DOWNLOAD PDF ZF Transmission AS-Tronic 2008 Training Manual

AS-Tronic Training 2008 Content -ZF-TESTMANPro AS-Tronic 2 -Measuring with Datalogger -Proposal Sets for Data Recording -Most Important Datalogger Signals -AS-Tronic 2 diagnostics and repair information -GS3 Æ GS3.3 -AS Tronic 2 Checklist -Application Overview Pak7/8 -Overview on Extensions Software Pak 7 -Overview on Extensions Software Pak 8 -Circuit Diagrams AS Tronic 2 / Intarder -Connection Diagrams AS Tronic 2 / Intarder -Trouble shooting Pak 8 BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

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ZF-TESTMANPro AS-Tronic 2 Main menu (1) (2) (3) (4) (5) (6) (7) (8) (9)

Documentation Statistics memory Diagnosis Test Inputs - Outputs Vehicle configuration ZF Service telephone list Settings PDI check Abort communication

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(1) Dokumentation (1) Repair Manual Repair stage 1+2 is available with this link (pdf-file).

(2) Lubricant list TE-ML 02 Lubricant list TE-ML 02 is available with this link (pdf-file).

Remark: The current list has to be downloaded from the internet. Link: www.zf.com (service / technical information) (3) Troubleshooting tree The troubleshooting trees support you while troubleshooting / diagnoses. Following troubleshooting trees are available : DAF, MAN, IVECO, EVOBUS (5) Documentation for Testman With this link you get an basic documentation about Testman

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AS-Tronic 2 Diagnostics

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(1) Documentation Link setting of the 4 free buttons It is possible to link further pdf-files to this page.

Note: - the document has to be copied into the folder „gds3000/apps/pdf“ - only pdf-files can be linked Procedure: - start of the programe „Docu_Gen“ in directory: „gds3000/apps/pdf“ - Laden/Load: Choose the file „doku_as2.txt“ (double click) - With the button „Hinzufügen / Add“ you are able to set the link - Name: setting of the button name - „Auswaehlen/Select“: choosing of the file which has to be linked

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(2) Statistics memory (1) Retrieve statistical data from vehicle This function is for reading out the statistic data from the transmission actuator. You can assess and save these data.

(2) Retrieve statistical data from file6/30/2008 The saved file of the statistics memory can be loaded again.

Following statistic data can be shown : - gear shift load duty cycle - load duty cycle - oil temperature load duty cycle - gear shift counter - proportion of driving time in manual/automatic - clutch system energy - ECU temperature load duty cycle - present operating hours

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(3) Diagnosis (1) Read error memory (transmission actuator on vehicle cable harness) The error memory and the current active errors are shown (2) Read error memory (transmission actuator on table mode adapter) The saved errors (EEProm) are shown. Current active errors are not displayed.

(6) Delete Error Memory All saved errors will be deleted. Current active errors are not be able to delete.

(7) Read Identification Block Specific control unit data could be shown (9) Logbook In the logbook you can see a context of the transmission specific data

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(4) Test Inputs - Outputs (4) Drive system test Following signals will be menu driven checked: - engine speed - input speed - ZF output speed - speedo speed

(n_mot) (n_sek) (n_ab_1) (n_ab_2)

At the end of this check you will get an overview whether the signals are ok or not.

(5) Test device (7) Sensors & Info (9) Internal values With this function a direct access of the EEprom is possible. Changes has to be done only after contact with the technical department in Friedrichshafen. Wrong inputs could cause an vehicle break down.

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(4 – 5) Test device (1) Check Inputs Following digital inputs could be checked: SLL SBS SMB SLD ST FS

Idling switch Brake pressure switch Engine brake switch Signal air pressure < 6,2 bar Signal door switch Signals range selector

SN1F SN1A SN1R SN1F SN2A SN2R

Signal PTO 1 (release) Signal PTO 1 (request) Signal PTO 1 (confirmation) Signal PTO 2 (release) Signal PTO 2 (request) Signal PTO 2 (confirmation)

(2) Check Outputs Following digital outputs could be checked: ADVP: Y1 – Y10

power supply of transmission actuator available Internal controlled valves (transmission actuator).

Note: It is not possible to measure these solenoid valves at the connection plugs.!

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(4 – 7) Sensors & Info (1) Transmission actuator (1) Transmission actuator dynamic The dynamic sensor values (= current sensor position) of gear, gate, range and splitter are shown.

Gear sensor Gate sensor Range group sensor Splitter group sensor

= = = =

sensor[0].messwert sensor[1].messwert sensor[2].messwert sensor[3].messwert

Note: 1 Increment (INC)

=

approx. 0,06 mm

(Signal name datalogger) (Signal name datalogger) (Signal name datalogger) (Signal name datalogger)

The stroke difference shows you the driven way while the shifting process.

Attention: If there is a tooth to tooth situation while the shifting process then it could happen that testman shows you a bad stroke difference. But in this case the shifting process is o.k.

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(4 – 7) Sensors & Info (3) Transmission actuator limit positions Here the maximum way (limit position) while the shifting process is shown. The limit position will be recognized while the shifting process is active. The value is only changing when there is a further shifting into the same direction and a new value is recognized. There is an own value for every direction of the gate, range group and splitter group. For the shifting please note: GS3: Here you can see only 2 values for 4 limited positions: limit position, even gears limit position, odd gears Depending on the gear pattern (10, 12, 16 – speed) for every shifting fork you have to engage the correct gear to get the correct limited position. (see AStronic2 checklist) GS3.3: 4 values for the gear shifting are shown: Limit position front left Limit position rear left

Limit position front right Limit position rear right

In this case it is not necessary to engage special gears. For every limited position there is one extra value available.

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(4 – 7) Sensors & Info (2) clutch actuator engine speed (mm) transmission input speed relative clutch stroke (%) clutch stroke in % independent of wear 0% = clutch disengaged 100% = clutch engaged absolute clutch stroke in (mm) The current position of the clutch actuator is shown. absolute transfer point (mm) This value will be created with every teach in process (engine start). It shows the position of the clutch actuator at exact 0% relative clutch stroke. clutch status Unsuitable for diagnosis issues. idling switch test

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(4 – 7) Sensoren & Info (3) Reserve clutch travel calculated value: 58 mm – sensor position of engaged clutch (100%) = reverse clutch travel •

Operating voltage operation voltage (term 30) operation voltage (term 15)

(U_Bordnetz) (U_KL_15)

(5) Accelerator pedal position accelerator pedal position % (0-100%) Idling switch test (0 / 1) kickdown switch (0 / 1)

(Alpha_Fp) (z_sys_Status_1_UFB) (z_Sonder_status)

(6) Operation temperature ECU Temperatur (°C) (c_ecu_temp) The temperature sensor is fitted in the upper part of the transmission actuator. Öl-Temperatur (°C) The temperature sensor is fitted beside the input speed sensor of the upper part of the transmission actuator.

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(4 – 7) Sensoren & Info (8) Speeds engine speed transmission input output speed speedo speed speed

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(n_mot) (n_sek) (n_ab1) (n_ab2) (v_fzg)

AS-Tronic 2 Diagnostics

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(4 - 9) internal values (8) Save / load Intel Hexfile (1)

Save EEProm in Hexfile

(2)

Load EEProm in Hexfile

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(5) Vehicle configuration (1) Parameter setting (3)

check configuration data An overview of the current configuration data is shown

(4)

vehicle configuration change / amendments (1) Setting vehicle parameters Parameter setting is possible. The possible parameter setting depends on the OEM (2) Entering EOL data Possible input of following signals: vehicle chassis no.; transmission serial no.; transmission part no.; transmission actuator no.; Transmission actuator parts list (3) Data to control unit The changed parameter settings will be saved into the control unit.

(5)

Copy vehicle configuration The current vehicle configuration can be copied to another control unit.

(9)

Error 124 remedied after replacement of clutch The reference point of the clutch will be deleted. After engine start the clutch will teach in a

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AS-Tronic 2 Diagnostics

new point.

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(5) Vehicle configuration (2) Flash / vehicle tuning (1)

Flash programming Programming of control unit . (Introduction see point 2)

(2)

Flash documentation A full explanation of the programming process is available

(4)

Record data Possibility of recordings with the ZF TestmanPro Datalogger

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(7) Settings (1) Adress code The address code of the AS-Tronic controll unit is; 1C The address code can be changed to read out the P2 with software pak 5. The address code is: 63.

Note: To read out the P2 the K-line of the control unit has to be connected with pin 2 (terminal tester).

(2) Change baud rate The speed of communication between control unit and DPA can be changed.

(3) Change PC baud rate The speed of communication between PC and DPA can be changed.

(5) Release Functions which depends on the license file can be released. The release is as long active until the TestmanPro application is ended. You have to ask for the code in Friedrichshafen.

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(8) PDI check The PDI check is an automatic installation check protokoll.

