..................................................................................................................... 16 Speed Sensors ............................................................................................................................................... 16 Test ................................................................................................................................................................ 17 Temperature Sensors ................................................................................................................................... 17 Shift Lever .....................................................................................................................................................17 Pedal MONOTROL®..................................................................................................................................... 18 ZF Transmission Test and Calibration ............................................................................................................18 Transmission Test and Calibration ............................................................................................................. 18 Precautions ............................................................................................................................................... 18 Stall Test ....................................................................................................................................................... 18 Description ................................................................................................................................................18 Stall Test Procedure .................................................................................................................................18 Inch Pedal Calibration ................................................................................................................................. 19 Description ................................................................................................................................................19 Calibration ................................................................................................................................................19 Brake and Inch Pedal Adjustment .............................................................................................................. 19 Inch Sensor Adjustment ...............................................................................................................................19 Inch Pedal Calibration ................................................................................................................................. 20

©2017 HYSTER COMPANY

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Table of Contents

TABLE OF CONTENTS (Continued) Preparation ...............................................................................................................................................20 Calibration Procedure Using the Calibration Switch ............................................................................ 20 Calibration Procedure Using the Testman software ..............................................................................21 Inch Pedal Calibration Fault Codes ........................................................................................................ 21 Clutch Calibration ........................................................................................................................................ 22 Description ................................................................................................................................................22 Clutch Calibration Procedure ...................................................................................................................... 22 Manual Clutch Calibration Procedure .................................................................................................... 23 Testman Clutch Calibration Procedure .................................................................................................. 24 Testman .............................................................................................................................................................24 Description .................................................................................................................................................... 24 Connection .....................................................................................................................................................24 Truck Configuration ......................................................................................................................................... 25 Configuration ................................................................................................................................................ 25 Limitations ....................................................................................................................................................25 Capacities and Specifications ............................................................................................................................... 26 Electrical Specifications ....................................................................................................................................26 Transmission Control Unit Diagram ............................................................................................................... 27 ZF Transmission Fault Codes ...............................................................................................................................28 Transmission Exceed Codes ............................................................................................................................. 28 Testman Fault Codes ........................................................................................................................................29 This section is for the following models:

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1300 SRM 1717

Series Code / Model Designation Reference Table

Series Code / Model Designation Reference Table This section is for the following models: Series Code

European Model

C236

H18XM-9, H18XMS-9, H20XM-9

H400HD, H400HDS, H450HD, H450HDS

D214

H18XM-12EC, H22XM-12EC, H23XM-12EC

H450HD-EC, H500HD-EC

H008

H25-32XM-12, H25-32XMS-9, H28-32XM-16CH

H550-700HD, H550-700HDS

E214

H8XM-EC6, H8XM-EC7, H9XM-EC7, H9XM- H180HD-EC6, H180HD-EC7, H200HD-EC7, EC8, H9XM-ECD7, H9XM-ECD8, H10XMH200HD-EC8, H200HD-ECD7, H200HDECD8, H11XM-ECD8 ECD8

Americas Model

General This manual provides information on operation and diagnostics of the ZF ERGOPOWER (5WG211) Transmission as installed on C236, D214 and H008 series trucks.

Electrical system diagrams are shown in Diagrams.

The repair procedures for the transmission and control valve are shown in Transmission Repair (ZF-WG211) 1300SRM1718.

1

Description

1300 SRM 1717

Description Without oil pressure the transmission cannot function.

GENERAL The function of the transmission is to transfer engine power from the engine flywheel to the drive wheels and to the hydraulic pump(s) that are attached to the transmission.

The engine flywheel is connected to the torque converter housing through a drive plate. See Figure 1.

The flexing properties of the drive plate reduce transfer of axial forces between engine crankshaft and torque converter. The torque converter drives the transmission pump and the PTO drives the attached pump(s) for the hydraulic system of the truck. The torque converter, transmission pump and hydraulic pump(s) turn at proportional engine speed.

The torque converter hydraulically connects the engine flywheel with the transmission input shaft. It functions as a fluid clutch to smoothly transfer power from the engine to the transmission, and as a torque multiplier when speed difference between engine and transmission input shaft increases. The torque converter has a specific torque multiplication factor that matches the engine power characteristics. Speed difference between engine and transmission input shaft is a measure of engine power being transferred. With increasing speed difference, there is also an increased amount of heat generated in the converter. The heat generated is removed by the transmission oil which flows through the torque converter.

The oil pressure generated by the transmission pump is used for lubrication, internal cooling, and hydraulic control of the transmission.

1.

2.

3.

4.

DRIVE PLATE TORQUE CONVERTER INPUT SHAFT TRANSMISSION PUMP

5. INPUT GEAR 6. HYDRAULIC PUMP DRIVE 7. CLUTCH Figure 1. Torque Converter

2

1300 SRM 1717

Description

The different speed ratios between input shaft and drive shaft are obtained by engaging and disengaging different clutches. See Figure 2. Three groups of gears are continuously engaged with each other: the input gears, the interconnecting gears, and the output gears. See Figure 3.

If clutches belonging to one group would be engaged simultaneously, the transmission would lock.

The clutches Forward, Reverse and Clutch 4 should not be engaged at the same time. Also, the clutches one, two and three should not be engaged at the same time. Erroneous clutch engagement is prevented by the transmission control system.

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3.

4.

5.

6.

7.

8.

CLUTCH ONE CLUTCH TWO CLUTCH THREE CLUTCH FOUR FORWARD CLUTCH REVERSE CLUTCH INPUT SHAFT OUTPUT SHAFT Figure 2. Gear Assembly

A. INPUT GEARS

B. INTERCONNECTING GEARS

C. OUTPUT GEARS

Figure 3. Gear Engagement

3

Description

1300 SRM 1717

Clutch Forward has two gears installed at the drum side of the clutch, and Clutch Four has two gears installed at the hub side of the clutch. This gear layout provides the possibility of an additional gear reduction.

By activating Clutch Forward, the connection between input gear and output gear is directly through the gears of the reverse clutch.

Activation of the clutches is through solenoid valves, which are indicated by Y1 until Y6. See Hydraulic Operation.

Table 1 indicates which clutches are activated for the different speeds.

By activating Clutch Four, the connection between input gear and output gear is through the gears of Clutch Four, Clutch Forward and Clutch Reverse.

Table 1. Clutch Engagement Gear Clutch

1

1st

X

Forward Direction

X

3rd

X

5th

X

2nd

F

R

X X

1st

4

X

th

3rd

4

3

X

2nd 4

Reverse Direction

2

X

X X X

X

X X

X

1300 SRM 1717

A. FORWARD 1ST GEAR B. FORWARD 2ND GEAR C. FORWARD 3RD GEAR

Description

D. FORWARD 4TH GEAR E. FORWARD 5TH GEAR Figure 4. Gear Engagement for Selected Speeds

5

Description

1300 SRM 1717

CLUTCH The clutches consist of a drum which carries a piston and steel discs with external splines, and a hub which carries friction discs with internal splines.

See Figure 5.

Friction discs and steel discs are installed in alternate order.

By pressurizing the clutch piston, the friction discs and steel discs are clamped together, which cause the hub and drum to rotate as one unit. Also the gears attached to the hub and clutch will rotate as one unit to transfer engine power.

When hydraulic pressure is released, the clutch return spring pushes the piston back against the clutch housing, which allows hub and drum to rotate independently. The drum, steel discs, piston, and return springs rotate at the same speed. The hub rotates at the same speed with the friction discs.

1.

2.

3.

4.

5.

6.

7.

8.

9.

CLUTCH ASSEMBLY BEARING CLUTCH SPRING FRICTION DISC PISTON SEAL PISTON CLUTCH DRUM STEEL DISC IDLER BEARING CLUTCH HUB Figure 5. Clutch Components

Operation HYDRAULIC OPERATION The transmission sump is the main reservoir for the transmission oil. The sump screen keeps large particles from entering the transmission pump. The pump is driven by the torque converter housing, which connects directly through splines.

A pressure relief valve in the pump supply line protects the system against pressures in excess of 35 to 45 bar (506.6 to 652.7 psi) .

The pump transfers oil through the transmission filter, and further to the Main Pressure Valve and the Clutch Valves.

The transmission filter is protected by a 5.5 to 8.5 bar (80 to 123.3 psi) bypass valve, which includes a sender that is connected with the transmission controller.

6

When the filter is clogged, the transmission controller triggers a fault code and activates the transmission warning light.

