System manual
AS Tronic
ΧΦ75
ΧΦ85
ΞΦ95
D955
E590
B385
G350
Reverse
lights
F705
DAVIE
A021
D954
VIC
D900
CAN
network
D899
©200435 DAF Trucks N.V., Eindhoven,
The Netherlands.
In the interest of continuing product development,
DAF reserves the right to change specifications
or products at any time without prior notice.
No part of this publication may be reproduced
and/or published by printing, by photocopying, on
microfilm or in any way whatsoever without the
prior consent in writing of DAF Trucks N.V.
©
200435
DW23215603
STRUCTURE
AS Tronic
TECHNICAL DATA
Structure
©
200435
0
DIAGNOSTICS
1
AS TRONIC
2
TECHNICAL DATA
AS Tronic
Contents
CONTENTS
0 Technical data
Page
1.
©
Date
AS TRONIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200435
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200435
1.2 Tightening torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 . . . . . 200435
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TECHNICAL DATA
Contents
AS Tronic
2
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200435
TECHNICAL DATA
AS Tronic
AS Tronic
1. AS TRONIC
0
1.1 GENERAL
Gearbox type
Each gearbox has a type plate attached to it,
indicating the type of gearbox. You can also find
this data on the identity card for the vehicle
concerned.
ZF gearbox type plate
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Transmission type and number of gears
Transmission part number
Transmission serial number
Specification number
Total gear ratio
Speed sensor gear ratio
PTO type
PTO gear ratio
Oil change capacity
Oil specification
1
1
2
3
4
6
8
10
5
7
9
V300739
Required air pressure for gearbox modulator
Warning ‘low system pressure’
Required air pressure in clutch unit
Set value for pressure relief valve
Maximum operating temperature
Short-time maximum operating temperature
(max.30 min.)
Maximum engine speed with manoeuvring
position switched on
Maximum engine speed when shifting down
automatically with engine brake control in fully
automatic mode
Resistance value of clutch unit solenoid valves
at 20C
Capacity of additional air reservoir for pneumatic
system
Gearbox modulator
Supply voltage
Terminating resistor in gearbox modulator,
connection points A3 and A6
Terminating resistor in gear lever unit, connection
points C1 and C3
7 ≥ 1 bar
< 5.8 ≥ 0.1 bar
10 ≥ 2 bar
6.5 ≥ 0.1 bar
110C
130C
approx. 1050 rpm
approx. 2350 rpm
17 ≥ 3 
7l
18 - 32 V
approx. 120 
approx. 120 
Note:
When measuring the resistance value between
connection points C1 and C3, the wire loop
between connection points C14 and C15 must be
present.
©
200435
1-1
TECHNICAL DATA
AS Tronic
0
AS Tronic
CAN connection
Resistance value between gearbox modulator
and gear lever unit
Minimum
Nominal
Maximum
54 (1)
60 (1)
66 (1)
(1) Resistance value measured between CAN-H and CAN-L. Before measuring the resistance, disconnect the earth lead from the
battery.
Clutch
The clutch of the AS Tronic gearbox is a pull-type
clutch with a standard clutch plate.
Type of clutch plate
Lining thickness
1-2
Valeo F202
3 mm
©
200435
TECHNICAL DATA
AS Tronic
AS Tronic
1.2 TIGHTENING TORQUES
0
The tightening torques stated in this section are
different from the standard tightening torques
stated in the overview of the standard tightening
torques.
The other threaded connections not specified
must therefore be tightened to the torque
mentioned in the overview of standard tightening
torques.
When attachment bolts and nuts are replaced, it
is important that - unless stated otherwise - these
bolts and nuts are of exactly the same length and
property class as those removed.
Gearbox to engine
M8 attachment bolts - 10.9
M10 attachment bolts - 10.9
M12 attachment bolts - 10.9
30 Nm
60 Nm
110 Nm
Clutch
M12 attachment bolts, clutch lever to gearbox
79 Nm
Drive flange
Attachment bolts
120 Nm
Gearbox front cover
Attachment bolts
Sealant
23 Nm
Loctite 574
Bearing cover
Attachment bolts of output shaft bearing cover
Sealant for output shaft bearing cover
46 Nm
Loctite 574
Gearbox modulator
Attachment bolts
Bleeder
23 Nm
10 Nm
Clutch unit
Clutch unit attachment nut
Clutch unit stud
Bleed screw
Compressed air connection
23 Nm
10 Nm
22 Nm
50 Nm
Speed sensors
Neutral switch
50 Nm
45 ≥ 5 Nm
©
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1-3
TECHNICAL DATA
AS Tronic
AS Tronic
1-4
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DIAGNOSTICS
AS Tronic
Contents
CONTENTS
1 Diagnostics
Page
1.
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Date
FAULT-FINDING TABLE, AS TRONIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200435
1.1 Inleiding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200435
1.2 Fault-finding table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 . . . . . 200435
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DIAGNOSTICS
Contents
AS Tronic
2
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DIAGNOSTICS
AS Tronic
Fault-finding table, AS Tronic
1. FAULT-FINDING TABLE, AS TRONIC
1.1 INLEIDING
1
If there is a fault in the system, it is usually
detected by the electronic unit in the form of a
fault code. This fault code can be read out using
DAVIE. The fault-finding table contains possible
causes of symptoms not detected by the
electronic unit.
©
200435
1-1
DIAGNOSTICS
Fault-finding table, AS Tronic
AS Tronic
1.2 FAULT-FINDING TABLE
1
Using DAVIE, the air pressure can be examined
after the pressure regulator. The air pressure
before the pressure regulator can be measured
using a pressure gauge on the screw valve of the
AS Tronic air reservoir.
