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Technical manual

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1328 765 101b

Technical manual

Technical manual 16 AS 2601 12 AS 2301 10 AS 2301 This technical manual serves as

16

AS 2601

12

AS 2301

Technical manual 16 AS 2601 12 AS 2301 10 AS 2301 This technical manual serves as

10 AS 2301

Technical manual 16 AS 2601 12 AS 2301 10 AS 2301 This technical manual serves as

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

The ZF standard application is described in this manual. Customer-specific deviations must be defined.

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

 

Subject to change

A ZF-AS TRONIC application contains the following steps:

Copyright by ZF

Creation of a customer specification for the transmission by the vehicle manufacturer and ZF

This technical manual is protected by copyright.

Documentation by ZF

Printed in Germany

Initial installation

Inspection of initial installation and commissioning by ZF staff

Copyright by ZF

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

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

Printed in Germany

Table of contents

Table of contents

1

Brief description of the ZF-AS TRONIC

2

Transmission system and its components

3

Description of function

4

Installation

5

Annex

Table of contents

Table of contents

1 Brief description of the ZF-AS TRONIC

2 Transmission system and its components

2.1

System structure

2.2

Transmission and shift system

2.2.1

Description of the transmission

2.2.2

Description of the shift system

2.2.3

Technical data 16 AS 2601 – direct drive

2.2.4

Technical data 16 AS 2601 – overdrive

2.2.5

Technical data 12 AS 2301 – direct drive

2.2.6

Technical data 12 AS 2301 – overdrive

2.2.7

Technical data 10 AS 2301 – direct drive

2.2.8

Technical data 10 AS 2301 – overdrive

2.3

Transmission components

2.3.1

Transmission actuator

2.3.2

Clutch actuator

2.4

Peripheral components

2.4.1

Range selector

2.4.2

Electronic module (E module)