Following signals will be checked: • • • • • •

switch idling signal switch brake pedal switch enging brake switch air pressure signal door switch signal kickdown

•

error memory

Note: The PDI – check is unsuitable for diagnosis purpose.

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AS-Tronic 2 Diagnostics Here, we are dealing with a collection of well-known complaints as well as remedial action. This documentation is to be used as a supplement to the failure tree documentation.

In all cases, the following applies: Î Î Î Î

All disturbing, impacting factors must be checked prior to replacing components.

Prior to replacing the components, it is mandatory to work off the checklist.

If replacing or exchanging the components does not solve the problem, then the new part must be replaced again by the original part.

In the case of new, unknown complaints, the checklist must be worked off and afterwards (if possible) feedback must be requested from the technical expert headquarter in Chicago.

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Measuring with Datalogger

-

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selection of signals / parameters quantity of signals / parameters end of measurement select document name documentation of measurements / recordings evaluation / assessment

AS-Tronic 2 Diagnostics

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Selection of Signals

To get an accurate measurement, you have to choose the correct signals.

Exp: complain:

clutch judder

measuring signal: anschlag_gasse[0]

Î measurements are useless!!!

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Quality of Signals It is important, that a max. of 5-6 signals are measured at one time. With every signal you record, the fault becomes more evident.

If you don´t need a high resolution of the record (temperature, speeds…) then you can meassure a max of 12 signals.

Note: The following signals noted are not recommended in a Datalogger measurement: anschlag_gasse[0] anschlag_gasse[1] anschlag_gasse[2] anschlag_gp[0] anschlag_gp[1] anschlag_gv[0] anschlag_gv[1] anschlag_gaenge[0] anschlag_gaenge[1] anschlag_gaenge[2]

s_kup_ap_abs s_kup_zu_abs s_kup_zu_abs_neu

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End of Measurement The measuring time should be held as short as possible. Only this way we will get a quick and correct evaluation.

Î As soon as you experienced the fault, stop Datalogging. Î Measurements over a long periode of time are not recommended.

(Exception: temperature measurements) Î Set the „hand trigger“ at every time you get the complaint.

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Select Document Name The document name selected has to corresponde to the customer or the transmission.

Eg: 206622_01.dat

Smith_01.dat

206622_02.dat

Smith_02.dat

Names like: Harsh_starting_on_the_hill.dat 5_6_3_wu110_descent_at_the_end_rise.dat

does not make sense.

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Documentation of Measurements Every measurement has to be recorded.

• The measuring document must be done after every measurement.

• It is importand that all events (including subjective impressions) are recorded

Example document:

Record of information Date: Place: Customer: Vehicle: Chasie Nr.

24.12.2004 Sydney Smith Neoplan Starliner WAG….

Messname

Time

206622_01 206622_02 206622_03 206622_04

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Transmission: Serial number

12AS2301 200001

Gear shift Event

2,3 min

10 - 12

10,5 min 5,4 min

N-5

harsh engagement; shaking of cabine measurement on transmission brake clutch judder while maneauvering harsh engagement in standstill

AS-Tronic 2 Diagnostics

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Evaluation

Î for the evaluation it is helpful to zoom the affected field Î record all the findings in the documentation. This will assist you in finding connection between different complaint much quicker Î to simplify the graph deactivate the signals you don´t need for the evaluation Î do the assessment on site directly after the measurement is finished

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Table of Contents Short circuit/Interruption TA* 3 Short circuit ADVP* Driveline retarder torque (CAN) Measurement on diagnostic code 28 Input shaft speed defective ZF-CAN Timeout Harsh engagement Measurement on diagnostic code 114 Clutch self learning error Measurement on diagnostic code 117 Clutch self learning error Air leakages Clutch does not engage Signal error clutch travel Measurement on diagnostic code 124 Clutch travel error, noise Oil temperature sensor Self adjustment error of shift sensor GV (splitter group) does not disengage

2, 3, 4, 5, 6, 7, 8,9,10,17, 34, 35, 36, 37, 38, 39, 40, 41, 42, 49, 66, 67,68, 69, 70, 71, 72, 74, 81 22 28 28 98 110 partially 114 partially 114 117 117 117 in connection with 155 118, 145, 151, 154 119 in connection with 124 124 124 124 in connection with 102 128 132 in connection with 154 148

Page 30 Page 31 Page 33 Page 34 Page 35 Page 36 Page 38 Page 41 Page 42 Page 43 Page 44 Page 47 Page 48 Page 49 Page 51 Page 52 Page 53 Page 54 Page 55

* TA = Transmission Actuator; *ADVP = Output Digital Power Supply to High Source (+)

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Table of Contents GV (splitter group) does not change Measurement on diagnostic code 149 Wabco transmission actuator < 15000 Selector cylinder jammed Main transmission not engaging Leaving of engaged position (GE,GV,GP) Gear leaves engaged position Gear leaves engaged position Meassurement to 101/158, stuck in gear GV (splitter) leaves engaged position Datalogger measurement to FC 160 / 101 Signal error ignition lock CAN Bus off EEProm error while traveling EEProm error after programming EEProm error after engine start CAN Error

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149 149 145, 146, 147, 149, 154, 156, 158 151, 153 155 158, 159, 160 158 158 in connection with 101 158/101 160 in connection with 101 160 in connection with 101 175 178 190, 191, 192 190, 191, 192 192 various

AS-Tronic 2 Diagnostics

Page 56 Page 57 Page 58 Page 59 Page 60 Page 61 Page 62 Page 63 Page 64 Page 65 Page 66 Page 67 Page 68 Page 69 Page 70 Page 71 Page 72

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Table of Contents Complaints without diagnostics entry: Engine start not possible Engine start not possible Transmission does not shift Clutch judder clutch chudder measurement clutch overload clutch wear clutch wear/wording EPA02-04 clutch wear/wording EPA07 Limited positions outside of tolerance Strong noise during Intarder operation Gear-hunting Long Check Phase (CH) clutch actuator/ wear cracked rear housing/threads corroded cell phone interference/ field action

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Page 73 Page 74 Page 75 Page 76 Page 77 Page 78 Page 79 Page 80 Page 81 Page 82 Page 83 Page 84 Page 85 Page 86 Page 89 Page 90

AS-Tronic 2 Diagnostics

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Short Circuit/Interruption Shift Valves Diagnostic code:

2, 3, 4, 5, 6, 7, 8, 9, 10, 17, 34, 35, 36, 37, 38, 39, 40, 41, 42, 49, 66, 67, 68, 69, 70, 71, 72, 74, 81

Actions & Measures: Î Check the system’s air with reference to dirt / oil / water Î Replace the transmission actuator!

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Short circuit ADVP* (Output of Supply Power ) Diagnostic code:

22

Actions & Measures: Î

A short circuit may occur at the following components: - Output speed sensor - Clutch actuator - Transmission actuator - Display - Warning buzzer - E-module

Î

The short circuit at the output speed sensor is among the most commonly known defects.

Note: If the ZF-end output speed sensor is unplugged, then the vehicle can still be operated in the manual mode. (Then, diagnostic code 99 is active.)

*ADVP = Output Digital Power Supply to High Source (+)

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AS-TRONIC – UFB B08_05 wiring clutch actuator rubbed Î Failure Description/ Root Cause Transmission actuator power supply (ADVP) to the ZF speed sensor rubbed through due to installation fault because of an additional fixing of the chassis side speedometer wiring Î Measures/ Remedy/ Solution - change of the additional fixing of the speedometer cable for serial production and units in the field - in case of repair, the complete actuator or the wiring must be repaired (repair cable available soon) Î Responsibility/ Warranty no warranty, installation fault of the bus manufactorer Î Failure Coding Primary Failed Part: clutch actuator ZF no.: 0501 212 474 Location of Damage: 860 cable Type of Failure: 756 chafe Cause of Failure: K3 electrical fault,customer impact BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

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Current Driveline Retarder Torque in Percentage Diagnostic code:

AS-Tronic: 28 (consequential error) Intarder: 3115 (defective speedometer signal)

Actions & Measures: Î Speedometer sensor/wiring must be checked. Î Datalogger measurement (Intarder) must be performed with vehicle stationary: If – during the engine start phase – a short-term rise in the output speed is noticed (despite the stationary vehicle), then the speedometer and/or speed pulse distributor must be checked.

Known: With Neoplan vehicles, there must be a 2nd speed signal amplifier installed. (Output speedometer: B7 / C3) Signal chain (1 speed pulse distributor): Speedsensor

(also refer to measurements on next page)

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AS-Tronic 2 Diagnostics

Tachograph

speed signal amplifier

EST 42

speed signal amplifier

EST 42

Further ECUs

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Measurement on Diagnostic Code 28 Engine speed

Output speed (peak)

Control parameters (measured at Intarder ECU): engine speed (unfiltered) = Motordrehzahl output shaft speed (filtered) = Abtriebsdrehzahl

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Input Shaft Speed is Missing or Defective Diagnostic code:

98

(in connection with loud grating noise during gear engagement at standstill)

Actions & Measures: Î The diagnostic code is set e.g. when starting the engine Î driving error. Î The counting disc must be checked.