SYMPTOM: AIR SUPPLY PRESSURE TOO LOW
Possible cause
Remedy
Air supply pressure too low due to:
air leakage in air pipe from air supply unit to
modulator pressure regulator
Pressure regulator factory setting disrupted
Check the following air connections:
non-return valve at output 26 of the air supply
unit
pressure relief valve on transverse support in
front of left front wheel
both connections and valve on air reservoir of
AS Tronic
air connection of T-piece on modulator
pressure regulator
sealing ring between pressure regulator and
modulator upper cover
pressure regulator set screw seal (underside
of pressure regulator under plastic cover)
air lead-hrough sealing ring between
modulator upper and lower covers
air connection on clutch unit
bleed screw, clutch unit
Defective or incorrectly functioning pressure
regulator on modulator
-
Replace pressure regulator
SYMPTOM: AIR SUPPLY PRESSURE TOO HIGH
Possible cause
-
Defective or incorrectly functioning pressure
regulator on modulator
Pressure regulator factory setting disrupted
Remedy
-
Replace pressure regulator
Check whether the pressure regulator set
screw seal (underside of pressure regulator
under plastic cover) is broken
SYMPTOM: SYSTEM NOT AVAILABLE ONCE ENGINE STARTED
Possible cause
Remedy
During the system self-test clutch conditions
cannot be stored due to:
jammed clutch plate on gearbox input shaft
clutch valves in clutch unit mechanically
locked in open or closed position
Check whether clutch is released during self-test.
Remove inspection cover from clutch and
check whether clutch operating unit changes
position during self-test
If necessary replace the clutch unit
If necessary remove the gearbox so as to
check the clutch parts
1-2
©
200435
DIAGNOSTICS
AS Tronic
Fault-finding table, AS Tronic
SYMPTOM: GEAR IS NOT ENGAGED AFTER BEING SWITCHED ON VIA OPERATING UNIT
SELECTOR SWITCH
Possible cause
Remedy
Signal of selected driving position from selector
switch not received by gear lever unit
Check whether the wire from the relevant selector
switch driving position to the gear lever unit is
interrupted.
SYMPTOM: VEHICLE DRIVING DIRECTION DIFFERENT FROM THE SELECTED DRIVING
DIRECTION AND THE INDICATION ON DIP
Possible cause
Remedy
Incorrect software programmed in the modulator
(from a 16 AS in a 12 AS or vice versa).
Program new software that matches the vehicle
configuration.
©
200435
1-3
1
DIAGNOSTICS
Fault-finding table, AS Tronic
AS Tronic
1-4
©
1
200435
AS TRONIC
AS Tronic
Contents
CONTENTS
2 AS Tronic
Page
Date
1.
SAFETY INSTRUCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200435
1.1 Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200435
2.
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 Location of electrical components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 Location of pneumatic components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4 Pneumatic diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5 Gear selector matrixes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6 Overview drawing, gear-shift mechanism . . . . . . . . . . . . . . . . . . . . . . . . .
2.7 Overview drawing, pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.8 Overview drawing, clutch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-1 . . . . .
2-1 . . . . .
2-3 . . . . .
2-5 . . . . .
2-7 . . . . .
2-8 . . . . .
2-12 . . . .
2-13 . . . .
2-14 . . . .
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3.
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1 Mechanical gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2 AS Tronic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3 Operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4 Gearbox modulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5 Clutch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1 . . . . .
3-1 . . . . .
3-8 . . . . .
3-10 . . . .
3-11 . . . .
3-12 . . . .
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4.
DESCRIPTION OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1 Mechanical gear change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2 Transmission brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3 Operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.4 Gearbox modulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5 Clutch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.6 AS Tronic speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.7 Pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.8 Pressure relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1 . . . . .
4-1 . . . . .
4-7 . . . . .
4-9 . . . . .
4-14 . . . .
4-21 . . . .
4-26 . . . .
4-28 . . . .
4-30 . . . .
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5.
CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1 Shift situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.2 Switching on ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3 Neutral position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.4 Shifting at standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.5 Engaged gear at standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.6 Driving off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.7 Shifting when driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.8 Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.9 Switching off ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-1 . . . . .
5-1 . . . . .
5-3 . . . . .
5-5 . . . . .
5-6 . . . . .
5-7 . . . . .
5-8 . . . . .
5-13 . . . .
5-17 . . . .
5-20 . . . .
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6.
INSPECTION AND ADJUSTMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1 Items requiring special attention when checking the system. . . . . . . . . . .
6.2 Connection points on the gearbox modulator . . . . . . . . . . . . . . . . . . . . . .
6.3 Connection points on the operating unit . . . . . . . . . . . . . . . . . . . . . . . . . .
6.4 Key to block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.5 Block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.6 Inspection of electrical system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.7 Simulation of the vehicle speed signal . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.8 Checking vehicle speed signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1 . . . . .
6-1 . . . . .
6-2 . . . . .
6-6 . . . . .
6-8 . . . . .
6-9 . . . . .
6-11 . . . .
6-14 . . . .
6-15 . . . .
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©
200435
1
2
AS TRONIC
Contents
AS Tronic
2
©
2
200435
AS TRONIC
AS Tronic
Safety instructions
1. SAFETY INSTRUCTIONS
1.1 SAFETY INSTRUCTIONS
-
Various oils and lubricants used on the
vehicle may constitute a health hazard. If a
ZF intarder is fitted, this also applies to the
coolant. So avoid inhaling and direct contact.
-
When working on the air supply system, bear
in mind that it may be pressurised.
-
When working on the clutch unit, pressure
regulator and additional air reservoir of the
AS Tronic gearbox, bear in mind that they
may be pressurised.