The Main Pressure Valve maintains a system pressure of 16 to 18.5 bar (232 to 268.3 psi) by relieving excess oil through the torque converter, oil cooler and lubrication system. Most of pump oil supply volume is used for cooling and lubrication. This volume is about 105 liter (28 gal) per minute at an engine speed of 2000 rpm.

System Pressure is used to pressurize the clutches.

Applied pressure to the clutches is regulated by the Clutch Valves, which receive an electrical signal from the transmission controller to activate the operating valve through pilot pressure.

Pilot Pressure is maintained at 9 bar (131 psi) by the Pressure Reducing Valve. See Figure 6.

1300 SRM 1717

1.

2.

3.

4.

5.

6.

7.

8.

9.

Operation

SUMP SCREEN PUMP PRESSURE RELIEF VALVE FILTER FILTER BYPASS VALVE MAIN PRESSURE VALVE TORQUE CONVERTER SAFETY VALVE TORQUE CONVERTER BACK PRESSURE VALVE

10. LUBRICATION AND COOLING 11. OIL COOLER 12. THERMOSTATIC BY-PASS VALVE 13. TORQUE CONVERTER 14. TEMPERATURE SENSOR 15. PRESSURE REDUCING VALVE 16. CLUTCH VALVE 17. CLUTCH

Figure 6. Hydraulic Diagram

7

Operation

1300 SRM 1717

Clutch Valve The function of the clutch valve is to transfer system pressure to the clutches according the electrical signal from the transmission controller. See Figure 8.

The varying signal from the transmission controller operates the pressure regulator proportionally.

When activated, the pressure regulator closes, causing pilot pressure at the operating valve to rise, resulting in the transfer of system pressure to the clutch. When de-activated, the pressure regulator opens, causing pilot pressure to drain to tank, which closes the operating valve and drains clutch pressure.

The clutch valve includes a flow restrictor, which limits oil supply. This limited oil supply allows pressure to drop quick enough when the pressure regulator opens.

A hydraulic damper limits pressure peaks when the pressure regulator closes. See Figure 7.

1.

2.

3.

4.

5.

6.

MAIN PRESSURE VALVE PRESSURE REDUCING VALVE HYDRAULIC CONTROL VALVE CABLE HARNESS CONNECTOR PRESSURE REGULATOR Y1 – CLUTCH FOUR PRESSURE REGULATOR Y2 – CLUTCH REVERSE 7. PRESSURE REGULATOR Y3 – CLUTCH ONE 8. COVER 9. PRESSURE REGULATOR Y4 – CLUTCH THREE 10. PRESSURE REGULATOR Y5 – CLUTCH FORWARD 11. PRESSURE REGULATOR Y6 – CLUTCH TWO Figure 8. Hydraulic Control Valve

1.

2.

3.

4.

5.

6.

7.

8

PRESSURE REDUCING VALVE SYSTEM PRESSURE PRESSURE REGULATOR OPERATING VALVE CLUTCH DAMPER RESTRICTOR Figure 7. Clutch Valve

1300 SRM 1717

COOLING AND LUBRICATION Heat is primarily generated at the torque converter and at the clutch plates during transmission operation. The heat generated by mechanical friction at gears, shafts and bearings is relatively low.

Heat generated in the torque converter relates directly to the degree of stall, (i.e. the speed difference between engine and turbine). In a stall situation most of the supplied engine power is transferred into heat. This heat accumulates in the torque converter because of the reduced oil flow during a stall situation. With increasing turbine speed, the volume of added heat reduces, while simultaneously, the increased oil flow more rapidly transfers the accumulated heat.

Operation To expedite the warming up process, a thermostat valve is fitted between the torque converter outlet port and the transmission cooler. The thermostat starts opening at 70°C (158°F) and is completely opened at 85°C (185°F). At temperatures below 70°C (158°F), oil flow is directly returned to the transmission. At temperatures above 85°C (185°F), the entire oil flow from the outlet port has to pass the cooler before it is returned to the transmission.

Heat generated at the clutch plates varies with the available engine power at time of clutch engagement and the duration of clutch engagement. During normal operation, the transmission control system determines the duration of clutch engagement.

During inching it is the driver who controls the added heat in the clutch by varying engine power and clutch engagement. The transmission control system will close the forward or reverse clutch when a certain amount of generated heat has been exceeded.

Oil flow for cooling and lubrication passes through the torque converter. To protect the torque converter and the oil cooler, the converter safety valve limits maximum pressure between 11 and 13 bar (159.6 and 188.5 psi). To prevent cavitation during stall situations, the pressure back up valve maintains a minimum pressure of about 2.5 bar (36 psi).

The maximum occurring pressure at the pressure back up valve should never exceed 7.3 bar (106 psi).

From the transmission lubrication port the oil flows into channels in the different shafts, which lead to the shaft bearings for lubrication, and to the inside of the clutch packs where the oil absorbs the heat that is generated at the clutch plates. See Figure 9.

1. OIL CHANNEL Figure 9. Cooling and Lubrication

9

Operation

1300 SRM 1717

CONTROL SYSTEM The control system of the ZF Ergopower Transmission is based on inputs from different speed sensors to the Transmission Control Unit (TCU). The TCU reacts to these signals by changing its output signals to the pressure regulators for an adjusted clutch pressure. Input signals from other components such as the shift lever, parking brake or temperature sender, apply certain limitations to these output signals.

During shifting the following criteria will be considered:

Protection modes and self tests are part of the TCU programming and cannot be influenced.

The TCU is located in the side console of the cab.

The gauges and displays on the dashboard are used to read transmission related information. For diagnostics and settings, it is more convenient to use a laptop loaded with the Testman software.

•

Speed of engine, turbine, central gear train and output.

•

Transmission temperature.

Operating Modes

•

Shifting mode (up, down, reverse shifting, and speed engagement out of neutral).

Normal Mode

•

Load condition (full or part load, traction during shifting).

Transmission Control Unit (TCU) The TCU has software to control the operation of the transmission and performs the following functions: •

Perform self-test and troubleshooting.

•

Functional control of the transmission.

•

-

Automatic shifting.

-

Inching.

Enter a protection mode when required.

-

Improper pressures, and speeds.

temperatures,

-

No operator present.

-

Parking brake applied.

-

Gear or direction change at improper speeds.

•

Logging a fault code when circumstances have exceeded certain values.

•

Allow diagnostics and calibration with a laptop (Testman).

Depending on the signals of the shift lever and various switches and senders, the TCU activates or deactivates the pressure regulators in the control valve, which transfer hydraulic pressure to the clutches in the transmission. If an input signal does

10

not comply with the programming of the TCU, the TCU will record the fault and react by activating a protection mode. All events recorded are stored as a fault code and/or exceed code and are shown on the instrument cluster when the fault occurs. Faults can also be read at a later point in time, making it possible to trace intermittent problems.

There is NO failure detected in the transmission system or the failure has little or no effect on transmission control. The TCU will perform with little or no limitations.

Substitute Clutch Control The TCU CANNOT change the gears or the direction under the control of the normal clutch modulation. The TCU uses the substitute strategy for clutch control, all modulations are time controlled.

The display will show t_SCC.

Limp-Home Mode The detected failure in the system has strong limitations to transmission control. The TCU will only be able to engage one gear in either direction. In some cases only one direction will be possible. The display will show t_LMP. When the system enters the Limp-Home Mode, the controller shifts the transmission into neutral.

To continue driving, the operator must stop the truck, move the gear selector into the NEUTRAL position and then move the gear selector into travel mode. For trucks with a MONOTROL® pedal, make a direction change by using this pedal.

1300 SRM 1717 When truck speed in Limp-Home Mode exceeds a certain value, then the controller shifts into neutral again, requiring another full stop of the truck and another selector direction change.

Transmission Shut Down Mode If there is a severe failure detected by the TCU, control of transmission will be disabled. The TCU will shut off the solenoid valves for the clutches and the common power supply (VPS1). The TCU will shift the transmission into NEUTRAL. The operator must stop the truck. The transmission will remain in NEUTRAL.

TCU Shut Down Mode Occurs when the TCU has detected a severe failure that disables control of the system. The display will show t_SHT. At this time the TCU will shut down all solenoid valves and both common power supplies (VPS1 and VPS2).

Operation •

Error Mode (only shown if there are active errors)

•

Calibration Mode (special entry condition)

•

Error Log Mode (special entry condition)

Under normal operating conditions the LCD will show only the hour meter. If there are active errors it will scroll between Hour and Error Mode.

During TCU start-up the display will show te_NN. It verifies if all conditions are met before it allows normal operation.