Torsional clearance of up to 3 mm is normal. If the counting disc can be loosely turned, then the seat of the counting disc must be checked. Î Transmission Î If there are no noticeable problems to be found at the counting disc, then the transmission actuator’s lower part must be replaced.

Important: The input speed is replaced by the engine speed and thus is displayed by the TestmanPro despite the active error 98.

Note: If the diagnostic code 98 occurs at the transmission actuator Wabco no. > 57000, then, the BKS-I, BKS-R, or LKS-T depts. must be contacted immediately!

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ZF-CAN Timeout Diagnostic code:

110

Actions & Measures: Î Î Î Î

Check wiring of transmission actuator (E-Module / ZMTEC / Arens Shifter) Check the shift lever and/or E-module.

Measure ZF-CAN (terminal tester; ignition off Î R = 60 Ohm).

Check transmission actuator.

Note: In few cases only, the transmission actuator is the cause for the error and thus, the very last action to be taken is to replace the transmission actuator (upper part).

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ZF-CAN Timeout Diagnostic code:

110

Actions & Measures: Î Î Î Î Î

For EvoBus vehicles, check the speed range selector in line with the ServiceLine instructions.

Check wiring of transmission actuator – E-module. In the case of IVECO, DAF, and EvoBus (new vehicle generation), the E-module is replaced by the speed range selector.

Check the speed range selector and/or E-module.

Measure ZF-CAN (terminal tester; ignition off Î R = 60 Ohm).

Check transmission actuator.

Note: In few cases only, the transmission actuator is the cause for the error and thus, the very last action to be taken is to replace the transmission actuator.

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Harsh Engagement Diagnostic code:

partially 114

Actions & Measures: Î Grease clutch release (can be done with the transmission installed in the vehicle). Î SI 16/04c Î Check the lubrication of input shaft. Î Check the release bearing. Î Check the clutch parts (pressure plate, disc, flywheel). Î

Grease to be used: Optimol Olista Longtime 3EP

100 gr.

1 KG:

0671 190 165 0671 190 050

Note: In only few cases, replacing the clutch actuator will solve the problem. Prior to replacing the clutch parts however, it is recommended to first – temporarily - install a new clutch actuator. If this action does not solve the problem, then the old part must be exchanged!

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Harsh Engagement Diagnostic code:

partially 114

Actions & Measures: Î Parts which needs to be replaced in case of retrofit (fork with roller bearing): 1 x fork 1 x bearing 1 x shaft

1328 268 006 0501 215 068 1328 368 001 (has not changed)

Recommendation: Coaches with confirmed complaint “harsh engagement”, ZF does recommend to change the release system to the new fork with roller bearing.

Note:

- The new parts must be greased as follow - It is not possible to mix old and new parts

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Clutch components greasing procedure

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Measurement to Harsh Engagement

Toth on toth situation inside the main transmission (sensor[0].messwert)

input speed (n_sek) increases to 345 rev/min Îharsh engagement Îjudder of cabine

clutch (s_kup) leaps up to 40 %

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Clutch Self Learning Error Diagnostic code:

117

Actions & Measures: Î Clutch does not separate (also refer to datalogger measurement).

Note: Follow-up damage at the transmission’s brake cannot be excluded in such a case. Î Release bearing broken and/or unhooked? Î Release fork broken? Î Air supply OK? Î Pilot bearing scored? Î EvoBus: Defect at adjustable clutch Note: In only few cases, components such as the transmission or clutch actuator are the cause for the problem i.e. the diagnostic code!

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Measurement on Diagnostic Code 117

Note: In this case, s_kup_abs (mm) must be measured as a variable. s_kup (%) only shows plausible values after successful teach-in process.

Measurement: Ignition on Î Clutch opens (here: approx. 6mm) Engine start: Engine speed must increase; The transmission input speed must only increase with closing clutch (value increasing).

Here: Transmission input speed increases immediately with engine start and cannot be decreased despite actuation of transmission brake.

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Clutch self learning Error Diagnostic code:

117 in connection with 155

Actions & Measures: Î Check transmission braking gradient (e.g. oil leakage at the transmission ventilation unit).

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Clutch self learning Error

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Clutch self learning Error Diagnostic code:

117 in connection with 155

Actions & Measures: Î Check the clutch’s parts. Î If the clutch’s parts are OK, then replace the transmission actuator’s lower part.

(Only known with transmission actuator GS3 Wabco no. < 15000) Note: Replacing the transmission actuator with the Wabco no. < 15000 in general (without a complaint) is not acceptable!

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Air Leakage Diagnostic code:

118, 145, 151, 154

Actions & Measures: Î Check software status (floating valves) and update correspondingly Î Check pressure relief valve (PRV); in case of leakage, replace.

Note: In the case of EvoBus vehicle applications until production year 05/04, problems have been reported in the compressor range. Here, it may happen that strongly soiled air enters into the air circuit.

Consequence: Damage to the clutch actuator, transmission actuator, pressure relief valve, as well as the accumulator charge valve.

Responsibility: EvoBus

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Clutch Does Not Engage Diagnostic code:

119 in connection with 124

Actions & Measures:

Î Check clutch parts Î In connection with diagnostic code 124, it must be assumed that this issue is due to a sensor problem.

Inspection possibility: Apply lite hits (e.g. with screwdriver) on clutch actuator with ignition on. Sensor value (clutch travel in mm) may not change thereby! Î Exchange or replacement of clutch actuator is justified.

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Signal Error “Clutch Travel” Diagnostic code:

124

Actions & Measures: Î Water / Oil in the air system Responsibility: OEM Î Counting disc loose in transmission Responsibility: ZF (basic transmission) Î Length of the clutch rod correct?

In the past, it happened several times that the wrong clutch rod was installed. Here, the entire operating range of the cylinder is shifted.

- Continue on the next page -

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Signal Error “Clutch Travel” Diagnostic code:

124

Actions & Measures: Î In connection with the self-adjusting clutch (Setra, EvoBus), unwanted resetting also took place several times while traveling. Î Here, replacing the clutch becomes necessary. Î In connection with CR engines (MAN).

If the starting process of the engine is rather sluggish, then this may trigger error detection of the diagnostic code 124. Î Responsibility of the OEM.

Note: In only few cases, components such as the transmission or clutch actuator are the cause for this diagnostic code!

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Measurement on Diagnostic Code 124 Starting procedure of a CR-Motor

n_mot = 400 rev/min Î clutch adjusting starts

n_sek increase though n_mot < 400 rev/min Î adjusting procedure failed

diagnostic code 124 is active proposal of measurement parameters: n_mot (engine speed) n_sek (input speed) s_kup (clutch travel value %) s_kup_abs (clutch travel value mm) z_Sys_Status_2_UFB Bit 2 = Cluch adjusting activ Bit 3 = Clutch adjusting finished

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Clutch Travel Error, Noise Diagnostic code:

124 in connection with 102

Actions & Measures: Î Securing rings incorrectly mounted. Î Also refer to 2004 Annual Technical Seminar, Chapter 05a, Slide 15.

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Temperature Sensor (Oil) Diagnostic code:

128

Actions & Measures: Î Oil temperature must be checked by means of TestmanPro (interruption = - 9°C).

In the case of unrealistic values, the transmission actuator’s lower part must only be replaced if the diagnostic code 128 has been saved to the error memory.

Note: If the diagnostic code 128 occurs with the transmission actuator Wabco no. > 57000, then immediately get in contact with the BKS-I, BKS-R, or LKS-T departments!

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Self Adjustment Error of Shift Sensor Diagnosecode:

DC 132 in connection with 154

Actions & Measures: Î Neutral will not be recognized.

Check the sensor increment value in neutral.

Nominal value: 300 – 345 inc Î Refer to chapter „Engine Start Not Possible“

Note: Engine start is possible for vehicles which are using the neutral switch for the starter interlock. But while self adjustment or shifting neutral will not be reconized.

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GV (Splitter Group) does not disengage Diagnostic code:

148

Actions & Measures: Î Lack of grease at the input shaft + hub (clutch disc).

Thus, a residual torque occurs with GV (splitter group) shifts (e.g. 11-12). The GV cannot be turned off.

The transmission must be disassembled and the input shaft must be greased with Optimol Olista Longtime 3EP after cleaning.

100 gr.

1 KG:

0671 190 165 0671 190 050

Note: Remove excess grease! Also refer to SI 16/04c.

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GV (Splitter Group) Does Not Change Diagnostic code:

149

Actions & Measures: Î Check clutch separating behavior. Î Build-up of torque to be checked (1st gear in maneuvering mode: Drive at approx. 30 % of clutch travel) Î Defective GV (splitter group) synchronization (unlocking edge worn / damaged).