-
When working on the AS Tronic gearbox,
always put the vehicle's parking brake on.
-
Due to incorrect programming the actual
driving direction of the vehicle may differ
from the one selected and from the display
on the DIP.
Modulators should therefore always be
programmed so that they match the vehicle
configuration.
©
200435
2
1-1
AS TRONIC
Safety instructions
AS Tronic
1-2
©
2
200435
AS TRONIC
AS Tronic
General
2. GENERAL
2.1 INTRODUCTION
This system manual describes the layout,
operation and inspection of the AS Tronic
gearbox.
2
The AS Tronic gearbox is a fully automatic
gearbox based on a conventional mechanical
gearbox combined with an electropneumatic gear
and clutch control system. The gearbox may
have 12 or 16 gears.
The AS Tronic gearbox automatically selects the
gear that gives the most favourable engine speed
for every vehicle speed. This means that every
gear change is made at the most economical
engine speed, so fuel consumption is not higher
than necessary. The gearbox is also equipped
with a fully automatic clutch operating unit. The
clutch pedal is therefore no longer used.
Use of a control unit allows the driver to drive the
vehicle in both the semi-automatic and fully
automatic positions.
The operating unit facilitates driving in the semiautomatic gearbox mode, thanks to the clear
gear-change pattern on the gear lever.
In the fully automatic mode, shift control takes
place by the electronic shift control in the
gearbox.
Vehicles with "fleet" software
If the vehicle is fitted with "fleet" software only the
fully automatic position is available and it is thus
not possible to change gears manually.
These vehicles also have a differerent shift
strategy compared with the standard software, for
example:
lower drive-off gear at low vehicle weights
earlier changing up when driving on level
roads
no kick-down function
These vehicles can be recognised by the gear
lever and other features. A is the standard
version, B is the version with "fleet" software.
©
200435
2-1
AS TRONIC
General
2
The gear lever is only used for the following
functions:
selecting a lower drive-off gear than the one
calculated.
selecting reverse high (RH), standard
reverse gear is reverse low (RL).
in the case of a failure in which the semiautomatic position is activated and the driver
therefore has to change gears manually.
The electronic shift control is incorporated in the
modulator. Every intended gear change is
immediately checked by the modulator and, if
necessary, ignored to prevent overloading of the
engine and drive line.
The instrument panel provides the driver with all
necessary system information, for instance
neutral position, gear currently engaged, clutch
overloading, air supply and any system failures.
The principal functions of the AS Tronic
gearbox are:
1. automation of gearbox and clutch operation.
2. selection of the proper gear at the most
economical engine speed.
3. engine and drive overload protection by
continuously checking the selected gear.
4. prevention of mistakes when shifting up or
down in difficult driving conditions. The driver
can therefore pay more attention to traffic,
which benefits road safety.
5. longer clutch life and minimum wear of the
internal gearbox components thanks to
electronically controlled gear
synchronisation.
6. failure reduction by integrating the critical
components in the gearbox.
2-2
AS Tronic
MA
S
R
N D
A
R
N D
B
V300947
©
200435
AS TRONIC
AS Tronic
General
2.2 LOCATION OF ELECTRICAL COMPONENTS
MA
S
R
N D
E590
2
D955
B385
D954
F705
F533
©
200435
V300690
2-3
AS TRONIC
General
2
AS Tronic
Basic
code
Description
Location
D954
AS Tronic gearbox modulator
On top of the gearbox against
the clutch housing
D955
AS Tronic gear lever unit
Next to the driver’s seat in the
operating unit
E590
AS Tronic selector switch
Next to the driver’s seat in the
operating unit
F705
AS Tronic speed sensor
In the rear gearbox cover near
the output shaft drive flange
B385
AS Tronic clutch unit
Bottom of gearbox on clutch
side
F533
Vehicle speed sensor
In the rear gearbox cover near
the output shaft drive flange,
under the AS Tronic speed
sensor
2-4
Note:
©
200435
AS TRONIC
AS Tronic
General
2.3 LOCATION OF PNEUMATIC COMPONENTS
2
3
2
4
1
11
5
10
6
7
8
9
V300796
©
200435
2-5
AS TRONIC
General
2
AS Tronic
Description
Location
Note:
1
Air supply non-return valve,
gearbox
Air supply unit, front right of
the vehicle
Connected to circuit 4,
output 26
Only applicable to air
suspension.
2
Air supply to air supply unit
Extra air reservoir on chassis Central connection
cross member behind gearbox
3
Air supply provision for
gearbox
Extra air reservoir on chassis Side connection
cross member behind gearbox
4
Pressure regulator
Left side of modulator, on top
of gearbox
5
Gate selection engaging
cylinder
Integrated in modulator
transversely to gearbox
6
Solenoid valve block, all gear
changes
Integrated in modulator
7
Splitter box engaging cylinder
Integrated in modulator
8
Main box engaging cylinder
Integrated in modulator
9
Range box engaging cylinder
Integrated in modulator
10
Air supply provision for clutch
unit
Bottom of gearbox on clutch
unit
Connection 1
11
Pressure relief valve
On transverse bracket in front
of left front wheel
Only applicable to air
suspension.