During start-up the LCD can show 1,2 or 3 if some quick ignition ON is done or diagnostic switch is pressed, this is part of the special entry condition sequence for Error mode.

•

Hourmeter Reading

When the hourglass is shown, the LCD display is in hour meter mode and is showing engine running hours. See Figure 10.

The transmission will stay in NEUTRAL.

Transmission Exceed Codes During operation of the truck, the TCU controller may display transmission exceed codes on the LCD of the instrument cluster. These exceed codes reflect that the request made by the operator will not be executed because of certain circumstances. See the section ZF Transmission Fault Codes for a list of transmission exceed codes and a description of the encountered circumstances.

1. HOUR GLASS Figure 10. Hourmeter Display

Self-Test

If the transmission controller detects a fault, the LCD will show a fault code instead of the engine running hours.

At power up a series of checks is performed. If the TCU fails these checks, it will shut off all outputs.

The transmission cannot be operated until the problem is rectified. The relevant fault code will be displayed.

Fault codes starting with "t" refer to transmission exceed and fault codes. Refer to the section ZF Transmission Fault Codes in this manual for a list of exceed codes and fault codes.

Fault Codes Description The LCD can show different modes: •

When more than one fault occurs at the same time, the fault codes will be displayed in succession.

When circumstances have changed, and all faults have ceased to exist, the hour meter/fault code display will show engine running hours again.

Hour Meter Mode

11

Operation Fault code t_CON indicates a communication problem.

1300 SRM 1717 Each number is shown for 3 seconds, after which the following number is shown. The faults will be shown in the opposite sequence of occurrence: The most recent fault first and the first occurred fault last. When all recorded fault codes have been shown, the display will continue to repeat these recorded fault codes until the user exists the fault log mode.

Exit Fault code t_CON is shown when the instrument cluster does not receive a cyclic message or receives incorrect messages from the TCU.

Fault Log Mode

To exit the fault log mode, turn the ignition OFF and ON and leave ignition ON for more than 2 seconds. The cluster will return to normal mode when the parking brake is released or when the engine is started.

Access

Clear

The instrument cluster has a memory that records each fault when it occurs. These faults that have occurred can be reviewed at a later point in time by entering into the fault log mode. Proceed as follows to enter into the fault log mode:

To clear the fault codes logged in the display, proceed as follows: 1. Access into the fault log mode. See Access.

2. Turn ON ignition, but do not start lift truck.

2. Clear the fault log by pressing the service switch three more times (one second on, one second off). This is a repetition of the procedure to access the fault log mode. See Access.

3. Press service switch 3 times, press approximately for one second and release for one second (this represents one cycle). After the first cycle, the display will show a 1. After the second cycle, the display will show a 2. After the third cycle, the display will show a 3.

If the data-erasing process is successful, the display will show ’clear’. If the data-erasing process is not successful, the display will show the fault codes in the memory, shown in the order by the time of the occurrence. To return to the normal mode, follow the procedure as described in Exit.

1. Apply parking brake.

The display is now in fault log mode. When no faults have been recorded, the LCD display shows "clear." When faults have been recorded, the display shows a letter and 4 numbers for each fault code. For transmission fault codes, the letter is "t".

After the fault code, three further numbers are shown.

The numbers represent the following:

12

•

Fault code

•

Hourmeter reading at last occurrence

•

Hourmeter reading at first occurrence

•

Number of occurrences of current fault

Fault Log Memory Transmission fault codes are stored both in the memory of the Instrument Cluster and in the memory of the TCU, which have a limited capacity.

When the memory is full, it will delete the oldest fault recorded, to store the info of a new fault as it occurs.

To retain a maximum history of fault codes it is important to NOT inadvertently trigger new fault codes, that will remove fault codes of an existing (real) problem from the memory.

1300 SRM 1717 Inadvertently triggered fault codes are more often caused by disconnecting components while the TCU is still powered ON (= key switch is in the ON position).

If removal or disconnection of components is considered, first connect the Testman Program to diagnose a problem. Perform an ‘Operation Data Read” as indicated in the Testman Program and save the data in a file for further investigation. Further information about the Testman Program is in ‘ZFTestman Project Related Help’ which is posted on TRD under ‘Software’.

Fault Rectification Fault codes are listed in the section ZF Transmission Fault Codes, which provides a description of the fault and the reaction of the TCU. Each fault code represents a specific error or malfunction.

In most cases the suggested rectification is by checking electrical functionality between the TCU, the wiring and the sensors, solenoids, or switches.

Before disassembling components for test purposes, connect the Testman software. The software allows verification of the functionality of speed sensors, contamination switch, temperature sensor, shift lever, inch sensor, solenoids and throttle sensor. In case several possible defects are indicated, the Testman software may narrow down the number of possible defects, preventing unnecessary removal of components that function correctly.

Be careful not to inadvertently trigger new fault codes, that may remove existing fault codes from the memory. Inadvertently triggered fault codes are more often caused by disconnecting components while the TCU is still powered ON (= key switch is in the ON position). See Fault Log Memory for further explanation.

To rectify problems with switches, solenoids and sensors, look up their actual location, and test the component. For the location of the pressure regulators see Hydraulic Control Valve. For the location

Operation of sensors and switches see Speed and Temperature Sensors, and Figure 13. For test values of solenoids and sensors see Electrical Specifications.

NOTE: The Testman software and the Diagrams manual have wire and input references that relate to the TCU. To determine the exact location of a harness problem, look up the reference number of the component involved in Diagrams SRM. The legend of Diagrams SRM shows the related connector code and wire harness.

Diagrams SRM shows the wire harnesses that are relevant for the TCU wiring. Actual location of the connectors can be derived from their position on the harness and from their description. At the legend of the wire harness figures, pin location figures are shown for connectors interconnecting between harnesses.

To identify the harness problem, first determine connectivity between the TCU and the connector of the component that was indicated in the ZF Transmission Fault Codes. If an unsatisfactory result is returned, measure connectivity from harness to harness.

HYDRAULIC CONTROL VALVE The hydraulic control valve is located at the lefthand side of the transmission and contains the pressure regulator valves and check ports. Function of the hydraulic control valve depends on available pump supply pressure and the activation of the pressure regulators. Activation of the pressure regulators is controlled by the TCU. Hydraulic function of the control valve is schematically shown in Figure 6.

The location of the different pressure regulators are shown in Figure 11.

The location of the main components of the control valve are shown in Figure 12.

13

Operation

1.

2.

3.

4.

1300 SRM 1717

MAIN PRESSURE VALVE PRESSURE REDUCING VALVE HOUSING CABLE HARNESS CONNECTOR

5. PRESSURE REGULATOR 6. COVER 7. VALVE BLOCK Figure 11. Solenoid Locations Legend for Figure 12 1. MAIN PRESSURE VALVE WITH SPRING 2. VIBRATION DAMPER WITH SPRING 3. FOLLOW-ON SLIDE WITH SPRING

Figure 12. Control Valve Components

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1300 SRM 1717

Operation

Hydraulic Control Valve Repair Repairs to the control valve, in most circumstances, are limited to replacing solenoids and gaskets. Hydraulic components of the control valve may be inspected, are available for replacement, but cannot be adjusted.

The check ports for various clutches can be pressurized with air. The amount of air pressure applied should be approximately 14 bar (200 psi). When applying air pressure to the check ports, clutch engagement and obvious leaks can be established. For the location of the ports see Figure 13.

For details of control valve replacement see the manual Transmission Repair (ZF-WG211) 1300SRM1718.

Solenoid Replacement For details of solenoid replacement see the manual Transmission Repair (ZF-WG211) 1300SRM1718.

Pressure Check All transmission oil pressures can be measured at the side of the control valve by using M10X1 fitting.

See Figure 13 and Table 2 for list of check port numbers and their description. The port numbers mentioned at each check point correspond with the port numbers as shown on Figure 6.

None of the oil pressures are adjustable. If a pressure is out of specification, the cause has to be established by further checking.

Figure 13. Check Ports, Control Valve

The control valve includes the main pressure valve and (pilot) pressure reducing valve.