The diagnostic code can be reproduced as follows:: - Starting the engine.

- Engaging the hand/parking brake.

- Shifting with vehicle stationary 1-2-1 (approx. 40 times) (with 10-speed transmissions 2-3).

Note: Replacing the components (clutch actuator, transmission actuator) does not solve the problem!

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Measurement on Diagnostic Code 149

Splitter blocked at 457 inc.

Diagnostic code 149 is set Clutch does engage to disengage the blocking

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Transmission Actuator Wabco No. < 15000 Diagnostic code:

145, 146, 147, 149, 154, 156, 158, 159, 160

Actions & Measures: Î Check limited positions of the transmission. Î If the limited positions are Ok, then replace the transmission actuator’s lower part (defective crimping). Î If the limited positions are not Ok, then check the neutral signal and the shift forks. (also refer to “Stop limits outside of tolerance”)

Note: Replacing the transmission actuator with the Wabco no. < 15000 in general (without a complaint) is not acceptable!

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Page 58

Selector Cylinder Jammed Diagnostic code:

151, 153

Actions & Measures: Î Disassemble transmission actuator and check gate cylinder with reference to possible sluggishness, stiffness of movement.

The transmission actuator’s lower part must be replaced.

Note: The matter has only been reported for transmission actuator Wabco no. < 17153. In the case of noticeable problems with transmission actuator GS3 > 17513 please contact the technical expert departments in Friedrichshafen, Germany.

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Main Transmission Not Engaging Diagnostic code:

155

Actions & Measures: Î Check the transmission braking gradient (datalogger measurement) (e.g. oil leakages at the transmission ventilation unit).

In the case of a defective transmission brake, it becomes mandatory to check the oil for possible water ingress. (also refer to ZF-ServiceLine: Final sheet of UFB (fault finding and trouble shooting) L03/04: Transmission brake defective) See Annual Technical Seminar 2005 chapter 04 site 23 Î The clutch parts must be checked.

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Leaving of Engaged Position (GE, GV, GP) Diagnostic code:

158, 159, 160

Actions & Measures: Î Check earth continuity connector (bonding) of the transmission.

Currently: MAN mass node in the cable duct is loose above of the engine Î OEM Î In the case of the transmission actuator < 15000, the transmission actuator’s lower part must be replaced.

Note: Replacing the transmission actuator with the Wabco no. < 15000 in general (without a complaint) is not acceptable!

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Gear Leaves Engaged Position Diagnostic code:

158 (without any other diagnostic entries )

Actions & Measures: Î Check limited positions (outside of tolerance Î Shift forks and/or neutral signal to be checked; also refer to “Limited positions outside of tolerance“) Î In the case of new vehicles and/or after transmission replacement, then the countershaft’s position must be checked. (error in coasting-traction changes can be reproduced). Î Countershaft production error Î Assembly error Markings on the countershaft must be aligned (also refer to repair stage 3) If there is no marking, then the laterally positioned bores must be positioned at 180° offset (countershafts between R gear and 1st gear).

(Also refer to 2004 Annual Technical Seminar, chapter 05a, Slide 14.)

Note: Replacing the transmission actuator does not solve the problem!

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Gear Leaves Engaged Position Diagnostic code:

158 in connection with 101

Actions & Measures: Î Check limited positions (Outside of tolerance Î Check shift forks)

Note: Replacing the components (transmission actuator / clutch actuator / output speed sensor) does not solve the problem!

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meassurement to 101/158 complaint: sticking in 4th gear (10speed)

1 (5,6 gear)

R

3 (3,4;9,10 gear)

2 (1,2;7,8 gear)

problem: during an upshift from 4-6 without splitter, the GP changes from slow to fast, the sensor shows 324, actually in N but the main trans is in gear (probably the 9th gear; direct gear, GP fast, ratio 1:1 see input/output speed!)!! Probably excessive wear at the fork, sleeve or gear!

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GV (Splitter Group) Leaves Engaged Position Diagnostic code:

160 in connection with 101

Actions & Measures: Î The error can be reproduced as follows (datalogger recordings): Carry out shifts: 1-2-1 If the GV (splitter group) does not shift through, then actuate the accelerator pedal after 4-5 seconds. Î Diagnostic code 160 is set since the GV (splitter group) signal is drifting away. Î Diagnostic code 101 is set since the software detects “gear engaged” although mechanically, the GV (splitter group) does not shift through. If the accelerator pedal is actuated now, then the clutch closes and the status of setting off is detected.

However, if the vehicle remains stationary, then the software detects an output speed sensor failure. Î GV (splitter group) must be checked.

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Datalogger Measurement to DC 160 / 101 Accelerator pedal is actuated; input speed is on the increase.

GV (splitter group) does not engage; remains stopped at 244inc.

Error is set.

Clutch closes

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Signal Error Ignition Lock Diagnostic code:

175

Actions & Measures: Î Power supply to transmission actuator (Terminal 15) must be checked. Case well known: Î IVECO: Defective body computer.

Note: Replacing the transmission actuator does not solve the problem.

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CAN Bus Off Diagnostic code:

178

Actions & Measures: Î Control units that are connected to the vehicle CAN must be checked. Î The CAN plug connections from the vehicle CAN must be checked.

Currently known: MAN The CAN connections (vehicle end) are to be checked in line with MAN SI 101902a. In those cases known, it was respectively the plug connection in the cable duct above the engine that was defective.

Note: In only few cases, replacing the transmission actuator will solve the problem.

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EE-Prom Error Diagnostic code:

190, 191, 192 (while traveling)

Actions & Measures: Î For the ZF transmission actuator GS-3 no. < 372733, the transmission actuator’s upper part must be replaced.

Note: Replacing the transmission actuator’s upper part is only justified if the error occurs while traveling. The vehicle will be ready for operation after a renewed configuration release / approval.

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EE-Prom Error Diagnostic code:

190, 191, 192 after the programming process

Actions & Measures: Î The parameterization must be checked. Î Check cabling of Terminal 15/Terminal 30.

Note: For the current SW status of TestmanPro, the following icon must be activated: “Configuration“ “Additional brakes“ Software status is V31 13f or new BKS-I/R As of: 2008_07

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EE-Prom Error Diagnostic code:

192 after engine start (transmission + PTO)

Actions & Measures: Î If, with ignition on, the signal “Nebenabtrieb PTO1 aktiv“ (=power take-off PTO1 active) is set, then the transmission actuator’s (GS-3) electronics do not switch off correctly. Î After ignition ON, (sometimes) the diagnostic code 192 is displayed. Î MAN: The following input at the vehicle control unit (VCU controller) must be checked: X4 /15 (mass triggered) With ignition OFF, no signal should be displayed here!! Î OEM / Body builder Î IVECO: Various body builders control the PTO via a remote control unit. Thus, because of a wiring error, it may happen that Terminal 15 of the transmission is switched off by the transmission but not by the body control computer.

With ignition OFF, no signal from the PTO should be present at the range selector lever Î OEM / Body builder.

Note: Simple opportunities for inspection: With ignition OFF, the GP has to shift to GPS. If that is not the case, then check Terminal 15!

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CAN Error Diagnostic code:

Various

Actions & Measures: Î The respectively sending control unit is responsible for the corresponding signal! Î Vehicle CAN and control unit must be checked Î OEM.

Note: Replacing the transmission actuator does not solve the problem!

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Engine Start Not Possible Diagnostic code:

None

Actions & Measures: Î Î Î Î

Check air supply.

Ensure that mechanically, no gear is engaged.

Vehicle equipped with a neutral switch: (DAF, partially Neoplan) Check neutral switch.

Check vehicle equipped with a neutral switch via CAN (MAN, EvoBus, IVECO, Neoman) with reference to measurement value from main transmission sensor in neutral position. Î

Important: Possible higher limited positions are also due to the transmission actuator’s GS-3 lower part.

Note: The neutral signal is the only transmission-end signal which inhibits an engine start.

For MAN vehicles, there may be an additional diagnostic code displayed: FFR 3197 (neutral signal missing).

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Engine Start Not Possible Cause of failure Î

excessive wear inside the main piston of the GS3 because of unusual incoming frequency

Remedy Î

Î

serial introduction steel shim week 14 / 2005 serial no. GS3 - 20pin plug Standard: 131495 - 18pin plug variant: 5284 in case of complain or any diagnostic procedure, please verify the sensor increment value in Neutral: (if the value is >345 IC, the repair kit 0501 322 388 for the complete main transmission piston must be exchanged)

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Transmission Does Not Shift Diagnostic code: Complaint:

None - Transmission does not shift.

- Remains caught in 1st …16th gear.

- Confuse shifting.

Actions & Measures: Î Check software status. Î Work off checklist; accelerator pedal + brake signal must also be checked while traveling. Î Customer is not satisfied with the driving strategy. ¾

Detailed and exact complaint directly to be noted with the driver present and, if possible, insist upon demonstration. (registration by means of datalogger) ¾ Upon request, carry out driver training (Sales Promotion) Note:

Replacing the transmission actuator and/or clutch actuator and/or transmission does not solve the problem.