2-6
©
200435
AS TRONIC
AS Tronic
General
2.4 PNEUMATIC DIAGRAM
21
62
4
0
2
12 23 2911
22
u u
p p 23
1
64
1
25
24
26
3
19
2
4
D954
B385
12
13
2
5
11
10
9
8
7
p
15
16
18
17
Y14 Y15
Y16
Y17
14
u
6
Y1
Y2
K1
Y3
K2
Splitter
Y4
Y5
Y6
Y7
1/2 R 3/4
2/4R N 1/3
Gate
Main
Y8
H
Y9
Y10
L
Range
V300795
Explanation of pneumatic diagram
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
©
Air compressor
Air supply unit
Air supply non-return valve
(only with air suspension)
Air supply to circuit 4
Extra air supply (7 l)
Pressure regulator
Pressure sensor
Air supply main valve
Range box selector valves
Main box selector valves
Gate selection selector valves
Splitter box selector valves
Transmission brake clutch selector valve
‘Close clutch rapidly’ selector valve
‘Close clutch slowly’ selector valve
‘Open clutch rapidly’ selector valve
‘Open clutch slowly’ selector valve
Clutch unit non-return valve
Pressure relief valve
(only with air suspension)
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2-7
AS TRONIC
General
AS Tronic
2.5 GEAR SELECTOR MATRIXES
The gear-change diagrams show which gears are
possible in a specific position of the main
gearbox.
2
Note:
The position of the main gearbox referred to in the
gear-change diagrams and the pneumatic
diagram relates to the gear-change position in the
gearbox; these are not the gears, then.
K1
12AS
Y2
Y3
K2
1,2,7,8
5,6,11,12
1
3
Y6
Y5
Y4
R
2
3,4,9,10
H
Y8
Y9
L
V300916
2-8
©
200435
AS TRONIC
AS Tronic
General
K1
16AS
Y2
Y3
K2
3,4,11,12
2
2
7,8,15,16
R
4
Y6
Y5
Y4
1
Y7
3
1,2,9,10
5,6,13,14
H
Y8
Y9
L
V300917
p
Y1
Y2
Y3
Y4
Y5
16AS K1
K2
1/2 R 3/4
12AS K1
K2
2/3
Splitter
Gate
R/1
Y6
Y7
Y8
Y9
2/4/R N 1/3
H
L
1/3 N R/2
H
L
Main
u
Y10
Range
V300913
©
200435
2-9
AS TRONIC
General
AS Tronic
The following gear selector matrixes show for
each gearbox type the valves (Y10 to Y1) that
must be activated in order to engage a particular
gear.
2
12 AS 1930 TD
N
1
2
3
4
5
6
7
8
9
10
11
12
RL
RH
Y10
Central air supply
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
Y9
Range box "high"
●
●
●
●
●
●
Y8
Range box "low"
Y7
position of main box 1/3
●
●
●
●
●
Y6
position of main box R/2
●
●
●
Y5
position of gate R/1
●
●
Y4
position of gate 2/3
Y3
position of splitter K1
Y2
position of splitter K2
Y1
transmission brake
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
12 AS 2330 TO
N
1
2
3
4
5
6
7
8
9
10
11
12
RL
RH
Y10
Central air supply
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
Y9
Range box "high"
●
●
●
●
●
●
Y8
Range box "low"
Y7
position of main box 1/3
●
●
●
●
●
Y6
position of main box R/2
●
●
●
Y5
position of gate R/1
●
●
Y4
position of gate 2/3
Y3
position of splitter K1
Y2
position of splitter K2
Y1
transmission brake
2-10
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
©
200435
AS TRONIC
AS Tronic
General
16 AS 2230 TD
N
1
2
Y10
Central air supply
Y9
Range box "high"
Y8
Range box "low"
Y7
position of main box
2/R/4
●
Y6
position of main box 1/3
● ● ●
Y5
position of gate 1/2
Y4
position of gate 3/4
Y3
position of splitter K1
Y2
position of splitter K2
Y1
transmission brake
10 11 12 13 14 15 16
RL
RH
● ● ● ● ● ● ● ● ● ●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
5
6
●
●
● ●
7
8
9
● ●
● ●
● ● ● ●
●
●
●
●
●
●
●
●
●
1
2
Y10
Central air supply
Y9
Range box "high"
Y8
Range box "low"
Y7
position of main box
2/R/4
●
Y6
position of main box 1/3
● ● ●
Y5
position of gate 1/2
Y4
position of gate 3/4
Y3
position of splitter K1
Y2
position of splitter K2
Y1
transmission brake
●
●
3
4
●
●
5
6
●
●
8
●
●
9
●
2
●
●
●
●
7
●
●
● ● ● ●
N
200435
4
● ● ● ● ● ● ● ●
16 AS 2630 TO
©
3
●
●
●
●
●
●
●
●
●
●
●
●
●
●
10 11 12 13 14 15 16
RL
RH
● ● ● ● ● ● ● ● ● ●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
● ● ● ● ● ● ● ●
● ●
● ●
● ●
● ● ● ●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
●
● ● ● ●
●
●
●
●
●
●
●
●
●
●
●
2-11
AS TRONIC
General
AS Tronic
2.6 OVERVIEW DRAWING, GEAR-SHIFT MECHANISM
10
9
8
7
6
4
5
3
16
2
1
2
12 AS
Range
-
R/1
2/3
Splitter
16 AS
Range
R
1/2
3/4
Splitter
13
14 15
V300797
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
2-12
Gearbox modulator
Solenoid valve block
Gate selection selector cam
Splitter box selector fork
Main box selector shaft
Gear 2/3 selector fork for 12 AS
Gear 3/4 selector fork for 16 AS
Selector and locking ring
Gear R/1 selector fork for 12 AS
Gear 1/2 selector fork for 16 AS
Gear R selector fork for 16 AS
Range box selector fork
©
200435
AS TRONIC
AS Tronic
General
2.7 OVERVIEW DRAWING, PRESSURE REGULATOR
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Pressure regulator cover
Upper pressure spring
Ring
Pressure piston
Thrust sleeve
Lower pressure spring
Pressure spring retainer
Pressure regulator housing
Adjusting screw
Bleed seal
Bleed cover
1
2
2
3
4
5
6
7
8
9
10
11
V300697
©
200435
2-13
AS TRONIC
General
AS Tronic
2.8 OVERVIEW DRAWING, CLUTCH UNIT
2
1
2
3
4
5
6
7
V300675
1.