Table 2. Check Ports, Control Valve Item

Port Number

Description

Relief Pressure

Normal Pressure

1

51

Torque Converter In

11-13 bar (159-188 psi)

5 bar (72.5 psi) @ 1500rpm

2

65

System Pressure

16-18.5 bar (232-268 psi)

System Pressure

3

57

Clutch Two

16-18 bar (232-261 psi)

System Pressure

4

53

Clutch Forward

16-18 bar (232-261 psi)

System Pressure

5

58

Clutch Three

16-18 bar (232-261 psi)

System Pressure

6

60

Clutch Four

16-18 bar (232-261 psi)

System Pressure

7

55

Clutch Reverse

16-18 bar (232-261 psi)

System Pressure

8

56

Clutch One

16-18 bar (232-261 psi)

System Pressure

9

52/63

Converter Pressure Back Up Valve

4.3-7.3 bar (62-106 psi)

2.5 bar (36 psi)

15

Operation

1300 SRM 1717

Pressure Specifications Temperature of the oil must be 80 to 90°C (180 to 199°F) for correct pressure measurement.

In the cooling and lubrication circuit the torque converter causes additional flow resistance with increasing speed difference between engine and transmission input shaft.

SPEED AND TEMPERATURE SENSORS Before disassembling components for test purposes, connect the Testman software. The software allows verification of the functionality of several components, preventing unnecessary removal.

Speed Sensors The function of the speed sensors is to determine the rotation speed of the different groups of gears.

The TCU calculates the speed ratios between the

1.

2.

3.

4.

BREATHER FILTER CONTAMINATION SWITCH ENGINE SPEED SENSOR CONVERTER OUTPUT TEMPERATURE SENSOR

different groups and compares the calculated values with the programmed values. If deviation exceeds an allowable value, the TCU generates a fault code and eventually enters a protection mode.

Below are a few examples of speed inputs and ratios that are monitored by the TCU: •

Converter Speed Ratio -

The ratio between engine speed and turbine speed is called the converter speed ratio, which is a measure of the power being transferred through the converter. This ratio is a major factor for the TCU to determine in the automatic selection mode, if a next higher or lower gear is to be selected. During calibration, a sudden change in converter speed ratio is used to determine the clutch piston position, at the moment the clutch starts clamping.

5. INTERMEDIATE SPEED SENSOR 6. TURBINE SPEED SENSOR 7. OUTPUT SPEED SENSOR

Figure 14. Sensors and Switches

16

1300 SRM 1717 •

Transmission Ratio -

•

Each selected transmission gear has a specific transmission ratio. When one of the direction clutches is closed and the output speed has reached a certain value for checking, then the actual ratio is compared with the specified ratio. If deviation exceeds limits, one of the clutches is assumed to be slipping.

A fault is flagged and the TCU enters the Shut Down Mode.

If the turbine, internal or output speed sensor fails, then the TCU calculates the actual ratio’ based on the value of the remaining sensors. This allows continued operation of the transmission. Speed sensor failure is indicated by a fault code. If the engine speed sensor fails, or if more than one speed sensor fails, then the TCU will enter the Limp Home Mode and flag a fault.

Maximum Torque During Inching -

•

Torque Converter Out, Port 52 -

Testman shows functionality of each of the speed sensors under "Speeds/Torque Monitor". Electrical functionality can be tested by checking resistance over the sensors. See Electrical Specifications.

Temperature Sensors There are two temperature sensors which measure the temperature at two different locations as follows: Sump Temperature (pump supply), Port 63 -

This sensor is connected with the TCU. The function is to trigger a protection mode. Testman indicates functionality of this sensor under "Speeds/ Torque Monitor".

Shift Lever The shift lever is mounted on the left side of the steering column and provides information to the TCU. The direction of travel is selected by moving the lever from the middle neutral position to the up position to go forward or to the lower position to go in the reverse direction. To select the desired drive program, rotate the selector handle to the desired position 1 through 4. See Figure 15 and Table 3.

The TCU programming interprets the inching pedal position as the required pressure for the inching clutch. The heat generated in the inching clutch is proportional to the power transferred by the torque converter (= converter speed ratio). When the power transferred is at too high level during too long a time, the TCU will release pressure in the clutch and flag a fault.

Test

•

The signal to the TCU is translated into a CANbus signal to the dashboard and represents transmission sump temperature. Testman indicates functionality of this sensor under "Speeds/ Torque Monitor".

Gear Ratio -

•

Operation

This sensor is integrated in the control valve wiring harness and is connected with the TCU.

1. SELECTOR HANDLE 2. DIRECTION INDICATOR 3. DRIVE PROGRAM SELECTOR Figure 15. Shift Lever Table 3. Gear Selection Shift Lever Position

Shifting Range

Position 1

1st Gear

Position 2

1st and 2nd Gear

Position 3

2nd to 5th Gear

Position 4

1st to 5th Gear

17

Operation

1300 SRM 1717

MONOTROL® Pedal The MONOTROL® pedal controls the speed of the engine and the direction of travel. See Figure 16.

There are two switches in the MONOTROL® pedal assembly. When the parking brake is released, the parking brake switch permits battery power to flow to the MONOTROL® pedal switches.

When the MONOTROL® pedal is in the forward position, the forward pedal switch is actuated. Battery power flows through the forward pedal switch to the TCU. When the MONOTROL® pedal is in the reverse position, the reverse pedal switch is activated. Battery power flows through the reverse pedal switch to the TCU.

See the Operating Manual for instructions on how to add coolant and transmission oil.

Stall Test Description The stall test provides indications for the condition of the engine, transmission clutches, and torque converter. The stall test is performed with the transmission engaged and operating the engine at full throttle while blocking the drive wheels. The stall speed should be around 2050 rpm ± 50 rpm.

Stall Test Procedure

CAUTION Do not hold the throttle open for more than 15 seconds at a time. Permit the engine to operate at idle speed for two minutes between tests.

CAUTION Release the accelerator immediately if the engine speed increases to its governed speed: Cummins Diesel Engine, 2425 rpm ±2%

CAUTION Performing a stall test in 1st gear may damage the internal parts of the drive axle.

Figure 16. MONOTROL® Pedal

ZF TRANSMISSION TEST AND CALIBRATION Transmission Test and Calibration Precautions Before testing or calibrating the transmission, verify the following:

18

•

Make sure the coolant level in the engine cooling system is correct.

•

Make sure the parking brake and service brakes operate correctly.

•

Make sure the oil level in the transmission is at "Full Level" when hot.

•

Make sure the transmission oil temperature is at least 71°C (160°F).

Perform the stall test in 2nd gear only (gear selector position 2).

1. Connect a laptop computer to the diagnostic connector in the side console. Select the screen (Speeds/Torque Monitor) to read the engine speed.

2. Put a capacity load on the forks to prevent the wheels from turning.

3. Put the lift truck against an object that cannot move.

4. Select 2nd gear forward by moving the gear selector forward in position 2.

5. Push the accelerator pedal to full throttle.

6. Read the engine (stall) speed and release the throttle pedal.

1300 SRM 1717 If the stall speed is 50 to 200 rpm below the specification, the engine is not operating at full power.

Check if engine fault codes are present and rectify any indicated problems.

If the stall speed is higher than specification, the engaged clutch(es) may not be holding or the torque converter is damaged. Check if transmission fault codes are present and rectify any indicated problems.

If no transmission fault codes are present and the stall speed is much higher than specification, remove the torque converter for inspection or replacement.

If stall speed is only slightly higher than specification, consider service life of the torque converter and the option to replace the torque converter immediately or at a later point in time.

Operation Inch pedal calibration is required when a new controller is installed, or when inching sensor adjustment has been changed. If the inch pedal is not calibrated, the truck will not move and a fault code is shown on the LCD display.

NOTE: Apart from the inching signal itself, the inching sensor generates a second signal which is 50% lower than the inching signal. The purpose is to monitor correct functionality and avoid uncontrolled pressurization of the inching clutch. If these two signals are out of range, the LCD display will show fault code tP421, demanding replacement of the inching sensor.

Calibration Before calibrating the inch pedal, the brake and inch pedal, and the inching sensor must be adjusted. See Inch Sensor Adjustment.

Inch Pedal Calibration

Brake and Inch Pedal Adjustment

Description

1. Turn the adjustment bolt for the brake pedal until there is no play between the bolt on the brake valve and the roller under the brake pedal. See Figure 17.

Inching is a controlled traction and braking mode.

It enables higher engine speeds for increased hydraulic function speeds, while truck travel speed remains low. The inching function is obtained by relating the inching pedal position to clutch pressure.

This relation results in a natural reaction of the operator to depress the inch pedal further when actual truck speed is too high. Further depressing the inch pedal increases service brake pressure and also causes pressure to drop in the inching clutch, which reduces truck speed independent of engine speed.

For correct inching operation the controller needs to have the exact sensor tension values entered for the inch pedal positions “completely released” and “completely depressed”. The controller assumes that the pedal position “completely released” will correspond with a value between 0.7 and 0.9 Volt and the position “completely depressed” will correspond with a value between 4.3 and 4.7 volt. The actual resistance values are entered during the calibration procedure. The controller generates a fault code when the actual value falls outside of the accepted range.