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Clutch Stick-Slip Problems (Clutch Judder / Shudder) Diagnostic code:

None

Actions & Measures: ÎGround flywheel: Tendency for juddering is reinforced. ÎWrong clutch installed (also refer to ZF-ServiceLine / Checklist). ) ÎRelease mechanism is sluggish (release clutch actuator must be checked).

Î OEM Î OEM Î ZF

Note: In only few cases, replacing the transmission actuator will solve the problem. Prior to replacing the clutch parts however, it is recommended to first – temporarily - install a new clutch actuator. If this action does not solve the problem, then the genuine part must be reinserted!

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Clutch Stick-Slip Problems (Clutch Judder / Shudder)

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AS-Tronic clutch thermally overloaded Î

Failure Description/ Root Cause Clutch thermally overloaded Cover assembly subjected to severe thermal overload.

The impact of the heat generated between facing and pressure plate due to excessively long clutch slip times causes local material deteriorations, so-called hot spots on the pressure plate Î no gear engagement Î bad shifting and manouver mode Î clutch chudder due to: use, driving habits and handling, Clutch was allowed to slip constantly (especially uphill, during maneuvering, in roundabout traffic) Gear engaged too high for drive-off Insufficient clamp load (incorrect cover assembly) Deficiencies in the release system (stiffness, fork support sluggish) Consequence when covered with oil / grease Long slip time under high load boosted engine output

Î

Measures/ Remedy/ Solution Î driver training Î eliminate hardware influences

Î

Responsibility/ Warranty

Î

not covered under standard warranty Failure Coding Primary Failed Part: clutch plate pressure plate

if ZF scope of supply 0501 214 596 0501 213 606

Location of Damage: Type of Failure: Cause of Failure:

287 (friction) 359 (overheated) 001 (operating fault)

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AS-Tronic premature clutch wear Î

Failure Description/ Root Cause Facings worn (down to the rivet heads) after short mileage 70.000 -150.000 Î no gear engagement Î bad shifting and manouver mode due to: use, driving habits and handling, in particular high drive-off gear, overload, long slip times and a high drive-off speed

Î

Measures/ Remedy/ Solution Î driver training Î software change10 -12 speed Î friction material change F202 to S620C

Î

Responsibility/ Warranty

Î

Covered/not covered under standard warranty case by case Failure Coding Primary Failed Part: clutch plate pressure plate

0501 214 596 0501 213 606

Location of Damage: 287 (friction) Type of Failure: 768 (wear) Cause of Failure: 214 (functional problem)

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clutch damage with EPA02-04 AS Tronic 10 speed version (MCI and Prevost) Î

Related to the 10-12 speed discussion was a clarification of clutch warranty by ZF. Regarding the already delivered busses in the field, ZF will use the following guidelines for clutch and pressure plate as its scope of supply for warranty: a) In case that a clutch fails within the standard warranty period of time 2years/unlimited ZF will cover parts and labor (clutch release system with roller bearing, pressure plate, clutch disc) and R/R. (R/R: max. 6-8 hours/max. 1000,00 CAN$ per case) b) In case that a clutch fails within the ECP period of time (after 2 year standard warranty, additional 3 years) ZF will cover parts (clutch release system with roller bearing, pressure plate, clutch disc), no R/R costs c) In case that a clutch fails due to abuse within warranty or ECP ZF will cover the parts once but according to the picture of damage, MCI, Prevost and ZF are forced to further investigate the case and inform the customer that if it happens again, that no parts and labour is covered! d) MCI and Prevost will inform ZF S&S of all clutch wear related problems prior performing the work *Parts to be used: clutch and pressure plate according to the spec. list with friction material S620 and the new clutch release system with roller bearing.

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clutch damage with EPA07 AS Tronic 12 speed version (MCI and Prevost) Î Clutch parts are not covered within warranty and ECP Î Regarding the new AS Tronic application with EPA07/software package 8/GS3.3, the ZF warranty and ECP terms and conditions for the scope of supply must be discussed and updated!

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Limited Positions Outside of Tolerance Diagnostic code:

None

Actions & Measures: Î Shift fork wear due to non-hardened shift forks has only been reported up to the following transmission serial numbers: 10 AS 2301: 12 AS 2301: 16 AS 2601: Tolerance:

200249 203953 200603

and/or without IT: and/or without IT:

Upper range: max. 590 inc.

Lower range: min. 80 inc.

1518 394

(also refer to checklist)

Note: In the case of higher limited positions > also refer to the above stated transmission serial numbers, then -prior to removing the transmission- contact must be made with the respective technical expert departments in Friedrichshafen/ Germany.

With those higher limited positions, it is also the shift signal in neutral position which must be checked. If this signal is higher (> 345 inc.), then the transmission actuator’s lower part must be replaced. (alternative: repair kit 0501 322 388) BKS-I/R As of: 2008_07

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Loud Noise During Intarder Operation Diagnostic code:

None

Actions & Measures: Î The output bearing must be checked in the case of loud noise in particular during Intarder operation.

Note: Only install bearings with 11 rollers!

Order no.: 0750 116 394

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Gear-Hunting Diagnostic code:

None

Actions & Measures: Î Check the kick-down signal.

Check accelerator pedal.

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Long Check Phase (CH) complaint:

Long „CH“ check phase, long shifting times, delay in the clutch learning process, bad shift quality

cause:

Air compressor contaminates the air system with hot engine oil with the result of a carbonization of the air hoses and all periphery components.

example:

Air connection (check valve/filter, Kit No.0501 322 365) new:

remedy action:

contaminated:

EvoBus did recognize this behavior mainly at the six cylinder engine with straight head OM 457 LA und HLA. Any remedy action must be organized via EvoBus. In case of complain, all ZF components must be exchanged and charged towards EvoBus.

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AS Tronic UFB Punkt: B07_15 excessiv wear at the armature pipe Î Failure Description/ Root Cause clutch actuator malfunction, wear at the armature pipe of the solenoid valve Î Measures/ Remedy/ Solution exchange of the clutch actuator, further investigation ongoing Î Responsibility/ Warranty needs to be defined Î Failure Coding Primary Failed Part: clutch actuator 0501 212 474 0501 212 475 0501 212 476 Location of Damage: 225 (magnet) Type of Failure: 800 (worn) Cause of Failure: 218 (wear)

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status 2008-26-02 UFB point: B07_15 Î failed clutch actuators out of 125.000 since 2006: 20 Î determined: Valve breathing fine (EF) is leaking air at low and high pressure within the complete range. Armature pipe excessive worn. Sensor value to high in the complete range Î cause: unknown Î further action: - evaluation of several statistic memories, fault codes due to duty cycle - engine data - duty cycle - pneumatic installation and air quality

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AS Tronic UFB Punkt: B07_15 excessiv wear at the armature pipe Î short term solution (August 2008) Tests done from Knorr and subsupplier - parts optimizing - PWM (reduction of the activation of the solenoid valve with software Pak 8)-Æ done - reduction of tolerances within the possible tolerance frame

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Status cell phone and radio Interference with the AS Tronic shift selector (07-2008)

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Cell phone interference with the AS Tronic shift selector Î Detail information regarding the cell phone: It has been identified, that there is a potential for the AS Tronic shift selector to malfunction as a result of cell phone interference beyond the automotive requirements . For this malfunction to occur, a GSM network cell phone or a Blackberry (PDA) must be placed on or in the proximity of the touch pad of the Arens shifter.

In the case of receiving this interference (phone starts to ring), while the shifter is in the neutral position, the device has the potential to trigger the “D” (drive forward) button request of the Arens shifter and the “D” LED will start to flash as if the “D” button has been pushed.

This will not cause improper transmission shifting or operation as the forward gear will be engaged from neutral only if the vehicle is stopped and the brake pedal depressed.

However, if the explained situation occurs while “R” (reverse) is selected, the Arens shifter has the potential to change to “D” but the vehicle would move forward only in case of 6 major preconditions:

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Preconditions for malfunction preconditions for malfunction:

Arens Display

Ignition on, engine running „R“ (reverse) is selected by the driver

R

R

„R“ is displayed 1.

2.

cell phone placed in the proximity of the Arens shifter touch pad cell phone receives a call (interference!!)

2

1327 763 107

shifter is changing to „D“(forward) display information „2“ (second gear) 3.

driver does not recognize the display information change „R“ to „2“

4.

vehicle speed below approx. 1km/h

5.

driver is pressing the gas pedal

6.

driver fails to realize the wrong vehicle impulse direction (drive mode in „D“ instead of soft manoeuvring mode in „R“ and does not apply the vehicle brake

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Driver selects

,» ring, ring ring

2 cell phone starts to ring

Page 92

UHF/VHF radio interference with the AS Tronic shift selector Î Detail information regarding the UHF/VHF radio: It has been also identified, that there is a potential for the AS Tronic shift selector to malfunction as a result of an improper radio, antenna and power supply installation causing the interference beyond the automotive requirements as well.