2.4.3

Display

2.5

Auxiliary units

2.5.1

Intarder

2.5.1.1

General

2.5.1.2

Mechanical interface

2.5.1.3

Oil grades and oil fill quantities

2.5.1.4

Coolant connection

2.5.1.5

Pneumatic interface

2.5.1.6

Electrical interface

2.5.1.7

Communication interface

2.5.2

PTO units

2.5.2.1

Clutch-dependent PTO units

2.5.2.2

Roadspeed-dependent PTO units

2.5.2.3

Fitting at a later date

3 Function description

3.1

Operating modes

3.2

Automatic drive program

3.2.1

Activating the automatic drive program

3.2.2

Fully automatic gear changing

3.2.3

Automatic selection of start gear

3.2.4

Switching off the automatic drive program

3.2.5

Re-activating the automatic drive program

3.2.6

Manoeuvring

3.2.6.1

Forward gears

Table of contents

Table of contents

3.3

System safety

3.3.1

Principles

3.3.2

Clutch concept

3.3.3

Transmission control unit concept

3.3.4

Interface concept

3.3.5

Driving modes investigated

3.4

Responses to faults

3.5

Diagnosis

4

Installation

4.1

Transmission installation investigation

4.1.1

Standard transmission installation drawings

4.1.2

Installation drawings for PTO units + emergency steering pumps

4.1.3

Input shafts

4.1.4

Clutch bell housing

4.1.5

Clutch

4.1.6

Clutch release device

4.1.7

Engine connection

4.1.8

Mounting

4.1.9

Transmission installation angle

4.1.10

Propeller shaft connection

4.1.11

Torsional vibrations

4.1.12

Bending vibrations

4.1.13

Cover / impact protection

4.1.14

Additional brackets

4.1.15

Fording ability

4.1.16

Accessibility

4.1.17

Additional guidelines for vehicle body manufacturer

4.1.18

Vehicle wiring

4.2

Temperatures

4.2.1

Permissible ambient temperatures on the transmission

4.2.2

Permissible oil temperatures

4.2.3

Causes of excess oil temperatures

4.2.4

Additional transmission cooling

4.2.5

Use at very low temperatures

4.2.6

Storing the transmission at very low temperatures

4.3

Oil filling

4.4

The electrical system

4.4.1

System layout and circuit diagrams

4.4.2

Connector descriptions

4.4.3

Operating voltages

4.4.4

CAN bus installation

4.4.5

Requirements placed on wiring quality

4.4.6

Connector and counter connector designations

4.4.7

Other electrical interfaces on the ZF-AS TRONIC

4.4.8

CAN signals

Table of contents

Table of contents
 

4.5

The pneumatic system

4.6

Additional units

4.6.1

ZF-Intarder

4.6.2

Externally produced retarders

4.6.3

ZF PTO units

4.6.4

Externally produced PTO units

4.7

Transmission installation on assembly line

4.7.1

Transport

4.7.2

Delivery of main transmission

4.7.3

Anti-corrosion protection

4.7.4

Painting at a later date

4.7.5

Assembly of engine, clutch and transmission

4.7.6

EOL programming

4.7.7

Delivery monitoring

4.8

Additional information

4.8.1

Operating and maintenance instructions

4.8.2

Handing over vehicle to the end customer

4.9

Application and documentation

4.9.1

Application

4.9.2

ZF documentation

4.9.3

Type plate

4.9.4

Explanation of ZF documentation

5

Annex

1 Brief description of ZF- AS TRONIC

1 Brief description of ZF-AS TRONIC

1 Brief description of ZF- AS TRONIC Transmission actuator with integrated electronics Clutch 014 866

1 Brief description of ZF-AS TRONIC

Transmission actuator with integrated electronics Clutch 014 866 Transmission Clutch actuator Air supply
Transmission actuator with
integrated electronics
Clutch
014 866
Transmission
Clutch actuator
Air supply

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

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

014866

The driver has the option of driving the vehicle in both semi-automatic mode as well as fully automatically. When in semi-automatic mode, manual shifting with the range selector is made easier.

When in fully automatic mode, gears are selected and shifts made by the electronic control unit. The driver can still intervene if he wishes to. All system functions required are shown on the display, e.g. neutral, gear change, clutch overload and diagnosis information.

2 Transmission system and its components 2.1 System structure 2.2 Transmission and shift system 2.2.1

2 Transmission system and its components

2.1

System structure

2.2

Transmission and shift system

2.2.1

Description of the transmission

2.2.2

Description of the shift system

2.2.3

Technical data 16 AS 2601 – direct drive

2.2.4

Technical data 16 AS 2601 – overdrive

2.2.5

Technical data 12 AS 2301 – direct drive

2.2.6

Technical data 12 AS 2301 – overdrive

2.2.7

Technical data 10 AS 2301 – direct drive

2.2.8

Technical data 10 AS 2301 – overdrive

2.3

Transmission components

2.3.1

Transmission actuator

2.3.2

Clutch actuator

2.4

Peripheral components

2.4.1

Range selector

2.4.2

Electronic module (E module)

2.4.3

Display

2.5

Auxiliary units

2.5.1

Intarder

2.5.1.1

General

2.5.1.2

Mechanical interface

2.5.1.3

Oil grades and oil fill quantities

2.5.1.4

Coolant connection

2.5.1.5

Pneumatic interface

2.5.1.6

Electrical interface

2.5.1.7

Communication interface

2.5.2

PTO units

2.5.2.1

Clutch-dependent PTO units

2.5.2.2

Roadspeed-dependent PTO units

2.5.2.3

Fitting at a later date

2 Transmission system - components

2 Transmission system - components 2.1 System structure

2.1 System structure

2

Transmission system – components

2.1

System structure

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

5 4.2 4.1 4 7 6
5
4.2
4.1
4
7
6

8

2 1 3 014 887
2
1
3
014 887

Since the ZF-AS TRONIC is integrated in the vehicle system, it can do without other individual peripheral components and uses the vehicle’s systems such as engine electronics with accelerator (6) and brake pedal (7), electronic braking system with wheel speed sensor etc. instead.

The ZF-AS TRONIC is integrated in the vehicle system by the networking of the vehicle electronic unit via a CAN bus. The reciprocal system inter- dependencies resulting from this must be investigated within a vehicle integration FMEA.

2 Transmission system - components

2 Transmission system - components 2.2 Transmission and shift system

2.2 Transmission and shift system

2.2 Transmission and shift system

2.2.1 Description of the transmission

The ZF-AS TRONlC transmission consists of a four- speed section (in the 16-speed version) or a three- speed version (in the 12 and 10-speed version) as well as a splitter group (GV) and a rear-mounted range- change group (GP) in a planetary design.

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

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

Division of power: in constants K1 or K2 on both layshafts K2 K1 4 3
Division of power: in constants K1 or K2
on both layshafts
K2
K1
4 3
2 1
014 867
Transmission brake
4-speed transmission
Range-change group

Example: 16 AS 2601

Splitter

group

2.2.2 Description of the shift system

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

Key

1

Transmission actuator

2

Shift cylinder for splitter group

3

Shift cylinder for main transmission

4

Shift cylinder for range-change group

5

Selector cylinder for main transmission

2123 34 41 55 GP GP 014 868 12 Gang 16 Gang GV GV 2/3
2123
34
41
55
GP
GP
014 868
12 Gang
16 Gang
GV
GV
2/3
1/R
1/2
3/4
R

2 Transmission system - components

2 Transmission system - components 2.2 Transmission and shift system

2.2 Transmission and shift system

2.2.3 Technical data 16 AS 2601 Direct drive

Number of forwards gears:

16

Number of reverse gears:

2

Gear jump:

20.5 ± 2.2%

Ratio range:

Forwards

17.03 - 1.0

Reverse

15.77 - 13.07

Input torque*:

max. 2200 Nm

Input speed:

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

Length:

953 mm

Oil quantity:

12 l

Weight:

270 kg**

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

* Approximate value: depends on the vehicle type and vehicle data as well as the relevant input conditions

** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator.

Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

16 AS 2601 Direct drive

Powerflow diagram

Gear

Ratio

Gear stage

Inertia torque 1) kgm 2

 

i

1st

17.029

0.100

1st 17.029 0.100
 

1.206

2nd

14.120

0.139

2nd 14.120 0.139
 

1.227

3rd

11.504

0.102

3rd 11.504 0.102
 

1.206

4th

9.539

0.143

4th 9.539 0.143
 

1.213

5th

7.864

0.107

5th 7.864 0.107
 

1.206

6th

6.521

0.149

6th 6.521 0.149
 

1.184

7th

5.506

0.115

7th 5.506 0.115
 

1.206

8th

4.565

0.162

8th 4.565 0.162
 

1.224

9th

3.730

0.120

9th 3.730 0.120
 

1.206

10th

3.093

0.169

10th 3.093 0.169
 

1.227

11th

2.520

0.146

11th 2.520 0.146
 

1.206

12th

2.089

0.207

12th 2.089 0.207
 

1.213

13th

1.723

0.201

13th 1.723 0.201
 

1.206

14th

1.428

0.287

14th 1.428 0.287
 

1.184

15th

1.206

0.309

15th 1.206 0.309
 

1.206

16th

1.00

0.443

16th 1.00 0.443

R1

15.768

R1 15.768
 

1.206

R2

13.074

R2 13.074

N

K1

0.098

N

K2

0.137

R1 15.768   1.206 R2 13.074 N K1 – – 0.098 N K2 – – 0.137

1) Values refer to input side

2 Transmission system - components

2 Transmission system - components 2.2 Transmission and shift system

2.2 Transmission and shift system

2.2.4 Technical data 16 AS 2601 Overdrive

Number of forwards gears:

16

Number of reverse gears:

2

Gear jump:

20.5 ± 2.2%

Ratio range:

Forwards

14.12 - 0.83

Reverse

13.07 - 10.81

Input torque*:

max. 2600 Nm

Input speed:

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

Length:

953 mm

Oil quantity:

12 l

Weight:

270 kg**

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

* Approximate value: depends on vehicle type and vehicle data as well as the relevant input conditions

** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator.

Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

16 AS 2601 Overdrive

Powerflow diagram

Gear

Ratio

Gear stage

Inertia torque 1) kgm 2

 

i

1st

14.120

0.123

1st 14.120 0.123
 

1.209

2nd

11.677

0.174

2nd 11.677 0.174
 

1.224

3rd

9.539

0.126

3rd 9.539 0.126
 

1.209

4th

7.889

0.178

4th 7.889 0.178
 

1.210

5th

6.521

0.133

5th 6.521 0.133
 

1.209

6th

5.393

0.188

6th 5.393 0.188
 

1.181

7th

4.565

0.145

7th 4.565 0.145
 

1.209

8th

3.776

0.206

8th 3.776 0.206
 

1.221

9th

3.093

0.152

9th 3.093 0.152
 

1.209

10th

2.558

0.217

10th 2.558 0.217
 

1.224

11th

2.089

0.191

11th 2.089 0.191
 

1.209

12th

1.728

0.272

12th 1.728 0.272
 

1.210

13th

1.428

0.270

13th 1.428 0.270
 

1.209

14th

1.181

0.389

14th 1.181 0.389
 

1.181

15th

1.000

0.427

15th 1.000 0.427
 

1.209

16th

0.827

0.617

16th 0.827 0.617

R1

13.074

R1 13.074
 

1.209

R2

10.812

R2 10.812

N

K1

0.170

N

K2

0.120

z 40
z 40

1) Values refer to input side

2 Transmission system - components

2 Transmission system - components 2.2 Transmission and shift system

2.2 Transmission and shift system

2.2.5 Technical data 12 AS 2301 Direct drive

Number of forwards gears:

12

Number of reverse gears:

2

Gear jump:

29 ± 2.5%

Ratio range:

Forwards

15.86 - 1.0

Reverse

14.68 - 11.41

Input torque*:

max. 1900 Nm

Input speed:

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

Length:

910 mm

Oil quantity:

11 l

Weight:

250 kg**

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

* Approximate value: depends on vehicle type and vehicle data as well as the relevant input conditions

** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator.

Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

12 AS 2301 Direct drive

Powerflow diagram

Gear

Ratio

Gear stage

Inertia torque 1) kgm 2

 

i

1st

15.858

0.092

1st 15.858 0.092
 

1.287

2nd

12.326

0.143

2nd 12.326 0.143
 

1.289

3rd

9.565

0.096

3rd 9.565 0.096
 

1.287

4th

7.435

0.150

4th 7.435 0.150
 

1.266

5th

5.873

0.106

5th 5.873 0.106
 

1.287

6th

4.565

0.167

6th 4.565 0.167
 

1.314

7th

3.474

0.112

7th 3.474 0.112
 

1.287

8th

2.700

0.176

8th 2.700 0.176
 

1.289

9th

2.095

0.151

9th 2.095 0.151
 

1.287

10th

1.629

0.241

10th 1.629 0.241
 

1.266

11th

1.287

0.252

11th 1.287 0.252
 

1.287

12th

1.000

0.409

 