2. Position the top of the inching pedal and the brake pedal at equal height. Adjust the adjustment bolt for the brake pedal coupling so that the inching pedal has no free play.

Inch Sensor Adjustment 1. Connect a laptop, loaded with Testman software, to the diagnostic connector located in the side console. See Figure 18.

2. Select Analog Inputs in Testman.

3. Verify Inch Sensor 1 (AU1 [V]) voltage for the inching sensor is between 0.8-0.9V (800-900 mV).

4. If voltage is incorrect, proceed as follows: a. Raise the Cab until the latch locks in the partial open position. See Operator's Cab 0100SRM1390for proper procedure.

19

Operation

1300 SRM 1717

Calibration Procedure Using the Calibration Switch 1. Turn the calibration switch to the ON position (flip the switch to the down position) and sit in the operator’s seat. See Figure 18.

2. Turn the ignition key switch to the ON position, but DO NOT start the truck. The inch pedal calibration mode is now active.

3. The LCD display shows: tP_dn. Slowly press the inch pedal all the way down to the end position in 2 to 3 seconds and hold.

4. The LCD display shows: tP_UP. Slowly release the inch pedal in 2 to 3 seconds to the completely released position.

5. When all values are within range the LCD display shows: tPSEt, indicating inch pedal calibration is finished. See Table 4.

1.

2.

3.

4.

BRAKE PEDAL INCHING PEDAL PEDAL COUPLING ADJUSTMENT BOLT PEDAL ADJUSTMENT BOLT Figure 17. Pedal Assembly b. Loosen the two mounting bolts of the inching sensor.

6. If inch pedal calibration is not successful, the LCD display shows a fault code. See Inch Pedal Calibration Fault Codes.

7. After calibration is finished, switch OFF ignition and turn the calibration switch OFF (flip the switch to the up position).

c. Rotate the sensor in the slotted holes until output voltage is between 0.8-0.9V (800-900 mV) in released pedal position. d. Tighten the two mounting bolts and verify output voltage is still correct.

Inch Pedal Calibration Preparation 1. Park truck on level ground and apply the park brake.

2. Make sure pedals and inch sensor have been correctly adjusted.

3. Verify the Forward/Reverse lever is in NEUTRAL. 4. Turn the ignition key in the OFF position.

1. TCU 2. DIAGNOSTIC CONNECTOR 3. CALIBRATION SWITCH Figure 18. Calibration Switch Location

20

1300 SRM 1717

Operation

Table 4. Inch Pedal Calibration LCD Display Inch Pedal Down

tP_dn

Inch Pedal Up

tP_UP

Calibration Set

tPSEt

Calibration Procedure Using the Testman software 1. Connect a laptop computer, with the Testman software loaded, to the Diagnostic Connector in the side console. See Figure 18.

2. Ensure that someone is sitting in the operator’s seat.

3. Turn the key switch to the ON position, but DO NOT start the truck.

Inch Pedal Calibration Fault Codes During the Inch Pedal calibration process an fault code may be generated. The LCD display will show "tPrET" or "TPYXX". “tPrEt” stands for: Transmission Pedal Retry.

When “tPrEt” is shown on the display, release the pedal, turn the ignition switch to OFF, and proceed with step 2 of the calibration procedure. tPxxx” stands for: Transmission Pedal and a three digit fault code. See Table 5.

When “tPxxx” is shown on the display, look up the fault code in Table 5 and turn the ignition switch to OFF. Rectify the problem as explained in Table 5 and proceed with step 2 of the calibration procedure.

4. Select Inch Sensor Calibration from the Testman menu and follow the instructions on the screen.

5. After calibration is complete, switch OFF ignition and disconnect laptop computer from the Diagnostic Connector in the side console.

Table 5. Inch Pedal Calibration Fault Codes Fault Code

Explanation

Rectifying Actions

tP410

Shift Lever NOT in Neutral and / or No signal from Operator’s Presence Seat Switch.

Put shift lever in neutral and / or be seated in the operator seat.

tP411

Sensor Supply Voltage is out of specified range.

Check controller supply voltage on wire 251. Repair wiring or replace controller.

tP412

Output Speed is not zero.

Apply the park brake.

tP413

Sensor Voltage below specified range.

Check Sensor Adjustment.

tP414

Sensor Voltage Above Specified Range.

Check Sensor Adjustment.

tP415

Sensor Position for Released Pedal Out of Check Sensor Adjustment. Find reason for Specified Range. deviating sensor position when pedal released.

tP416

Sensor Position for Pressed Pedal Out of Specified Range.

Check Sensor Adjustment. Find reason for deviating sensor position when pedal pressed.

21

Operation

1300 SRM 1717 Table 5. Inch Pedal Calibration Fault Codes (Continued)

Fault Code

Explanation

Rectifying Actions

tP418

Time-Out Calibration, Pedal not moved After Calibration Start.

Perform pedal movements within 5 seconds after command is shown on LCD display.

tP419

Angle Between Pedal Positions Released and Pressed to Small.

Find reason for limited sensor movement.

tP420

Angle Between Pedal Positions Released and Pressed to Big.

Check condition and adjustment of pedal stops.

tP421

Sensor Signal 1 and 2 don’t match.

Replace inch sensor.

Clutch Calibration Description The TCU is programmed to quickly fill the clutch until the piston starts clamping the discs and only then raise clutch pressure further within a certain period of time until full engagement has been reached.

When shifting up, the clutch to be released will start relieving its pressure at the same moment when the engaging clutch starts clamping. For a short period of time, these two clutches are both partially engaged. This provides the feature to shift up a gear smoothly under full traction.

As the clutch plates wear, they will get slightly thinner. This implies that the piston of the engaging clutch will have longer travel until the piston starts clamping the discs. The releasing clutch would start slipping too early. The transmission would no longer shift smoothly.

During clutch calibration the Testman software or the LCD display will indicate the stage of the calibration process. See Table 7.

When the clutch calibration is interrupted a fault code is generated, which indicates at which stage the calibration process was interrupted and the occurring fault condition. See Table 6.

Clutch Calibration Procedure NOTE: For clutch calibration, either the calibration switch or the Testman software may be used, but never a combination of the two. If the Testman software is connected, the calibration switch CANNOT be used for calibration. The display will not show calibration information.

To raise the transmission oil temperature, run the engine while stalling the torque converter as follows:

CAUTION

The TCU has a calibration program to readjust the clutch filling time and pressure to reach full engagement. Clutch filling time is determined by the elapsed time between clutch fill start and the moment when the turbine speed sensor detects a change in speed (touch detection). The time to reach full engagement is determined by the elapsed time between touch detection and full clutch engagement.

Prior to performing this test establish a 5 m (16.5 ft)perimeter around the lift truck without barriers or obstacles.

Perform clutch calibration after every 2000 hour oil change. Clutch calibration is also required after replacing the controller, the control valve or the entire transmission. Without clutch calibration the controller will generate a fault code which may prevent the truck to move.

3. Select drive program 2.

22

1. Apply the brake pedal (not Inch Pedal) so the lift truck will not move.

2. Verify the shift lever / MONOTROL® is in FORWARD.

NOTE: The transmission oil temperature gauge mid point is 75°C (167°F).

1300 SRM 1717 4. Run the engine at half throttle until the oil temperature is at least 71°C (160°F).

Manual Clutch Calibration Procedure

Operation When clutch calibration is interrupted, a fault code is generated. Rectify the problem as indicated in Table 6 and proceed with step 2 of the calibration process.

When the transmission calibration switch is on (toggled in the DOWN position) the instrument cluster LCD will be set to transmission clutch calibration mode. The transmission warning light will be ON and the hour meter mode will not show.

LCD Transmission clutch pack calibration mode is set on "LCD" when transmission service switch is set active and the engine RPM is between 700-900 RPM (engine idle). If active error codes are present, the LCD will scroll between the error codes and the transmission calibration mode. See Table 6.

NOTE: Do not interfere with calibration process.

Activating any controls or components will interrupt the calibration process before completion.

1. Park truck on level ground with a minimum of 5 m (16.5 ft) clearance between the truck and any object.

TCXXY XX

Y Description

01

Y Calibrating Clutch 1

2. Apply the parking brake.

02

Y Calibrating Clutch 2

3. Verify the forward/reverse lever is in NEUTRAL.

03

Y Calibrating Clutch 3

05

Y Calibrating Forward Clutch

NOTE: The transmission oil temperature gauge mid point is 75°C (167°F).