Placing microphone cable on the shifter, keying the microphone, and releasing it caused D and R requests.

The cause of this interference is the field strength and intensity of radio equipment.

Further investigations confirmed that there were errors made during the radio installation, the radio mounting positions and components used did not meet the installation guidelines of the radio supplier: ¾ Radio Installation not according to Manufacturer’s specifications ¾ Wrong Antenna – meant for metal roof, not for fibreglass roof (found in the field) (according to Motorola, this would be the correct part no.: P/N RRA4455A-VHF) ¾ Very long and coiled ground and power lines ¾ Coiled antenna wire ¾ Motorola radio is fused with 15 amp and the wire to the cigarette lighter is fused with 10 amp thermal breaker. The radio is connected parallel to the cigarette lighter. Voltage drops 1Volt when transmitter is active ¾ Ground wire ring terminal frayed

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Sources of interference wrong antenna meant for metal roof instead for fibreglass roof

radio installation

use of Cell phone in the proximity of the shifter

Motorola radio is fused with 15 amp and the wire to the cigarette lighter is fused with 10 amp thermal breaker. The radio is connected parallel to the cigarette lighter. Voltage drops 1Volt when transmitter is active

1327 763 107

Ground wire ring terminal frayed coiled antenna wire and ground/power lines BKS-I/R As of: 2008_07

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Action plan customer information for radio installation Î Check radio installation according to the manufactorer guidelines Î Check the antenna type for appropriate roof type Î Check the wiring installation of ground,power and antenna lines and improve, if needed

customer information for the use of cell phones and BlackBerry Î no sending devices because of shifter interference in the proximity of the shifter Î new sticker installation at all busses in the field and at the production line (P/N 1348 753 101) Î AS Tronic Softwareupdate in the field for the USA and Canada customer: MCI; Prevost; Newell and VanHool/ABC modification: direct change from R-D/D-R impossible!

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Further development radiated susceptibility (field strength) Î EMC requirements Europe E1 certification 30 – 50 V/m Î Bus manufacturer Europe requirement vehicle test 100 V/m requirement component test 150 V/m Î Arens shifter specification (2002 – 2007) field strength passed (1MHz- 1GHz) 150 V/m Î Arens shifter modification ( 10-2007) field strength passed (1…800MHz) 150 V/m field strength passed (800MHz – 3 GHz) 200 V/m Î ZF AS Tronic software modification (10-2007) direct shifter change from R-D or D-R impossible Î Additional installation guidelines for the shifter (08-2007) improoved installation guidelines inside ZF manual

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customer status for MCI,PREVOST,NEWELL, VANHOOL Î MCI three different system reaction scenarios were discussed with following result shifter request D->N->R or R->N->D in case of failing: default = N new software version for all busses in the field available July 2008 Î PREVOST first software version released October 2007, 200 busses reprogrammed campaign stop January 2008 due to MCI software version discrepancies new software up from July 2008 simular to MCI Î VanHool/ABC final software release and adjustment February 2008 new software up from July 2008 Î Newell similar to MCI and Prevost BKS-I/R As of: 2008_07

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Transmission actuator GS3 / GS 3.3 1.

2.

3.

ASTronic with GS3.3 general requirements for GS3.3-ECU development and tests differences GS3.0 to GS3.3 photos hardware differences GS3.0 ECU-Core GS3.3 ECU-Core ECU comparison GS3 - GS3.3

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ZF-ASTronic with GS3.3

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general requirements for GS3.3- electronic development and tests Î increase CPU Performance Î increase memory capacity (Flash and RAM) Î substitute from discontinued components Î same specification requirements as GS3.0 – electronic and additional function topics: additional analog input (clutch actuator temperature) optional placement of a J1708 interface (USA application) Î same test requirements as GS3.0 - electronic

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Photos to GS3.0 and GS3.3 Electronic GS3.3 - board

BKS-I/R As of: 2008_07

GS3.0 - board

AS-Tronic 2 Diagnostics

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GS3.0 to GS3.3 electronic hardware differences differences

reason

GS3.0-ECU

GS3.3-ECU

microcontroller / ext.

RAM / Flash-EPROM

increase performance

2 * SAB 80 C167 with ext. RAM and ext.

Flash EPROM

2 * ST10F276 with integrated RAM and Flash- EPROM on Chip

crystal-frequency

increase performance

19MHz

48 MHz

CAN driver

discontinued components

MITEC CTSA-SD

ALCATEL MC 30660

EEPROM

discontinued component

parallel communication

•serial communication •new type •Only one EEProm file

5 V Ref. -Output

integration

discrete circuit

integrated component

output stages

discontinued components

Infineon BTS707

Infineon BTS723GW

not realized

realized

EU5 input; additional additional function BKS-I/R As of: 2008_07

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GS3.0 CPU Core processor 1: 80C167CR

processor 2: 80C167CR 256KB Flash

512 KB Flash

Bus

Bus 16 KB RAM

SSC 4 KB RAM

4 KB RAM

2 KB IRAM

2 KB IRAM

2 KB XRAM

2 KB XRAM I2C

8 KB EEPROM

BKS-I/R As of: 2008_07

8 KB RAM

2 KB EEPROM

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GS3.3 CPU Core processor 1: ST10F276

processor 2: ST10F276 SSC

832 KB Flash

832 KB Flash

512 KB (32Bit)

512 KB (32Bit)

320 KB (16Bit)

320 KB (16Bit)

68 KB RAM 2 KB IRAM 2 KB XRAM 64 KB XRAM

BKS-I/R As of: 2008_07

SPI

SPI 8KB EEPROM

AS-Tronic 2 Diagnostics

68 KB RAM 2 KB IRAM 2 KB XRAM 64 KB XRAM

Page 104

ECU comparison GS3 - GS3.3 450% 400% 350% 300% 250% 200% 150% 100% 50% 0% program memory (Flash)

data memory (RAM)

GS3 BKS-I/R As of: 2008_07

CPU performance

GS3.3

AS-Tronic 2 Diagnostics

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AS Tronic EPA 02-04; 07 software overview Pak 7 and Pak 8

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Overview on Extensions VanHool/ABC with DDC S60/ CAT C13 / Cummins ISM (EPA04) engine and PAK 7 Î

- changing D <-> R / shiftpad functionality going through N is necessary, changing directly from D <-> R is no more possible going to N is possible without brake pedal, going from N to D/R brake pedal must be pressed Changing mode from D to R/R to D without going through N will cause a shift to Neutral

Î

- requesting D/R with delayed brake pedal: old: in N: first press brake pedal and then press D/R new: if you press first D/R (BP is on the display) you have 3 sec to confirm the request by the brake pedal to get D/R

Î

- optimized stall protection functionality improved settings to avoid too sensitive activation of the function

Î

- improvements in startup and shift quality

Î

- clutch calculation in maneuvering: return to maneuvering mode after coast mode (if maneuvering conditions are still accepted) transition to Start Up mode at >85% throttle. Stays in Start Up Mode until <20% throttle.

Cummins: use of torque control instead of speed control

Î

- optimized clutch learn in process to eliminate long CC/CH display times (specially for low air conditions or dirty valves)

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Overview on Extensions VanHool/ABC with DDC S60/ CAT C13 / Cummins ISM (EPA04) engine and PAK 7 Î

- automatic upshifting in manual mode without brake signal for engine protection. (set to 2400rpm)

Î

- no_diesel functionality Parameters adapted for less sensitive reaction (clutch closed during “out of fuel” condition)

Î

- enforced Neutral shifting near standstill as consequence of drive direction change eliminated

Î

- downshifting in standstill for startup gear improved settings for sensor detection “gear engaged “ to avoid "stick in 7th gear during a standstill shifting and tooth butting”.