2.
3.
4.
5.
6.
7.
2-14
Rear cover with integrated wire harness
Seal
Clutch unit housing with integrated
solenoid valves and electronics
Operating piston
Spring
Clutch unit cylinder
Pressure pin
©
200435
AS TRONIC
AS Tronic
System description
3. SYSTEM DESCRIPTION
3.1 MECHANICAL GEARBOX
The AS Tronic system is an automated selector
system based on a conventional mechanical
gearbox combined with an electropneumatic shift
and clutch control system.
The AS Tronic gearbox (4) is equipped with an
automatically controlled, single, dry plate clutch
(1). The gearbox modulator (3) consists of an
electronic unit, various sensors, a pressure
limiting valve (5) and the pneumatic shift control.
Automatic engaging and disengaging of the
clutch is controlled pneumatically by the clutch
unit (2).
1
2
5
3
The gearbox consists of a main box with 3 or 4
gears and an integrated splitter box and range
box. The splitter box and range box are
synchronised.
The main box is of the jaw-clutch engagement
type. Synchronisation of the main box is
regulated by the gearbox modulator.
Synchronisation when changing up is regulated
by the transmission brake in the gearbox. When
changing down, the UPEC gearbox modulator
sends an instruction to increase the engine speed
temporarily. This ensures correct synchronisation
when changing down.
2
kr. 4
4
V300660
Two auxiliary shafts provide a favourable power
distribution of the input engine torque and reduce
the mechanical load on the gear wheels. This
construction leads to a compact, low-weight
gearbox. The drawings below show gearboxes
with 12 and 16 gears.
©
200435
3-1
AS TRONIC
System description
AS Tronic
12 AS
1
3
4
10
9
6
7
2
3
2 1
A
2
B
5
R
C
8
V300662
A.
B.
C.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
3-2
Splitter box (2 gears)
Main box 3 gears, 1 reverse gear
Range box (2 gears)
Input shaft
Transmission brake
Lubricating oil pump
Auxiliary shaft
Auxiliary shaft
Range box
PTO-mounting transport cover
Output shaft
PTO prop shaft (if PTO fitted)
Main shaft
©
200435
AS TRONIC
AS Tronic
System description
16 AS
1
3
4
10
9
6
7
2
4
3 2
A
2
B
5
1 R
C
8
V300661
A.
B.
C.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
©
Splitter box (2 gears)
Main box 4 gears, 1 reverse gear
Range box (2 gears)
Input shaft
Transmission brake
Lubricating oil pump
Auxiliary shaft
Auxiliary shaft
Range box
PTO-mounting transport cover
Output shaft
PTO prop shaft (if PTO fitted)
Main shaft
200435
3-3
AS TRONIC
System description
AS Tronic
12AS
2
3
1
2
V300720
The gears of the reverse gear on the auxiliary
shafts (1 and 2) are not the same for the 12 AS
and the 16 AS gearboxes (3).
16AS
The 16 AS gearbox has a wider gear wheel,
which drives both the reverse gear and the 1st
gear on the main shaft.
The 16 AS gearbox therefore also has different
shift control for the reverse than the 12 AS
gearbox.
3
1
2
V300719
A. Integrated splitter box
This is a splitter box accommodated in the front
gearbox housing. Using an additional set of
gears, the auxiliary shafts of the main box can be
driven by two different ratios. In this way, each
gear in the main box can be engaged in a low or
high ratio, i.e. split into two. In this way the
number of gears of the main box is doubled. The
splitter box has been synchronised so as to
restrict the number of times the transmission
brake is activated.
3-4
©
200435
AS TRONIC
AS Tronic
System description
B. Main box
The main box consists of three or four forward
gears and one reverse gear. The main box is not
synchronised; synchronisation is effected by the
transmission brake and the electronic control in
the modulator (combined with UPEC). The
splitter box and range box, on the other hand, are
synchronised.
2
C. Planetary range box
This is a gearbox mounted onto the rear of the
main gearbox, consisting of one planetary gear
wheel set.
Using this set of gears, all gears of the main box
can be used once with the range box in a low ratio
and once with the range box in a 1:1 ratio.
In this way the number of gears of the main box
is doubled.
In popular terms, the number of gears in the main
box is "stacked". This is how the term "stacking
box" or range box arose.
Type designation of AS Tronic gearbox
Example of type designation 12 AS 2330 TO
12
AS
2330
2331
T
O
=
=
=
=
=
=
12 gears
automatic gear change
maximum input engine torque
version with intarder
for truck applications
Overdrive, D = Direct drive
The diagrams alongside show the power
distribution across the individual gear pairs for
each gear.
©
200435
3-5
AS TRONIC
System description
AS Tronic
AS Tronic 12 AS
By means of the splitter box, the three gears in
the main box are multiplied by two, while the use
of the range box multiplies this figure by two
again, which results in 2x3x2 = 12 forward gears.
2
1
2
3
4
5
6
7
8
9
10
11
12
R1
R2
V300663
3-6
©
200435
AS TRONIC
AS Tronic
System description
AS Tronic 16 AS
By means of the splitter box, the four gears in the
main box are multiplied by two, while the use of
the range box multiplies this figure by two again,
which results in 2x4x2 = 16 forward gears.
2
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
R1
R2
V300664
©
200435
3-7
AS TRONIC
System description
AS Tronic
3.2 AS TRONIC SYSTEM
The AS Tronic system consists of the gearbox (1)
and the components required for gearbox
automation.