06

Y Calibrating Reverse Clutch

07

Y Calibrating Complete - Calibration Set, Display will show "TC SET"

08

Y Calibration aborted - Canceled

09

Y Calibration Aborted While Adjusting Clutch 1

6. Block the drive tires.

10

7. Turn the calibration switch on (flip calibration switch down) and sit in the operators seat.

Y Calibration Aborted While Adjusting Clutch 2

11

Y Calibration Aborted While Adjusting Clutch 3

13

Y Calibration Aborted While Adjusting Forward Clutch

14

Y Calibration Aborted While Adjusting Reverse Clutch

XX

0 Default

XX

1 Fault Condition Present

XX

2 Shift Lever not in Neutral / No Signal from Operator Presence Seat Switch

XX

3 Park Brake NOT Applied

4. Make sure the transmission oil temperature is at least 71°C (160°F).

5. Turn OFF ignition.

NOTE: You must start the truck. Turning on the ignition only will activate the Inch Pedal calibration procedure.

8. Start the engine (leave the engine at idle (700-900 RPM) during the calibration process).

9. The clutch calibration mode is now active. The complete automatic calibration process takes 3 to 5 minutes. The screen will show TCXXY to indicate which step of the calibration process is being completed. The engine speed will remain at idle during calibration. See Table 7.

10. When the calibration process is complete, the LCD will display TC SET. 11. After calibration is complete, switch OFF ignition and turn the calibration switch off (flip the service switch to the up position).

Table 6. Clutch Calibration Fault Codes

23

Operation

1300 SRM 1717

Table 6. Clutch Calibration Fault Codes (Continued) TCXXY XX

Y Description

XX

4 Output Speed NOT = 0

XX

5 Transmission Oil Temperature Below Range

XX

6 Transmission Oil Temperature Above Range

XX

7 Engine RPM below Specified Range

Table 7. Normal Clutch Calibration Sequence Value Description

Display Reading

Reverse Clutch

TC060

Forward Clutch

TC050

Clutch 1

TC010

Clutch 2

TC020

Clutch 3

TC030

Calibration Set

TCSET

Testman Clutch Calibration Procedure 1. Park truck on level ground with a minimum of 5 m (16.5 ft) clearance between the truck and any object.

2. Apply the parking brake.

3. Verify the forward/reverse lever is in NEUTRAL. 4. Make sure the transmission oil temperature is at least 71°C (160°F).

5. Turn OFF ignition 6. Block the drive tires.

7. Connect a laptop computer, with the Testman software loaded, to the diagnostic connector in the side console. See Figure 18.

8. Ensure that someone is sitting in the operators seat.

9. Start the engine, leave the engine at idle (700-900 RPM) during the calibration process.

24

10. Select Transmission clutch calibration from the Testman menu and follow the instructions on the screen.

When clutch calibration is interrupted, a fault code is generated. Rectify the problem as indicated in Table 6 and proceed with step 2 of the calibration process.

NOTE: Do not interfere with calibration process.

Activating any controls or components will interrupt the calibration process before completion. The Testman will show when calibration process has been completed. During calibration the Testman may show calibration condition messages or error codes.

11. After calibration is complete, switch off ignition and disconnect laptop computer from diagnostic connector in the side console.

TESTMAN Description Be aware not to inadvertently trigger fault codes, that may remove fault codes of an existing problem from the memory. See Fault Log Memory for further explanation.

For convenient diagnostic troubleshooting, adjusting software settings and TCU configuration, the ZF-Testman diagnostic software is available.

The Testman provides menu guidance for the diagnosis of the ZF transmission. It can be used to interrogate the electronic control units on the ZF transmission and then process any error messages found by following troubleshooting tips provided.

The Testman system consists of a laptop computer, diagnostic software, a USB (Universal Serial Bus) cable, Programming adapter, and an adapter cable.

Connection Install the Testman software on a laptop per instructions delivered with the Testman software.

The help text contains all information required to work with the diagnostic software and also provides the necessary guidance.

1300 SRM 1717 Connect the adapter cable to the truck. The truck diagnostic connector is located in the side console of the cab. See Figure 18. Start the Testman software and establish communication. Make sure the ignition key is turned to the ON position.

Operation The default values can be adjusted with Testman, using the Limitations Tab in the Truck Configuration menu. See Figure 20.

TRUCK CONFIGURATION To activate the correct drive program in the TCU, the controller is configured at the end of the assembly line.

Truck configuration is only required if the TCU is replaced or reprogrammed. The TCU needs to be configured with Testman, using the truck configuration menu.

When the truck configuration data is not available from the TCU a Testman Warning Screen indicates the configuration is lost and truck configuration is required. See Figure 19.

NOTE: The truck configuration screen opens with default fields and does not retrieve information from the controller other than the truck serial number and Transmission serial number. Stored values can be found in the Truck Information menu. Only hit "ACCEPT" in the configuration screen when a new controller is installed or the controller is reprogrammed. Accepting incorrect Configuration leads to wrong drive program selection or loss of TCU configuration.

Figure 19. Testman Configuration Screen

Configuration In the Truck configuration menu, Unit Code, Model, Tire Size, Direction Control Option, Truck Serial Number and Transmission Serial Number are mandatory fields. All fields have to be set during the configuration in order to activate the correct drive program for the truck.

Inching is default enabled but can be disabled at customer request. Disabling inching will activate declutch mode in the controller.

Limitations Testman offers the ability to adjust certain default maximum values to meet customer specific requirements. The values in the controller can be adjusted within a fixed threshold.

Figure 20. Testman Limitation Screen

25

Capacities and Specifications

1300 SRM 1717

Capacities and Specifications ELECTRICAL SPECIFICATIONS Inductive Speed Sensor (engine, turbine, and intermediate):

Supply Voltage - 24 V Proportional Clutch Valves:

Resistance - 1050Ω (±10%) at 20°C (68°F)

Resistance - 19Ω (± 10%) at 20°C (68°F)

Temperature Range - −40°C (−40°F) to 150°C (302°F)

Current - 100 to 500 mA

Hall Sensor (output speed): Temperature Range - −40°C (−40°F) to 150°C (302°F)

26

Working Range - 2 Hz to 5000 Hz

Pressure Range - 0.8 to 8.3 bar (11.6 to 120.4 psi)

1300 SRM 1717

Capacities and Specifications

TRANSMISSION CONTROL UNIT DIAGRAM

Figure 21. Transmission Control Unit Wiring Diagram

27

Capacities and Specifications

1300 SRM 1717 Legend for Figure 21

1. TRANSMISSION CONTROL UNIT (TCU) 2. OUTPUT SPEED SENSOR 3. INTERNAL SPEED SENSOR 4. TURBINE SPEED SENSOR 5. ENGINE SPEED SENSOR 6. TRANSMISSION CONTROL VALVE 7. TORQUE CONVERTER TEMPERATURE SENSOR 8. SHIFT LEVER 9. MONOTROL® PEDAL (OPTIONAL) 10. INCHING PEDAL 11. ZF DIAGNOSTIC CONNECTOR 12. ZF DISPLAY CONNECTOR 13. CALIBRATION SWITCH

ZF Transmission Fault Codes TRANSMISSION EXCEED CODES Fault Code Displayed

28

Explanation

Operator Action

Te_nn

Not Neutral, waiting for neutral after power up or a severe fault.

To engage a gear, first move shift lever to neutral position and again to F (forward) or R (reverse) position.

tcold

Transmission temperature is below -10°C (14°F) and gears will not be engaged.

Operate engine until tcold warning has cleared.

tERPm

Warning high engine speed.

Changes between actual gear / direction while driving, in neutral only displayed if no fault is detected.

tE101

The vehicle speed is too high to make the requested direction change.

Be aware that the controller has put the transmission into neutral. Slow down the vehicle to allow the controller to change direction.

tE201

The engine speed is too high to make the requested direction change or reengagement.

Lower engine speed.

tE300

Reduced vehicle speed is active.

Be aware.

tE301

The reduced vehicle speed limitation is Reduce vehicle speed below the maximum active, however, the vehicle speed is above vehicle speed. the speed limitation.

tE302

The vehicle speed is above the maximum vehicle speed limit.

Reduce vehicle speed below the maximum vehicle speed.

tE600

Operator is not seated and shift lever is NOT in Neutral and/or parking brake is NOT activated.

Shift lever to neutral and/or apply parking brake.

1300 SRM 1717

ZF Transmission Fault Codes

Fault Code Displayed

Explanation

Operator Action

tE400

Abnormal acceleration is detected.