Î

- neutral shifting in standstill: enforced Neutral shifting after 5 min. (warning after 4 min) instead of 15 min (10min)

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 108

Overview on Extensions PREVOST with DDC S60/EPA04 engine and PAK7 Î

Introduction of 12speed version (changeover from 10speed to 12speed) normal startup: 3rd gear / max 4th gear (pre-selecting) maneuvering: 1st and 2nd gear

Î

- Shifter/Error code display identification: Shifter 0501 214 599; ZF 3 Digit codes displayed

Î

- changing D <-> R / shiftpad functionality going through N is necessary, changing directly from D <-> R is no more possible going to N is possible without brake pedal, going from N to D/R brake pedal must be pressed Changing mode from D to R/R to D without going through N will cause a shift to Neutral

Î

- requesting D/R with delayed brake pedal: old: in N: first press brake pedal and then press D/R new: if you press first D/R (BP is on the display) you have 3 sec to confirm the request by the brake pedal to get D/R

Î

- optimized stall protection functionality improved settings to avoid too sensitive activation of the function

Î

- improvements in startup and shift quality - quicker reaction to throttle apply during rolling-stops - changing the pedal setpoint for the transition startup -> maneuvering in 2nd/1st gear

Î

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 109

Overview on Extensions PREVOST with DDC S60/EPA04 engine and PAK7 Î

- optimized clutch learn in process to eliminate long CC/CH display times, specially for low air conditions or dirty valves

Î

- CW activated at s_kup_ABS = 64mm, displayed for 20 seconds

Î

- no_diesel functionality parameters adapted for less sensitive reaction

Î

- automatic upshifting in manual mode without brake signal for engine protection

Î

- clutch calculation in maneuvering return to maneuvering mode after coast mode (if maneuvering conditions are still accepted)

Î

- enforced Neutralshifting near standstill as consequence of drive direction change eliminated

Î

- downshifting in standstill for startup gear improved settings for sensor detection “gear engaged “ to avoid "stick in 7th gear during a standstill shifting and tooth butting”.

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 110

Overview on Extensions MCI with DDC S60/ CAT C13 /CAT C12 (EPA04) engine and PAK7 Î

Introduction of 12speed version (changeover from 10speed to 12speed) normal startup: 3rd gear / max 4th gear (pre-selecting) maneuvering: 1st and 2nd gear

Î

- Shifter/Error code display identification: Shifter 0501 214 599; ZF 3 Digit codes display

Î

- changing D <-> R / shiftpad functionality going through N is necessary, changing directly from D <-> R is no more possible going to N is possible without brake pedal, going from N to D/R brake pedal must be pressed Changing mode from D to R/R to D without going through N will cause a shift to Neutral

Î

- requesting D/R with delayed brake pedal: old: in N: first press brake pedal and then press D/R new: if you press first D/R (BP is on the display) you have 3 sec to confirm the request by the brake pedal to get D/R

Î

- optimized stall protection functionality improved settings to avoid too sensitive activation of the function

Î

- improvements in startup and shift quality

Î

- quicker reaction to throttle apply and earlier/quicker downshifts during rolling-stops

Î

- changing the pedal setpoint for the transition startup -> maneuvering in 2nd/1st gear

Î

- clutch calculation in maneuvering: 1) Return to maneuvering mode after coast mode (if maneuvering conditions are still accepted) 2) Transition to Start Up mode at >85% throttle. Stays in Start Up Mode until <20% throttle.

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 111

Overview on Extensions MCI with DDC S60/ CAT C13 /CAT C12 (EPA04) engine and PAK7 Î

- optimized clutch learn in process to eliminate long CC/CH display times (specially for low air conditions or dirty valves)

Î

- CW activated at s_kup_abs = 64mm, CW displayed for 20 seconds

Î

- automatic Upshifting in manual mode without brake signal for engine protection.

Automatic Upshift set to 2400rpm.

Î

- no_diesel functionality Parameters adapted for less sensitive reaction (clutch closed during “out of fuel” condition)

Î

- enforced Neutral shifting near standstill as consequence of drive direction change eliminated

Î

- Downshifting in standstill for startup gear improved settings for sensor detection “gear engaged “ to avoid "stick in 7th gear during a standstill shifting and tooth butting”.

Î

- additionally CAT C12: 6009374789 based on 6009374771 (software PAK7) 1) adapted startup, maneuvring, coasting and shift quality to C12 engine characteristic 2) Shift in Process mode changed: only set during a shifting 3) Engine must be trimmed to Min/Max governor.

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 112

Overview on Extensions VanHool with DDC S60 / Cummins ISM / CAT C13 engine and PAK 8 Î

- Introduction of new transmission actuator GS3.3 with new software generation (PAK8) PAK8 software is only compatable with GS3.3, and vice versa.

Î

- E-Module1 replaced by E-Module2

Î

- Changing D<->R: going through N is necessary, changing directly from D <-> R is no more possible.

D/R ->N: possible without brake pedal, N -> D/R brake pedal must be pressed

Î

- New clutch control with clutch adaption new learn in process of the clutch caracteristic to minimize series spread to optimize cluch regulation

Î

- buzzer output for special symbols (CL, CW) on GS3.3 SDP output. CL flashes one sec on/off, CW solid for 1sec when CW gets active.

Î

- CW warning solid for 10 sec after initial key-on, then alternating for 2 min with gear display

Î

- CL warning Improved calculation for clutch load active downshifting in startup gears during CL without former upshifting

Î Î

- Optimized tooth butting avoidance - Improved functionality in startup and shifting flexible torque grade request vs fixed grade in PAK7

Î

- Pre-warning transmission sensor failure

Î

- Manoeuvring mode optimized

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 113

Overview on Extensions VanHool with DDC S60 / Cummins ISM / CAT C13 engine and PAK 8 Î

- Requesting D/R with delayed brake pedal old: in N: first press brake pedal and then press D/R. New: pressing first D/R (BP is on the display) -> 3 sec to confirm the request by the brake pedal to get D/R

Î

- Pulsing of clutch actuator valves the frequency of pulsing the actuator valves is adapted for better life time

Î

- Cummins: Use of VGT for upshift

Î

- Easy Start pressure signal as redundant brake pedal gear interlock. if brake pedal signal is not available, the system switches (after 3 times pressing the brake pedal) to the brake signal from the easystart to engage the gear. If the brake pedal is available again, the system switches back to the brake signal

Î Î

- New error numbers - New display symbols

Î

- Clutch learn in process optimized to eliminate long CC/CH display times, specially for low air conditions or dirty valves

Î

- Automatic upshifting (engine protection) also in manual mode without brake signal at 2400 rpm

Î

- CC-VS new ID: 0CF00321h (KIBES message)

Î

- Kickdown Mode kickdown with dynamic shifting functionality for faster shifting Kickdown via digital input (vehicle circuit interface)

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 114

Overview on Extensions VanHool with DDC S60 / Cummins ISM / CAT C13 engine and PAK 8 Î

- Downshifting in standstill for startup gear improved settings for sensor detection “gear engaged “ to avoid "stick in 7th gear during a standstill shifting and tooth butting”.

Î

- Shiftpad functionality changing mode from D to R/R to D without going through N will cause a shift to Neutral.

(FS is dispayed during the enforced Neutral shift)

Î

-Uncomfortable gear engaging from Neutral improved settings for tooth butting for standstill shiftings to avoid uncomfortable gear engaging

Î

- Temperature monitoring (ECU/Oil temperature) Bugfixing temperature map to eliminate wrong temperature warning (HT)

Î

- Extended Easy Start function timeout/clutch position release dependant on topography

Î

- Shift strategy switching between target speed calculation and shifting speed calculation depending on drive resistance

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 115

Overview on Extensions Prevost with DDC S60 / EPA07 engine and PAK 8 Î

- Introduction of new transmission actuator GS3.3 with new software generation (PAK8) PAK8 software is only compatable with GS3.3, and vice versa.

Î

- ZMTEC replaced by E-Module2

Î

- Introduction 12-speed version (axle ratio 3.21)

Î

- Manoeuvring in 1st and 2nd gear

Î

- Startup in 3rd gear (standard), max startup gear 4th (pre-selecting)

Î

- Changing D<->R: going through N is necessary, changing directly from D <-> R is no more possible.

D/R ->N: possible without brake pedal, N -> D/R brake pedal must be pressed

Î

- New clutch control with clutch adaption new learn in process of the clutch caracteristic to minimize series spread to optimize cluch regulation

Î

- Possibility to use buzzer for special symbols (CL, CW) on GS3 SDP output CL flashes one sec on/off, CW solid for 1sec when CW gets active.

Î

- CW warning: solid for 10 sec after initial key-on, then alternating for 2 min with gear display

Î Î

- Improved calculation for CL warning - Optimized tooth butting avoidance

Î

- Improved functionality in startup and shifting (flexible torque grade request vs fixed grade in PAK7)

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 116

Overview on Extensions Prevost with DDC S60 / EPA07 engine and PAK 8 Î

Requesting D/R with delayed brake pedal: old: in N: first press brake pedal and then press D/R. New: if you press first D/R (BP is on the display) you have 3 sec to confirm the request by the brake pedal to get D/R

Î

- Reducing startup gear while CL active downshifting in startup gears during CL without former upshifting

Î

- Upshifting in hills from 2nd gear shifting speed adapted to keep the gear longer

Î

- Pulsing of clutch actuator valves the frequency of pulsing the actuator valves is adapted for better life time

Î Î Î Î Î Î Î

- DDC: engine oil temp dependant Jake Brake assisted upshift timing.

- Easy Start pressure signal as redundant brake pedal gear interlock.