The gearbox modulator (2) and the clutch unit (3)
are integrated in the gearbox housing.
2
5
7A
4
!
!
6
2
1
7
8
3
V300673
3-8
©
200435
AS TRONIC
AS Tronic
System description
On the vehicle side, you will also find the
operating unit (6) as well as the function and
warning indicators via VIC (4) and DIP (5).
The vehicle is also linked to other vehicle
systems (e.g. UPEC, EBS, MTCO and
ZF Intarder EST42) via CAN communication.
This communication is necessary to enable the
correct gear to be selected under all driving
conditions.
2
Via the V-CAN the modulator (2) uses important
information such as the accelerator pedal
position (UPEC) and brake pedal position (EBS).
The wheel speed sensors (EBS) provide the
modulator with information as to whether the
vehicle is driving straight ahead or rounding a
corner. When rounding a corner, you normally
should not shift down.
©
200435
3-9
AS TRONIC
System description
AS Tronic
3.3 OPERATING UNIT
The operating unit (2) is no longer mechanically
connected to the gearbox.
The operating unit (2) consists of the selector
switch (3) and the gear lever unit (1).
2
The operating unit contains various position
sensors that register the position of the gear
lever. In this way the information relating to the
correct gear is transmitted to the gearbox
modulator via the internal electronics of the
operating unit and the cab wiring.
3
1
2
V300726
3-10
©
200435
AS TRONIC
AS Tronic
System description
3.4 GEARBOX MODULATOR
The gearbox modulator (3) consists of the
gearbox control electronics, solenoid valves,
engaging cylinders and various sensors.
4 1 5 3
2
The modulator controls the internal solenoid
valves. The solenoid valves in turn control the
internal air-pressure-controlled pistons (1, 2, 4
and 5), enabling the selector shafts to ultimately
engage/disengage the correct gear.
Engaging cylinder 1 engages the main box and
the selector cylinder (2) ensures that the right
gate is selected for the main box.
The splitter box (GV) is operated by engaging
cylinder 4. The splitter box (GP) is operated by
engaging cylinder 5.
2
12 AS
GV
2/3
1/R
GP
V300659
The adjacent drawings show gearboxes with 12
and 16 gears.
4 1 5 3
2
16 AS
GV
3/4
2/1
R
GP
V300658
©
200435
3-11
AS TRONIC
System description
AS Tronic
3.5 CLUTCH UNIT
The clutch unit (1) is attached to the integrated
gearbox clutch housing.
2
1
4
2
The clutch is operated fully automatically by the
electropneumatic clutch unit, which, in turn, is
controlled by the electronics inside the modulator
(5). The wiring harness (2) is permanently
connected to the cover of the clutch unit (1) on the
one hand, and to the gearbox modulator via a
connector (4) on the other.
In addition to the pneumatic operating piston, the
clutch unit contains four electropneumatic valves
to open or close the clutch slowly or rapidly.
The moment of engaging and the position and
stroke of the operating piston are processed by
the internal travel sensor and the electronics and
then transmitted to the gearbox modulator.
3
V300674
In this way the modulator can adjust the opening
and closing of the clutch to the driving conditions.
4 5
2
3
ZF FRIEDRICHSHAFEN AG
8
1
9
V300718
A bleed screw (2) has been fitted to enable
manual aerating and bleeding of the clutch
unit (1).
1
2
3
V300730
3-12
©
200435
AS TRONIC
AS Tronic
Description of components
4. DESCRIPTION OF COMPONENTS
4.1 MECHANICAL GEAR CHANGE
The AS Tronic gearbox is equipped with a
normal, mechanical operating system for shifting
the selector shafts of the splitter box in the front
section (8), the main box in the central section (9)
and the range box in the rear section (10) of the
gearbox housing.
5
2
2
By energising a certain combination of solenoid
valves, the electronic unit of the modulator (5) will
operate the engaging cylinders in such a way that
any desired gear can be engaged.
ZF FRIEDRICHSHAFEN AG
9
7
8
10
11
1
V300717
4 1 5 3
2
12 AS
GV
2/3
1/R
GP
V300659
The integrated engaging cylinders (1, 2, 4 and 5)
in the gearbox modulator (3) operate the selector
shafts and selector forks.
The main difference between the mechanical
operation of the 12 AS and 16 AS gearboxes is
the way in which the reverse gear is operated.
4 1 5 3
2
16 AS
The 16 AS version has an additional selector fork
for the reverse gear.
The 12 AS gearbox uses the combined "1/R"
selector fork for operating the reverse gear.
An extra selector fork in the 16 AS gearbox
means that an extra position of the selector shafts
is needed in respect of the 12 AS gearbox.
GV
3/4
2/1
R
GP
V300658
©
200435
4-1
AS TRONIC
Description of components
AS Tronic
For instance, the pneumatic engaging cylinder for
operating the splitter box (1) and range box (3) is
a 2-position cylinder.
2
These engaging cylinders have only 2 extreme
positions. The engaging cylinder for the gate
selection and main box (2), however, is a
3-position engaging cylinder.
These 3-position engaging cylinders also have a
3rd position, the centre position, in addition to the
two extreme positions.
2
3
1
13
8
9
12
10
11
6
4
5
7
V300732
4-2
©
200435
AS TRONIC
AS Tronic
Description of components
Engaging 1st gear
The selector shafts can be shifted alternately.
The selector forks are not locked mechanically by
the selector shafts and can therefore move freely
relative to the selector shafts.