R1

14.683

R1 14.683
 

1.287

R2

11.413

R2 11.413

N

K1

0.090

N

K2

0.140

1) Values refer to input side

z 36
z 36
R2 11.413 N K1 – – 0.090 N K2 – – 0.140 1) Values refer to

2 Transmission system - components

2 Transmission system - components 2.2 Transmission and shift system

2.2 Transmission and shift system

2.2.6 Technical data 12 AS 2301 Overdrive

Number of forwards gears:

12

Number of reverse gears:

2

Gear jump:

29 ± 2.5%

Ratio range:

Forwards

12.33 - 0.78

Reverse

11.41 - 8.88

Input torque*:

max. 2300 Nm

Input speed:

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

Length:

910 mm

Oil quantity:

11 l

Weight:

250 kg**

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

* Approximate value: depends on vehicle type and vehicle data as well as the relevant input conditions

** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator.

Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

12 AS 2301 Overdrive

Powerflow diagram

Gear Ratio Gear stage i Inertia torque 1) kgm 2 1st 12.326 0.118 1.285 2nd
Gear
Ratio
Gear stage
i
Inertia torque 1)
kgm 2
1st
12.326
0.118
1.285
2nd
9.590
0.186
1.290
3rd
7.435
0.123
1.285
4th
5.784
0.195
1.267
5th
4.565
0.137
1.285
6th
3.552
0.218
1.316
7th
2.700
0.155
1.285
8th
2.101
0.247
1.290
9th
1.629
0.225
1.285
10th
1.267
0.362
1.267
11th
1.000
0.406
1.285
12th
0.778
0.662
R1
11.413
1.285
R2
8.880
N
K1
0.181
N
K2
0.115

1) Values refer to input side

2 Transmission system - components

2 Transmission system - components 2.2 Transmission and shift system

2.2 Transmission and shift system

2.2.7 Technical data 10 AS 2301 Direct gear

Number of forwards gears:

10

Number of reverse gears:

1

Gear jump:

29 ± 2.5%

Ratio range:

Forwards

9.57 - 1.0

Reverse

11.41

Input torque*:

max. 2300 Nm

Input speed:

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

Length:

898 mm

Oil quantity:

11 l

Weight:

250 kg**

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

* Approximate value: depends on vehicle type and vehicle data as well as the relevant input conditions

** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator.

Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

10 AS 2301 Direct drive

Powerflow diagram

Gear

Ratio

Gear stage

Inertia torque 1) kgm 2

 

i

1st

9.590

0.186

1st 9.590 0.186
 

1.290

2nd

7.435

0.123

2nd 7.435 0.123
 

1.285

3rd

5.784

0.195

3rd 5.784 0.195
 

1.267

4th

4.565

0.137

4th 4.565 0.137
 

1.285

5th

3.552

0.218

5th 3.552 0.218
 

1.316

6th

2.700

0.155

6th 2.700 0.155
 

1.285

7th

2.101

0.247

7th 2.101 0.247
 

1.290

8th

1.629

0.225

8th 1.629 0.225
 

1.285

9th

1.267

0.362

9th 1.267 0.362
 

1.267

10th

1.000

0.406

10th 1.000 0.406

R

11.413

R 11.413

N

K1

0.181

N

K2

0.115

1) Values refer to input side

z 34 z 46
z
34
z
46
11.413 N K1 – – 0.181 N K2 – – 0.115 1) Values refer to input

2 Transmission system - components

2 Transmission system - components 2.2 Transmission and shift system

2.2 Transmission and shift system

2.2.8 Technical data 10 AS 2301 Overdrive

Number of forwards gears:

10

Number of reverse gears:

1

Gear jump:

29 ± 2.5%

Ratio range:

Forwards

7.44 - 0.78

Reverse

11.41

Input torque*:

max. 2300 Nm (OD)

Input speed:

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

Length:

898 mm

Oil quantity:

11 l

Weight:

250 kg**

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

* Approximate value: depends on vehicle type and vehicle data as well as the relevant input conditions

** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator.

Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg

10 AS 2301 Overdrive

Powerflow diagram

Gear

Ratio

Gear stage

Inertia torque 1) kgm 2

 

i

1st

7.435

0.123

1st 7.435 0.123
 

1.285

  1.285

2nd

5.784

0.195

 

1.267

 