One or both drive wheels are skidding.

Automatic shifting is disabled. Adjust braking effort to floor conditions.

tE401

Abnormal acceleration is detected.

One or both drive wheels are spinning.

Automatic shifting is disabled. Apply throttle according driving conditions.

tE501

Transmission needs recalibration.

Contact Maintenance to have the transmission recalibrated.

tE701

Turbine speed exceeds the limit.

Reduce vehicle speed. The controller has reduced engine speed to idle.

TESTMAN FAULT CODES Fault Code Displayed

Description

Reaction From TCU

t0100

Logical error at directional select signal for 3rd gear shift lever position.

TCU shifts transmission to neutral if selector is active.

t0101

Logical error at gear range signal.

TCU shifts transmission to neutral.

t0102

Logical error at direction select signal.

TCU shifts transmission to neutral.

t0103

Logical error at Engine Derating Device.

After selecting neutral, TCU changes to Limp Home mode.

t0104

Logical error at park brake status.

TCU shifts transmission to DCO-State.

t0105

Logical error at direction select signal 2nd TCU shifts transmission to neutral if gear shift lever position. selector active.

t0106

Logical error at axle connection.

Operational mode remains normal.

t0107

S.C. to ground at customer specific function no.1.

No reaction from TCU, customer specific.

t0108

S.C. to battery voltage at customer specific function no.1.

No reaction from TCU, customer specific.

t0109

O.C. at customer specific function no.1.

No reaction from TCU, customer specific.

t0110

S.C. to ground at customer specific function no.2.

No reaction from TCU, customer specific.

t0111

S.C. to battery voltage at customer specific function no.2.

No reaction from TCU, customer specific.

t0112

O.C. at customer specific function no.2.

No reaction from TCU, customer specific.

t0113

S.C. to ground at customer specific function no.3

No reaction from TCU, customer specific.

t0114

S.C. to battery voltage at customer specific function no.3.

No reaction from TCU, customer specific.

t0115

O.C. at customer specific function no.3.

No reaction from TCU, customer specific.

29

ZF Transmission Fault Codes

Fault Code Displayed

30

1300 SRM 1717

Description

Reaction From TCU

t0201

S.C. to battery voltage at clutch cutoff / inch pedal input.

Clutch cutoff / inching function is disabled.

t0202

S.C. to ground or O.C. at clutch cutoff / inch pedal input.

Clutch cutoff / inching function is disabled.

t0203

S.C. to battery voltage at load sensor input.

Retarder function is affected.

t0204

S.C. to ground or O.C. at load sensor input.

Retarder function is affected.

t0205

S.C. to battery voltage or O.C. at transmission sump temperature sensor input.

No reaction.

t0206

S.C. to ground at transmission sump temperature sensor input.

No reaction.

t0207

S.C. to battery voltage or O.C. at retarder / Torque converter temperature sensor input.

No reaction.

t0208

S.C. to ground at retarder / Torque converter temperature sensor input.

No reaction.

t0209

S.C. to battery voltage or O.C. at Parking brake sensor input.

TCU uses default value.

t0210

S.C. to ground Parking brake sensor input.

TCU uses default value.

t0211

Inch sensor signal mismatch.

During inching mode, TCU shifts to neutral.

t0212

S.C. to battery voltage or O.C. at DLM Traction Adjust dashboard device input.

TCU uses default value.

t0213

S.C. to ground DLM Traction Adjust dashboard device input.

TCU uses default value.

t0214

S.C. to battery voltage or O.C. at DLM Steering Angle Sensor input.

TCU uses default value.

t0215

S.C. to ground DLM Steering Angle Sensor input.

TCU uses default value.

t0301

S.C. to battery voltage or O.C. at engine speed input.

TCU changes to Substitute Clutch Control mode.

t0302

S.C. to ground at engine speed input.

TCU changes to Substitute Clutch Control mode.

t0303

Logical error at engine speed input.

TCU changes to Substitute Clutch Control mode.

t0304

S.C. to battery voltage or O.C. at turbine speed input

TCU changes to Substitute Clutch Control mode.

t0305

S.C. to ground at turbine speed input.

TCU changes to Substitute Clutch Control mode.

1300 SRM 1717

ZF Transmission Fault Codes

Fault Code Displayed

Description

Reaction From TCU

t0306

Logical error at turbine speed input.

TCU changes to Substitute Clutch Control mode.

t0307

S.C. to battery voltage or O.C. at internal speed sensor.

TCU changes to Substitute Clutch Control mode.

t0308

S.C. to ground at internal speed input.

TCU changes to Substitute Clutch Control mode.

t0309

Logical error at internal speed input.

TCU changes to Substitute Clutch Control mode.

t0310

S.C. to battery voltage or O.C. at output speed input.

TCU enters special mode for gear selection.

t0311

S.C. to ground at output speed input.

TCU enters special mode for gear selection.

t0312

Logical error at output speed input.

TCU enters special mode for gear selection.

t0315

Output speed Zero doesn't fit to other speed signals.

TCU enters special mode for gear selection.

t0400

FCAN message Gear Range Select (ZF_3_IDENT) contains invalid data.

Gear range is set from 1st to 5th.

t0401

TCU ignores FWD commands.

TCU receives messages Gear Range Select (ZF_3_IDENT) and Front Wheel Drive Status (V_IDENT_FWD) although configuration states that FWD controller is not installed.

t0500

FMR1 time out.

TCU operates like jake brake is off and exhaust brake is off.

t0501

FMR2 time out.

TCU changes to Substitute Clutch Control mode.

t0502

EA Module 1 time out.

TCU shifts to neutral and uses substitute gear selector.

t0502

SSM1 time out.

TCU closes Park Brake if output speed is below 0.5 km/h.

t0502

Instrument time out.

AEB about if active.

t0503

ABS time out.

No reaction.

t0504

MDU1 time out.

TCU keeps old auto downshift information and old manual downshift information.

t0504

DCT1 time out.

TCU enters Normal operational mode.

t0505

DNS1 time out.

TCU shifts to Neutral.

t0505

SCT1 time out.

TCU enters Normal operational mode.

t0505

FLC1 time out.

TCU keeps old auto/man selection, old Clutch cutoff selection and old Clutch Cutoff Setting.

31

ZF Transmission Fault Codes

Fault Code Displayed

32

1300 SRM 1717

Description

Reaction From TCU

t0505

JSS time out.

TCU shifts to Neutral while Joystick Steering is active.

t0505

Front Wheel Drive Statues time out.

TCU shifts to Neutral.

t0506

ENGINE CONF time out.

TCU changes to Substitute Clutch Control mode.

t0507

EEC1 time out.

TCU changes to Substitute Clutch Control mode.

t0508

EEC3 time out.

TCU changes to Substitute Clutch Control mode.

t0509

AEB-Request and Park Brake Test Signals ON at the same time.

No reaction.

t0510

Park brake status signal.

No reaction.

t0512

Auto downshift signal.

Last selection is kept.

t0513

Manual downshift signal.

Last selection is kept.

t0514

CCO request signal.

Last selection is kept.

t0515

Shift lever signal.

TCU shifts to Neutral and uses information from substitute shift lever.

t0515

Transmission Neutral Request signal.

TCU enters Normal operational mode.

t0515

Can message Front Wheel Drive Status TCU shifts to Neutral.

(V_IDENT_FWD) contains invalid data.

t0600

Additional brake status signal.

No reaction.

t0601

AEB request signal.

No reaction.

t0602

PTO torque signal.

No reaction.

t0603

Driving mode signal.

No reaction.

t0604

Starting gear signal.

No reaction.

t0605

Engine torque signal.

TCU changes to Substitute Clutch Control mode.

t0609

Reference engine torque signal.

TCU changes to Substitute Clutch Control mode.

t0610

Actual engine torque signal.

TCU changes to Substitute Clutch Control mode.

t0611

Nom friction torque signal.

TCU changes to Substitute Clutch Control mode.

t0614

EEC2 time out.

No reaction.

t0701

S.C. to battery voltage at clutch K1.

TCU shifts to Neutral.

t0702

S.C. to ground at clutch K1.

TCU shifts to Neutral.

t0703

O.C. at clutch K1.

TCU shifts to Neutral.

t0704

S.C. to battery voltage at clutch K2.

TCU shifts to Neutral.

1300 SRM 1717

Fault Code Displayed

ZF Transmission Fault Codes

Description

Reaction From TCU

t0705

S.C. to ground at clutch K2.

TCU shifts to Neutral.

t0706

O.C. at clutch K2.