As an example, the situation with a 16 AS
gearbox is discussed. Depending on the 3
positions of the gate selection engaging cylinder
(16), the selector cam (3) will also have 3
positions. If, for instance, the 1st gear is shifted,
the selector cam (3) is pushed inwards by the
gate selection cylinder (16). This means that the
selector ring (7) can also be turned to the left
(viewed from the rear of the selector shaft
mechanism). A pin in the selector shaft (5) locks
selector fork 8 with the selector shaft (5). Next,
the main box engaging cylinder (14) will move the
selector shaft (5) in the longitudinal direction to
the rear of the gearbox. The gear wheel of the 1st
gear is now connected to the main shaft.
10
9
8
7
6
2
4
5
12 AS
Range
-
R/1
2/3
Splitter
16 AS
Range
R
1/2
3/4
Splitter
3
16
2
13
1
14 15
V300797
©
200435
4-3
AS TRONIC
Description of components
AS Tronic
Selector and locking ring
3
1
7
2
2
5
4
6
When a different gate is selected, the gate
selection engaging cylinder will take up a different
position. The selector cam is connected to the
gate selection selector shaft. The selector cam in
turn drives the round bolt (3), so that the selector
shaft of the main box (5) is rotated.
V300801
The shape of the gearbox housing (7) prevents
the selector and locking ring (2) from moving in
the longitudinal direction of the gearbox
housing (7).
Since locking pin 4 is also fitted in the selector
shaft (5), the selector and locking ring (2) will also
rotate. In this way the locking pin (4) is as it were
placed in the relevant selector fork.
4-4
©
200435
AS TRONIC
AS Tronic
Description of components
6
12AS
5
3
2
1
2
8
4
9
V300842
The modulator can also move the selector shaft
(5) in the longitudinal direction of the gearbox via
the round bolt (3).
The selector and locking ring (2) ensures that the
correct selector fork (1 or 6) is locked with the
selector shaft (5). Locking is performed by the
locking pin (4) in the selector shaft and the
recesses in the cam of the selector forks.
If either of the two selector forks is selected, the
non-selected selector fork will automatically be
locked thanks to the shape of the selector and
locking ring (2). It is thus never possible to
engage 2 gears simultaneously.
The same gearshift mechanism is used for the
12 AS and the 16 AS gearboxes, but the 16 AS
gearbox has an additional selector fork (7) for the
reverse gear.
7
16AS
6
5
3
1
2
8
4
9
V300843
Note:
In later versions of the AS Tronic gearbox the
selector shaft of the main box has been modified.
The locking pin (8) is now placed "suspended" in
the selector shaft (9).
©
200435
4-5
AS TRONIC
Description of components
AS Tronic
Reverse gear of 16 AS gearbox
In the 12 AS version only the 2 extreme positions
of the gate selection engaging cylinder (16) are
used. In the 16 AS version this engaging cylinder
uses a 3rd position, the centre position. This
centre position enables the additional "R"
selector fork to be operated.
2
If the gate selection engaging cylinder (16) is in
the centre position, the selector cam (3) is also in
the centre position. By activating a particular
combination of solenoid valves (2), the internal
electronics of the modulator will transmit the
pneumatic command to the engaging cylinder of
the main box (14) to shift towards the modulator
front. Selector fork (9) of the reverse gear is now
operated. As a result, the reverse gear is shifted.
10
9
8
7
6
4
5
12 AS
Range
-
R/1
2/3
Splitter
16 AS
Range
R
1/2
3/4
Splitter
3
16
2
13
14 15
V300797
The cam of selector fork 8 of the 16 AS gearbox
is narrower than that of the 12 AS version. This is
necessary to position the cam of selector fork (9)
centrally between selector forks (6 and 8). This
explains the need for the centre position of the
gate selection engaging cylinder.
4-6
1
©
200435
AS TRONIC
AS Tronic
Description of components
4.2 TRANSMISSION BRAKE
The transmission brake is located in the front
cover (2), which is situated in the clutch housing.
The transmission brake consists of a piston (4),
multiple lamella transmission brake (5, 6) and the
transmission brake cover (7).
2
5
9
10
8
7
6
4
3
1
2
The transmission brake is needed to shift the
main box of the gearbox. The main box itself has
no synchroniser.
V300708
When changing up, you can brake the auxiliary
shaft using the transmission brake. Because of a
minor speed difference between the main shaft
and auxiliary shaft, the gearbox modulator can
make the gearbox change up to a higher gear.
The transmission brake is actuated by a solenoid
valve in the gearbox modulator.
©
200435
4-7
AS TRONIC
Description of components
AS Tronic
This valve actuates the piston (4) pneumatically
via an air duct in the gearbox housing and the air
duct (1) in the cover.
2
The adjustable air pressure will cause the piston
(4) to move the lamellae (5, 6) against the clutch
cover (7). The transmission brake cover (7) and
the pressure plates (5) are locked in position
relative to the gearbox housing by means of
recesses and pins (12).
5
6
13
3
4
1
In this way the auxiliary shaft (13) can be braked,
so that gears can be shifted.
After a change of gear, the clutch of the
transmission brake is no longer operated. The
spring (10) and hollow pin (9) in the auxiliary shaft
(13) force the piston back, so that the
transmission brake is released.
11
9
A metal hit pin (11) serves to reduce wear of the
lightweight-metal piston (4).
10
8
7
12
2
V300709
4-8
©
200435
AS TRONIC
AS Tronic
Description of components
4.3 OPERATING UNIT
Via the operating unit, the driver transmits
information about the desired gear change to the
AS Tronic gearbox.
The gear lever (1) and selector switch (3) are
integrated in the operating unit (2). Via the
selector switch the signal for the driving direction
is given, D or R. The selection of the driving
situation (normal driving or manoeuvring) is also
transmitted to the gearbox modulator by the
selector switch.