3rd

4.565

0.137

3rd 4.565 0.137
 

1.285

4th

3.552

0.218

4th 3.552 0.218
 

1.316

5th

2.700

0.155

5th 2.700 0.155
 

1.285

6th

2.101

0.247

6th 2.101 0.247
 

1.290

7th

1.629

0.225

7th 1.629 0.225
 

1.285

8th

1.267

0.362

8th 1.267 0.362
 

1.267

9th

1.000

0.406

9th 1.000 0.406
 

1.285

10th

0.778

0.662

10th 0.778 0.662

R

11.413

R 11.413

N

K1

0.181

N

K2

0.115

1) Values refer to input side

0.662 R 11.413 N K1 – – 0.181 N K2 – – 0.115 1) Values refer
0.662 R 11.413 N K1 – – 0.181 N K2 – – 0.115 1) Values refer

2 Transmission system - components

2 Transmission system - components 2.3 Transmission components

2.3 Transmission components

2.3 Transmission components

2.3.1 Transmission actuator

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

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

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

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

The sensors record

Integrated transmission electronics

– the current position of all shift cylinders

– the transmission input speed

– the transmission temperature

– the amount of air pressure available

014869 Vehicle connector Sensors • Travel • Temperature • Speed • Pressure Valves • Shifting
014869
Vehicle connector
Sensors
• Travel
• Temperature
• Speed
• Pressure
Valves
Shifting
Selecting
Transmission
brake
Gear shift cylinder
010834

Compressed air connection and pressure control valve

The vehicle connector is the electrical interface with the vehicle’s CAN system network, the display, the range selector, the voltage supply, diagnosis devices etc.

The transmission electronics are integrated in the housing cover. The figure (010834) shows the transmission actuator with the housing cover open.

Transmission

connector

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

connection lines.

• Splitter group

• Range-change group

• Main transmission (shifting, selecting)

2 Transmission system - components

2 Transmission system - components 2.3 Transmission components

2.3 Transmission components

2.3.2 Clutch actuator

Travel

sensor

Transmission components 2.3.2 Clutch actuator Travel sensor 014871 Electronic Valves for clutch open Actuation piston
014871 Electronic
014871
Electronic

Valves for

Clutch actuator Travel sensor 014871 Electronic Valves for clutch open Actuation piston Valves for clutch closed

clutch open

Actuation

piston

014871 Electronic Valves for clutch open Actuation piston Valves for clutch closed module The clutch actuator

Valves for

clutch closed

module

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

In addition to the pneumatic actuation piston responsible for clutch release, the following components are also integrated in the clutch actuator:

pairs of redundant, cyclical-actuation valves are each used for opening and closing the clutch. During these processes, the two valve orifices (with different diameters) are energized in succession.

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

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

The electronics therefore always have information on the current wear status and the friction lining.

The driver is warned in good time of complete clutch wear.

2

Transmission system - components

2 Transmission system - components 2.4 Peripheral components

2.4 Peripheral components

2.4 Peripheral components

2.4.1 Range selector

Console range selector

Console range selector 014 871 R Rotary switch N D 014 872 A/M changeover A =

014 871

R Rotary switch N D
R
Rotary switch
N
D

014 872

A/M changeover A = Automatic M = Manual

D

= Drive (forwards, automatic or manual)

N

= Neutral

R

= Reverse

Steering wheel switch

N = Neutral R = Reverse Steering wheel switch 0 1 4 8 7 3 +

014 873

R = Reverse Steering wheel switch 0 1 4 8 7 3 + Upshift – Downshift

+

Upshift

Downshift

+ +

Accumulated

– –

Accumulated

upshift

downshift

The following range selectors can be obtained from ZF for the ZF-ASTRONIC system:

 

Order no.

Drawing no.

Console range selector with integrated rotary switch

6006 029 018

6006 629 024

Steering wheel switch*

0501 211 185

0501 211 185

Rotary switch

6006 199 031

6006 629 022

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

The range selector is the control element used to

select the drive range

select the gear

activate/deactivate automatic mode

call up the error display ( see diagnosis in Chapter 3.5)

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

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

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

2

Transmission system - components

2 Transmission system - components 2.4 Peripheral components

2.4 Peripheral components

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

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

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

The following inputs / outputs are available.

CAN interface 1x CAN interface (250 k Baud, interface with ISO/DIS 11898)

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

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

Range selector

outputs “high active” for vehicle signals Range selector Additional interfaces for ZF- AS TRONIC (e.g. buzzer,

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

interfaces for ZF- AS TRONIC (e.g. buzzer, PTO unit, …) E module Transmission electronics ZF- AS

E module

for ZF- AS TRONIC (e.g. buzzer, PTO unit, …) E module Transmission electronics ZF- AS TRONIC

Transmission electronics ZF-AS TRONIC

ZF CAN

2

Transmission system - components

2 Transmission system - components 2.4 Peripheral components

2.4 Peripheral components

2.4.3 Display Drawing no. 0501 211 422

The display shows operating messages, warning instructions and system errors. Communication with the transmission electronics occurs via a ZF specific interface.