TCU shifts to Neutral.

t0707

S.C. to battery voltage at clutch K3.

TCU shifts to Neutral.

t0708

S.C. to ground at clutch K3.

TCU shifts to Neutral.

t0709

O.C. at clutch K3.

TCU shifts to Neutral.

t0710

S.C. to battery voltage at converter clutch. No reaction.

t0711

S.C. to ground at converter clutch.

Converter lock up clutch solenoid connected at ADMx.

t0712

O.C. at converter clutch.

No reaction.

t0713

S.C. to ground at derating device.

Engine derating will on until TCU power down, even if fault vanishes (loose connection).

t0714

S.C. to battery voltage at derating device. No reaction.

t0715

O.C. at engine derating device.

No reaction.

t0801

S.C. to battery voltage at clutch K4.

TCU shifts to Neutral.

t0802

S.C. to ground at clutch K4.

TCU shifts to Neutral.

t0803

O.C. at clutch K4.

TCU shifts to Neutral.

t0804

S.C. to battery voltage at clutch KV.

TCU shifts to Neutral.

t0805

S.C. to ground at clutch KV.

TCU shifts to Neutral.

t0806

O.C. at clutch KV.

TCU shifts to Neutral.

t0807

S.C. to battery voltage at clutch KR.

TCU shifts to Neutral.

t0808

S.C. to ground at clutch KR.

TCU shifts to Neutral.

t0809

O.C. at clutch KR.

TCU shifts to Neutral.

t0810

S.C. to ground at DLM transversal output.

Output will be on until TCU power down, even if fault vanishes (loose connection).

t0811

S.C. to battery voltage at DLM transversal output.

No reaction.

t0812

O.C. at DLM transversal output.

No reaction.

t0813

S.C. to ground at DLM Indicator Lamp output.

Output will be on until TCU power down, even if fault vanishes (loose connection).

t0814

S.C. to battery voltage at DLM Indicator Lamp output.

No reaction.

t0815

O.C. DLM Indicator Lamp output.

No reaction.

t0901

S.C. to ground at relay reverse warning alarm.

Output will be on until TCU power down, even if fault vanishes (loose connection).

t0902

S.C. to battery voltage at relay reverse warning alarm.

No reaction.

33

ZF Transmission Fault Codes

Fault Code Displayed

34

1300 SRM 1717

Description

Reaction From TCU

t0903

O.C. at relay reverse warning alarm.

No reaction.

t0904

S.C. to ground at relay starter interlock.

No reaction.

t0905

S.C. to battery voltage at relay starter interlock.

No reaction.

t0906

O.C. at relay starter interlock.

No reaction.

t0907

S.C. to ground at park brake solenoid.

TCU enters Shutdown mode.

t0908

S.C. to battery voltage at park brake solenoid.

TCU enters Shutdown mode.

t0909

O.C. at park brake solenoid.

TCU enters Shutdown mode.

t0910

S.C. to ground at converter lock up clutch Converter lock up clutch solenoid solenoid. connected at ADMx: TCU switch off VPS2.

t0911

O.C. at converter lock up clutch solenoid.

Converter clutch always open, retarder not available.

t0912

S.C. to battery voltage at converter lock up clutch solenoid.

No reaction.

t0913

S.C. to ground at retarder solenoid.

No reaction.

t0914

O.C. at retarder solenoid.

No reaction.

t0915

S.C. to battery voltage at retarder solenoid.

No reaction.

t1001

S.C. to ground at difflock or axle connection solenoid.

No reaction.

t1002

S.C. to battery voltage at difflock or axle connection solenoid.

No reaction.

t1003

O.C. at difflock or axle connection solenoid.

No reaction.

t1004

S.C. to ground at warning signal output.

No reaction.

t1005

O.C. at warning signal output.

No reaction.

t1006

S.C. to battery voltage at warning signal output.

No reaction.

t1007

S.C. to ground at customer specific function no.4.

No reaction from TCU, customer specific.

t1008

S.C. to battery voltage at customer specific function no.4.

No reaction from TCU, customer specific.

t1009

O.C. at customer specific function no.4.

No reaction from TCU, customer specific.

t1010

S.C. to ground at customer specific function no.5.

No reaction from TCU, customer specific.

t1011

S.C. to battery voltage at customer specific function no.5.

No reaction from TCU, customer specific.

1300 SRM 1717

Fault Code Displayed

ZF Transmission Fault Codes

Description

Reaction From TCU

t1012

O.C. at customer specific function no.5.

No reaction from TCU, customer specific.

t1013

S.C. to ground at customer specific function no.6.

No reaction from TCU, customer specific.

t1014

S.C. to battery voltage at customer specific function no.6.

No reaction from TCU, customer specific.

t1015

O.C. at customer specific function no.6.

No reaction from TCU, customer specific.

t1101

Slippage at clutch K1.

TCU shifts to Neutral.

t1102

Slippage at clutch K2.

TCU shifts to Neutral.

t1103

Slippage at clutch K3.

TCU shifts to Neutral.

t1104

Slippage at clutch K4.

TCU shifts to Neutral.

t1105

Slippage at clutch KV.

TCU shifts to Neutral.

t1106

Slippage at clutch KR.

TCU shifts to Neutral.

thotS

Overtemp Sump.

No reaction.

t1108

Overtemp Retarder.

TCU disables Retarder

t1109

Over speed engine.

Retarder applies if configured.

t1110

Differential pressure oil filter.

No reaction.

t1111

Slippage at converter lockup clutch.

Lockup Clutch is disabled immediately.

After fault code was displayed while transmission is in Neutral the lockup clutch will be enabled again.

t1112

Over speed output.

No reaction.

t1113

S.C. to ground at Engine Brake Solenoid.

No reaction.

t1114

S.C. to battery voltage at Engine Brake Solenoid.

No reaction.

t1115

O.C. at Engine Brake Solenoid.

No reaction.

t1200

Engine Torque or Engine Power Overload. TCU enters Normal operational mode.

t1201

Transmission output Torque overload.

TCU enters Normal operational mode.

thotc

Overtemp converter output.

No reaction.

t1204

S.C. to ground at Joystick Status Indicator.

No reaction.

t1205

S.C. to battery voltage at Joystick Status Indicator.

No reaction.

t1206

O.C. at Joystick Status Indicator.

No reaction.

t1207

S.C. to ground at Overtemp Neutral Indicator.

No reaction.

t1208

S.C. to battery voltage at Overtemp Neutral Indicator.

No reaction.

35

ZF Transmission Fault Codes

Fault Code Displayed

36

1300 SRM 1717

Description

Reaction From TCU

t1209

O.C. at Overtemp Neutral Indicator.

No reaction.

t1210

Engine Retarder Config_timeout.

TCU changes to Substitute Clutch Control mode.

t1211

ERC1 time out.

TCU changes to Substitute Clutch Control mode.

t1301

S.C. to battery voltage at power supply for See fault codes t0201 to t0212. sensors.

t1302

S.C. to ground at power supply for sensors.

See fault codes t0201 to t0212.

t1303

Low voltage at battery.

TCU shifts to Neutral.

t1304

High voltage at battery.

TCU shifts to Neutral.

t1305

Error at valve power supply VPS1.

TCU shifts to Neutral.

t1306

Error at valve power supply VPS2.

TCU shifts to Neutral.

t1307

S.C. to ground at DLM longitudinal output.

Output will be on until TCU power down, even if fault vanishes (loose connection).

t1308

S.C. to battery voltage at DLM longitudinal output.

No reaction.

t1309

O.C. at DLM Longitudinal output.

No reaction.

t1403

S.C. to battery voltage at display output.

No reaction.

t1404

S.C. to ground at display output.

No reaction.

t1405

DISPID1 time out.

TCU select parameter set with ID0.

t1406

Illegal ID request via CAN.

Transmission to stay in Neutral.

t1501

General EEPROM fault.

No reaction.

t1502

Configuration lost.

Transmission to stay in Neutral.

t1502

FWD configuration lost.

Gear range set from 1st to 4th.

t1503

Application error.

Transmission to stay in Neutral.

t1504

Limp home request.

Shift into Neutral.

t1505

Clutch failure.

Transmission to stay in Neutral.

t1506

Clutch Adjustment Data lost or Inch Pedal Calibration Data lost.

Default values = 0 for AEB offsets used.

t1507

Substitute Clutch Control.

TCU changes to Substitute Clutch Control mode.

TECHNICAL PUBLICATIONS 1300 SRM 1717

6/17 (7/16)(6/16)(10/15)