- New error numbers - New display symbols - Use of steering control for up- and downshifting - Changing the pedal setpoint for the transition startup -> maneuvering in 2nd/1st gear - Clutch learn in process optimized to eliminate long CC/CH display times, specially for low air conditions or dirty valves

Î

- Automatic upshifting in manual mode without brake signal for engine protection

Î

- Downshifting in standstill for startup gear improved settings for sensor detection “gear engaged “ to avoid "stick in 7th gear during a standstill shifting and tooth butting”.

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 117

Overview on Extensions Prevost with DDC S60 / EPA07 engine and PAK 8 Î

- Possibility to use buzzer for special symbols (CL, CW, FS) on GS3 SDP output: CL : flashes one sec on/off as long as CL is displayed CW: solid for 1sec when CW gets active FS: solid as FS is in the display.

Î

- Temperature monitoring (ECU/Oil temperature) Bugfixing temperature map to eliminate wrong temperature warning (HT)

Î

- shiftpad functionality changing mode from D to R/R to D without going through N will cause a shift to Neutral.

(FS is dispayed during the enforced Neutral shift)

Î

- clutch calculation in maneuvering: return to maneuvering mode after coast mode (if maneuvering conditions are still accepted)

Î

- no_diesel functionality parameters adapted for less sensitive reaction (clutch closed during “out of fuel” condition)

Î Î

- Pre-warning transmission sensor failure - Manoeuvring mode optimize

Î

- Stall protection functionality improved settings to avoid too sensitive activation

Î

- Extended Easy Start function timeout/clutch position release dependant on topography

Î

- Shift strategy: switching between target speed calculation and shifting speed calculation depending on drive resistance

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 118

Overview on Extensions MCI with EPA07 engine and PAK 8 Î

- Introduction of new transmission actuator GS3.3 with new software generation (PAK8) Pak8 software is only compatable with GS3.3, and vice versa.

Î

- ZMTEC replaced by E-Module2

Î

- Introduction 12-speed version (axle ratio 3.21) Manoeuvring in 1st and 2nd gear / Startup in 3rd gear (standard), max startup gear 4th (pre-selecting)

Î

- New clutch control with clutch adaption new learn in process of the clutch caracteristic to minimize series spread to optimize cluch regulation

Î

- New error numbers

Î

- Possibility to use buzzer for special symbols (CL, CW) on GS3 SDP output CL flashes one sec on/off, CW solid for 1sec when CW gets active.

Î Î Î

- CW warning active for 25 sec during initial key-on - New display symbols - Optimized tooth butting avoidance.

Î

- Switching between target speed calculation and shifting speed calculation depending on drive resistance

Î

- Datafield software switch between DDC and Cummins via digital input EDM6

Î

- Improved functionality in startup and shifting (flexible torque grade request vs, fixed grade in PAK7)

Î Î

- Pre-warning transmission sensor failure (Error Code 252).

- Automatic upshifting in manual mode without brake signal for engine protection Upshifts set to 2420rpm (Manual) and 2380rpm (Auto) for all programs

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 119

Overview on Extensions MCI with EPA07 engine and PAK 8 Î

- Improved calculation for clutch load warning

Î

- Adaption of shift strategy to new 07-engines Cummins: use of VGT instead of Jake Brake for upshifting, output speed additional filter for cruise control DDC: use of Jake Brake for upshifting depending of oil temperature

Î Î

- Optimized downshifting while coming to a stop - Optimized downshifting in hills during coast mode and change in throttle

Î

- Extended Easy Start function timeout/clutch position release dependant on topography up to 10% difference clutch position and 1.5sec less time release depending of topography

Î

- Optimized Start Up/Shifting Mode calculation after deceleration near to standstill and accelerate again.

Î Î

- P2 software not available in ID Block.

- Changing D <-> R: going through N is necessary, changing directly from D <-> R is no more possible going to N is possible without brake pedal, going from N to D/R brake pedal must be pressed

Î

- Requesting D/R with delayed brake pedal: old: in N: first press brake pedal and then press D/R new: if you press first D/R (BP is on the display) you have 3 sec to confirm the request by the brake pedal to get D/R

Î

- ID-Block P2-ID Block available in Testman/Mobidig ID Block switching (DF1 <->DF2) with Pin15 (126DS)

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 120

Overview on Extensions MCI with EPA07 engine and PAK 8 Î

- Downshifting 11-10 instead of 11-9 in hilly condition (gear hunting)

Î

- Reducing startup gear while CL active downshifting in startup gears during CL without former upshifting

Î

- Upshifting in hills from 2nd gear shifting speed adapted to keep the gear longer

Î

- Pulsing of clutch actuator valves. the frequency of pulsing the actuator valves is adapted for better life time

Î

- Easy Start pressure signal as redundant brake pedal gear interlock.

If the brake signal in N is not available, the system uses the Easy Start pressure signal (if available) for engaging D or R

Î

- CW warning solid for 10 sec after initial key-on, then alternating for 2 min with gear display

Î

- Downshifting in standstill for startup gear improved settings for sensor detection “gear engaged “ to avoid "stick in 7th gear during a standstill shifting and tooth butting”.

Î

- Manoeuvring mode optimized

Î

- Optimized stall protection functionality (basi triggerpoint around 350rpm plus treshold depending of engine speed grade)

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 121

Overview on Extensions MCI with EPA07 engine and PAK 8 Î

- Possibility to use buzzer for special symbols (CL, CW, FS) on GS3 SDP output: CL : flashes one sec on/off as long as CL is displayed CW: solid for 1sec when CW gets active FS: solid as FS is in the display.

Î

- Temperature monitoring (ECU/Oil temperature) Bugfixing temperature map to eliminate wrong temperature warning (HT)

Î

- shiftpad functionality changing mode from D to R/R to D without going through N will cause a shift to Neutral.

(FS is dispayed during the enforced Neutral shift)

Î

- clutch calculation in maneuvering: return to maneuvering mode after coast mode (if maneuvering conditions are still accepted)

Î

- no_diesel functionality parameters adapted for less sensitive reaction (clutch closed during

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 122

Overview on Extensions Newell with CAT C15 / EPA07 engine and PAK 8 Î

- Introduction of new transmission actuator GS3.3 with new software generation (PAK8) PAK8 software is only compatable with GS3.3, and vice versa.

Î

- ZMTEC replaced by E-Module2

Î

- Introduction 12-speed version (axle ratio 3.21)

Î

- Manoeuvring in 1st and 2nd gear

Î

- Startup in 3rd gear (standard), max startup gear 4th (pre-selecting)

Î

- Automatic Detection of Arens shifter or ZF-shifter (joystick shifter)

Î

- Changing D<->R / shifter functionality (only Arens shifter) going through N is necessary, changing directly from D <-> R is no more possible. changing mode from D to R/R to D without going through N will cause a shift to Neutral.

(FS is dispayed during the enforced Neutral shift)

Î

- Requesting D/R with delayed brake pedal: old: in N: first press brake pedal and then press D/R. new: if you press first D/R (BP is on the display) you have 3 sec to confirm the request by the brake pedal to get D/R

Î

- New clutch control with clutch adaption learn in process of the clutch caracteristic to minimize series spread to optimize clutch regulation

Î

- Possibility to use buzzer for special symbols (CL, CW, FS) on GS3 SDP output: CL flashes one sec on/off, CW solid for 1sec when CW gets active, FS soli.

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 123

Overview on Extensions Newell with CAT C15 / EPA07 engine and PAK 8 Î

- Pre-warning transmission sensor failure

Î

- Manoeuvring mode optimized

Î

- Stall protection functionality improved settings to avoid too sensitive activation

Î

- Extended Easy Start function timeout/clutch position release dependant on topography

Î

- Shift strategy: switching between target speed calculation and shifting speed calculation depending on drive resistance

Î

- Reducing startup gear while CL active downshifting in startup gears during CL without former upshifting

Î

- Upshifting in hills from 2nd gear shifting speed adapted to keep the gear longer

Î

- Pulsing of clutch actuator valves the frequency of pulsing the actuator valves is adapted for better life time

Î Î Î Î

- Easy Start pressure signal as redundant brake pedal gear interlock.

- New error numbers - New display symbols - Changing the pedal setpoint for the transition startup -> maneuvering in 2nd/1st gear

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 124

Overview on Extensions Newell with CAT C15 / EPA07 engine and PAK 8 Î

- Clutch learn in process optimized to eliminate long CC/CH display times, specially for low air conditions or dirty valves

Î

- no_diesel functionality parameters adapted for less sensitive reaction (clutch closed during “out of fuel” condition)

Î

- Temperature monitoring (ECU/Oil temperature) bugfixing temperature map to eliminate wrong temperature warning (HT)

Î

- CW warning: solid for 10 sec after initial key-on, then alternating for 2 min with gear display

Î

- Improved calculation for CL warning

Î

- Optimized tooth butting avoidance

Î

- Improved functionality in startup and shifting flexible torque grade request vs fixed grade in PAK7

BKS-I/R As of: 2008_07

AS-Tronic 2 Diagnostics

Page 125