DISPLAYS

OPERATING MESSAGES

via a ZF specific interface. DISPLAYS OPERATING MESSAGES 008 010 System self check (with ignition ON)

008

010

System self check (with ignition ON)

Transmission in Neutral positionMESSAGES 008 010 System self check (with ignition ON) 008 011 008 015 016 893 008

008

011

(with ignition ON) Transmission in Neutral position 008 011 008 015 016 893 008 109 008

008

015

ON) Transmission in Neutral position 008 011 008 015 016 893 008 109 008 107 008

016

893

Transmission in Neutral position 008 011 008 015 016 893 008 109 008 107 008 024

008

109

in Neutral position 008 011 008 015 016 893 008 109 008 107 008 024 008

008 107

in Neutral position 008 011 008 015 016 893 008 109 008 107 008 024 008

008

024

position 008 011 008 015 016 893 008 109 008 107 008 024 008 102 013

008

102

008 011 008 015 016 893 008 109 008 107 008 024 008 102 013 586

013

586

1328 765 101

Gear selected

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

Reverse gear “Slow” selected

Reverse gear “Rapid” selected

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

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

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

is selected in the transmission).

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

WARNING INSTRUCTIONS

produced by the vehicle manufacturer. WARNING INSTRUCTIONS 008 128 Insufficient air pressure (airless) Accelerator

008

128

Insufficient air pressure (airless)

Accelerator error INSTRUCTIONS 008 128 Insufficient air pressure (airless) 2-13 008 012 008 021 008 029 008 122

2-13

008

012

air pressure (airless) Accelerator error 2-13 008 012 008 021 008 029 008 122 Clutch overloaded.

008

021

pressure (airless) Accelerator error 2-13 008 012 008 021 008 029 008 122 Clutch overloaded. Selector

008

029

(airless) Accelerator error 2-13 008 012 008 021 008 029 008 122 Clutch overloaded. Selector lower

008

122

Clutch overloaded. Selector lower gear (clutch)

Clutch worn

Communication error with display (Electronic error)

SYSTEM ERRORS

error with display (Electronic error) SYSTEM ERRORS 008 026 System error.Vehicle can only be driven in

008

026

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

error.Vehicle can only be driven in a restricted manner. 008 027 008 103 008 106 System

008

027

can only be driven in a restricted manner. 008 027 008 103 008 106 System error.

008

103

can only be driven in a restricted manner. 008 027 008 103 008 106 System error.

008 106

System error.

Stop!

Example of error code: 53

Example of error code: 168 If 4 bars are displayed in addition to the number, this

means: error no. +100.

2000-09

2

Transmission system - components

2 Transmission system - components 2.5 Auxiliary units

2.5 Auxiliary units

2.5 Auxiliary units

2.5.1 Intarder

The Intarder is a hydrodynamic and therefore zero- wear transmission brake.

2.5.1.1 General

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

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

2.5.1.2 Mechanical interface

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

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

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

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

For more information, please refer to the ZF- Intarder technical manual, order no. 6085 765 004.

2.5.1.3 Oil grades and oil fill quantities

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

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

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

2.5.1.4 Coolant connection

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

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

2.5.1.5 Pneumatic interface

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

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

2.5.1.6 Electrical interface

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

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

2

Transmission system - components

2 Transmission system - components 2.5 Auxiliary units

2.5 Auxiliary units

2.5.1.7 Communication interface

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

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

2.5.1.8 Speedo signal

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

2.5.2 PTO units

Engine-dependent PTO units are not available.

2.5.2.1 Clutch-dependent PTO units

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

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

2.5.2.2 Roadspeed-dependent PTO units

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

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

2.5.2.3 Fitting at a later date

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

3 Function description 1328 765 101 3.1 Operating modes 3.2 Automatic drive program 3.2.1 Activating

3 Function description

1328 765 101

3.1

Operating modes

3.2

Automatic drive program

3.2.1

Activating the automatic drive program

3.2.2

Fully automatic gear changing

3.2.3

Automatic selection of start gear

3.2.4

Switching off the automatic drive program

3.2.5

Re-activating the automatic drive program

3.2.6

Manoeuvring

3.2.6.1

Forwards gears

3.2.6.2

Reverse gears

3.3

System safety

3.3.1

Principles

3.3.2

Clutch concept

3.3.3

Transmission control unit concept

3.3.4

Interface concept

3.3.5

Driving modes investigated

3.4

Responses to faults

3.5

Diagnosis

1999-01

3

Function description

3 Function description 3.1 Operating modes

3.1 Operating modes

3 Function description

3.1 Operating modes

The ZF-AS TRONIC transmission control unit is subdivided into operating modes (e.g.: setting off, manoeuvring, gear shifting while vehicle is in motion, gear engagement while in motion, etc.) in a hierarchical manner. Defined functions of the ZF- AS TRONIC are assigned to each operating mode.

The operating modes are defined by clear sensor signals or by signals via the communication system.

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

3

Function description

3 Function description 3.2 Automatic drive program

3.2 Automatic drive program

3.2 Automatic drive program

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

3.2.1 Activating the automatic drive program

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

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

3.2.2 Fully automatic gear changing

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

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

3.2.3 Automatic selection of start gear

When the automatic drive program is active, the start gear is calculated and selected fully automatically in accordance with the setting off conditions (gradient, loads, etc.).

If the driver believes that the start gear, as shown in

the display, is too high, he can correct and lower this using the range selector (for more information, refer to the functions of the range selector in Chapter

2.4).

To extend the clutch service life, corrections cannot

be made into a higher gear.

A start gear will even be selected and engaged once

the ignition has been switched off and the vehicle restarted.

3.2.4 Switching off the automatic drive program

Should a critical drive situation arise and the driver wish to avoid automatic gear changing (retain a gear)

or shift gear manually (manual drive mode), the

automatic drive program can be switched off by actuating the range selector accordingly (for more information, refer to the functions of the range selector in Chapter 2.4).

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

If the automatic drive program is switched off and the

vehicle moved through manual operation of the range

selector, the fuel consumption levels may then rise depending on the manual gear selection made by the driver.

Despite manual driving mode, the automatic start gear is retained as in the automatic drive program.

Should an error occur in the transmission system or

in a data exchange with other systems, the automatic

drive program may switch itself off depending on the

effect of the error.

3

Function description

3 Function description 3.2 Automatic drive program

3.2 Automatic drive program

3.2.5 Re-activating the automatic drive program

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

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

3.2.6 Manoeuvring

3.2.6.1 Forwards gears

The manoeuvring gears are

1st, 2nd and 3rd gear in the 16 AS 2601,

1st and 2nd gear in the 12 AS 2301 and

1st gear in the 10 AS 2301 (bus)

In certain driving modes, the automatic start gear may be in the same range as the manoeuvring gears.

If the system selects a start gear which is outside the manoeuvring range, the driver must change this to the manoeuvring gear desired by intervening manually on the range selector.

Automatic gear changes are not made when the vehicle is in the “Manoeuvring” operating mode. If a change into a lower gear is to be made during manoeuvres, this must be done manually via the range selector.

3.2.6.2 Reverse gears

In the ZF-AS TRONIC systems for truck applications 16 AS 2601 and 12 AS 2301, the slower R gear is usually selected. As a rule, automatic gear changes do not occur in the reverse travel range – regardless of the accelerator position. The rapid R gear must be selected by manual intervention on the range selector.

When using the bus application (10 AS 2301), only one R gear is available.

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

3

Function description

3 Function description 3.3 System safety

3.3 System safety

3.3 System safety

3.3.1 Principles

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

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

System analyses undertaken:

risk analysis as specified in DIN 19250

system FMEA

vehicle integration FMEA’s

K FMEA’s

The following situations have been defined as safer and those to be aimed for in instances of error:

“driveline closed” when vehicle in motion

“driveline open” when vehicle at standstill

The following vehicle behaviour has been defined as relevant to safety as a result of the system analyses:

independent setting off

setting off in opposite direction of travel

blocked driveline when in motion

Special measures were undertaken during the development of the ZF-AS TRONIC (e.g redundancies, verification checks etc.) to avoid these circumstances wherever possible. Errors which do not lead to the drive behaviour listed above will only influence agreed functions of the AS TRONIC and therefore the reliability and/or availability of the vehicle.

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

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

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

3

Function description

3 Function description 3.3 System safety

3.3 System safety

3.3.2 Clutch concept

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

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

electrical Clutch actuator Operating and pneumatic Check display elements MV4 valve MV3 Range selector Sensor
electrical
Clutch actuator
Operating and
pneumatic
Check
display elements
MV4
valve
MV3
Range
selector
Sensor
MV2
Power supply
interfaces for ZF-
AS TRONIC
MV1
Display
E module
Transmission actuator
Sensor
Pressure
Pressure
relief
sensor
ZF system CAN
Range change group
valve
Sensor
ZF-ASTRONIC
Splitter
Sensor
ABS
Engine
transmission
Intarder
ASR
electronics
electronics
Select
Sensor
Shift valves
Y1 ➠ Y9
Main transmission
Main cutoff valve
Vehicle CAN

Figure 1: System diagram of ZF-AS TRONIC 2

014 876

3

Function description

3 Function description 3.3 System safety

3.3 System safety

3.3.3 Transmission control concept

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

3.3.4 Interface concept

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

3.3.5 Driving modes investigated

Error trees have been created for the following driving modes:

independent setting off

setting off in opposite direction of travel

vehicle not setting off (gear already selected)

driveline interruption during travel

acceleration not OK

blocked driveline during travel

The measures to be initiated ensure compliance with the aforementioned criteria for behaviour in response to errors and faults.

3

Function description

3 Function description 3.4 Responses to faults

3.4 Responses to faults

3.4 Responses to faults

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

Error class

Display

1

none

2

2

3

3

Error class 1

Unrestricted drive operation possible

No errors shown in display

Entry in error memory

Levels of comfort may be reduced

Error can be rectified next time the vehicle goes into the workshop

Error class 2

Restricted drive operation possible

Error display shows “wrench” symbol

Entry in error memory

Reduced levels of comfort

Increased shift times

Worsening in levels of manoeuvring and setting off quality

Find a specialist workshop

Error class 3

Drive operation no longer possible

Error display shows “STOP” and “wrench” symbols

Entry in error memory

Gears can no longer be selected during travel, the selected gear is retained

When vehicle comes to standstill, shift is made into neutral

Contact nearest specialist workshop

3 Function description

3 Function description 3.5 Diagnosis

3.5 Diagnosis

3.5

Diagnosis

ZF diagnosis systems:

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

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

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

Communication:

The hardware interface is implemented as specified in

ISO 14230-1

The following communication protocols are available

ZF protocol

keyword protocol 2000

– Data Link Layer Recommended Practice (Status: Version 1.1; Date: 31.1.1999)

– Implementation of Diagnostic Services Recommended Practice (Status: Version 1.5; Date: 1.10.1999)

The protocol is transmitted via the “K-line”.

ZF-AS TRONIC diagnosis specification:

refer to TKI 6009 774 004

Error number display on the ZF-AS TRONIC display:

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

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

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

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

4 Installation 4.1 Transmission installation investigation 4.1.1 Standard transmission installation drawings

4

Installation

4.1

Transmission installation investigation

4.1.1

Standard transmission installation drawings

4.1.2

Installation drawings for PTO units + emergency steering pumps

4.1.3

Input shafts

4.1.4

Clutch bell housing

4.1.5

Clutch

4.1.6

Clutch release device

4.1.7

Engine connection

4.1.8

Mounting

4.1.9

Transmission installation angle

4.1.10

Propeller shaft connection

4.1.11

Torsional vibrations

4.1.12

Bending vibrations

4.1.13

Cover / impact protection

4.1.14

Additional brackets

4.1.15

Fording ability

4.1.16

Accessibility

4.1.17

Additional guidelines for vehicle body manufacturer

4.1.18

Vehicle wiring

4.2

Temperatures

4.2.1

Permissible ambient temperatures on the transmission

4.2.2

Permissible oil temperatures

4.2.3

Causes of excess oil temperatures

4.2.4

Additional transmission cooling

4.2.5

Use at very low temperatures

4.2.6

Storing the transmission at very low temperatures

4.3

Oil filling

4.4

The electrical system

4.4.1

System layout and circuit diagrams

4.4.2

Connector descriptions

4.4.3

Operating voltages

4.4.4

CAN bus installation

4.4.5

Requirements placed on wiring quality

4.4.6

Connector and mating connector designations

4.4.7 Other electrical interfaces on the ZF- AS TRONIC 4.4.8 CAN signals 4.4.9 EMC compatibility

4.4.7

Other electrical interfaces on the ZF-AS TRONIC

4.4.8

CAN signals

4.4.9

EMC compatibility

4.5

The pneumatic system

4.6

Additional units

4.6.1

ZF-Intarder

4.6.2

Externally produced retarders

4.6.3

ZF PTO units

4.6.4

Externally produced PTO units

4.7

Transmission installation on assembly line

4.7.1

Transport

4.7.2

Delivery of main transmission

4.7.3

Anti-corrosion protection

4.7.4

Painting at a later date

4.7.5

Assembly of engine, clutch and transmission

4.7.6

EOL programming

4.7.7

Delivery monitoring

4.8

Additional information

4.8.1

Operating and maintenance instructions

4.8.2

Handing over vehicle to end customer

4.9

Application and documentation

4.9.1

Application

4.9.2

ZF documentation

4.9.3

Type plate

4.9.4

Explanation of ZF documentation

4

Installation

4 Installation 4.1 Transmission installation investigation

4.1 Transmission installation investigation

4

Installation

4.1.4

Clutch bell housing

4.1

Transmission installation investigation

The AS TRONIC has an integrated clutch bell housing. The AS TRONIC can therefore only be supplied with an SAE1 engine connection. (for

4.1.1

Standard transmission installation drawings

connection dimensions, see installation

Truck

drawing).

12

AS 2301

1327 600 015

Fastening to the flywheel housing

16

AS 2601

1328 600 015

Use very strong (8.8) screws

12

AS 2301 IT

Use shims as specified in DIN 125

(heat exchanger, rear left)

1327 600 016

Observe the tightening torques specified M10 46 ± 5 Nm

16

AS 2601 IT

(heat exchanger, rear left)

1328 600 016