2
3
1
2
V300726
The operating unit is made up of the following
components:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Switch
Selector switch and button
Operating unit cover
Connector
Connector
Gear lever with integrated position sensors and AS Tronic CAN system
Mounting support for connectors
Seal
Mounting support for gear lever
1
2
3
The operating unit is no longer linked
mechanically to the gearbox. The operating unit
sends the control signals for the required gear
and driving position via the internal electronics (6)
and the AS Tronic CAN network to the gearbox
modulator.
2
6
7
4
5
8
9
V300723
©
200435
4-9
AS TRONIC
Description of components
AS Tronic
9
8
7
2
6
5
4
3
2
1
V300733
After the modulator has received the signal
specifying the required gear to be engaged via
the internal CAN and the gear has actually been
engaged, the current gear indication is displayed
to the driver via the V-CAN and VIC/DIP.
The position of the gear lever (2) is recognised by
the position sensors (5, 7). The position sensors
(5) for manual shifting up and down and the
position sensors (7) for selecting the search
function, fully automatic and semi-automatic
mode record the gear lever movement effected
by the driver.
4-10
©
200435
AS TRONIC
AS Tronic
Description of components
With every manual shifting movement, a thrust
pin (3) with spring fitted in the gear lever arm (2)
runs through a gear-change pattern in the cover
of the gear lever unit.
Changing up and down one gear is done via
pattern 9. The spring underneath the thrust pin
(3) need not be compressed very hard. To shift up
or down two gears, the thrust pin (3) must abut
against the higher shifting pattern (8). The spring
must be compressed harder, which gives the
driver a heavier feel. The driver feels as if he were
operating the gear lever unit manually.
2
Semi-automatic mode
Changing up or down manually (+ / -) puts the
AS Tronic gearbox in semi-automatic mode.
All movements are spring return movements,
meaning that only the outward movement has to
be made. The gear lever always returns to the
centre position by spring action.
Every time the engine is started, the AS Tronic
gearbox will always start in fully automatic mode.
To change the gearbox from fully automatic to
semi-automatic mode, the gear lever need not be
moved in the "M" direction first. The driver can
shift directly in the "+, ++" or "-, --" direction. The
internal electronics of the gear lever unit activate
the DIP via the modulator. The "A" following the
gear indication immediately changes to "M". This
indicates that the semi-automatic mode has been
selected.
The following shifting positions are possible in
semi-automatic mode:
1.
2.
3.
4.
5.
6.
7.
8.
Changing up two gears
Changing up one gear
Centre position
Search function
Changing down one gear
Changing down two gears
Fully automatic operation
Semi-automatic operation
1
MA
MA
S
S
2
4
3
5
6
8 7
R
N D
V300734
©
200435
4-11
AS TRONIC
Description of components
2
AS Tronic
Search function
The "S" indicates the search function.
The search function may be used if too high a
gear has been selected via the semi-automatic
mode. By activating the search function, the
gearbox automatically returns to the optimal gear
for the current driving conditions. So there is no
need for various manual shifting movements to
select the correct gear as quickly as possible.
Selector switch
The selector switch (2) is accommodated in the
operating unit cover (3). The selector switch is a
5-position rotary switch. Every desired driving
position transmits a voltage signal to the internal
electronics of the gear lever unit (6). Via the 6-pin
connector (5) the selector switch is directly linked
to the gear lever unit (6). Via the 8-pin connector
(4) and the vehicle wiring the internal electronics
communicate with the gearbox modulator.
1
2
When the engine has been started, the AS Tronic
gearbox will always start in fully automatic mode.
However, the driving direction of the vehicle must
be selected. The driver also has to select the
driving situation, for instance driving off normally
or manoeuvring.
3
2
6
4
5
7
8
9
V300723
4-12
©
200435
AS TRONIC
AS Tronic
Description of components
For this reason, the selector switch (6) has the
following positions:
MA
1.
2.
3.
4.
5.
S
Neutral position
Normal forward drive-off position
Forward manoeuvring position
Normal reverse drive-off position
Reverse manoeuvring position
5 4 1 2 3
2
N D
R
R
N D
6
V300735
Reversing lights
Control of the reversing lights is not effected by a
mechanical switch in the gearbox. They are
controlled via the internal electronics in the gear
lever unit. The gear lever unit directly activates
the relay of the reversing lights without the
gearbox modulator being involved.
D955
E590
B385
G350
Reverse
lights
F705
D954
DAVIE
A021
VIC
D900
D899
CAN
network
V300736
©
200435
4-13
AS TRONIC
Description of components
AS Tronic
4.4 GEARBOX MODULATOR
The gearbox modulator (2) is integrated in the
gearbox housing (1) (to save space) and has all
mechanical, electrical and pneumatic
connections that are necessary for correct
shifting of the gearbox.
2
2
1
V300698
4-14
©
200435
AS TRONIC
AS Tronic
Description of components
The gearbox modulator is to ensure that the
gearbox shifts fast and correctly, depending on
the current driving conditions. All functions that
are necessary for selection and checking of the
correct gear are controlled inside the gearbox
modulator.
The gearbox modulator contains the following
components:
-
2
the electronic unit (ECU)
pneumatic solenoid valves and engaging
cylinders
travel sensors to determine the current
position of all engaging cylinders
sensors for checking the gearbox and
modulator temperatures, rpm of input shaft
and pressure sensor for the air supply to the
pneumatic system
Gearbox electronics
The integrated gearbox electronics (9) are
situated in the upper cover of the modulator (1).
The electronics serve to actuate and control the
entire automated gear selector system (gearbox,
clutch, PTO), depending on the driving conditions
(correct gear, fully automatic mode, operating
condition of the vehicle).
Items such as the solenoid valves in the solenoid
valve block (2) are controlled via the internal
connectors (6 and 8) and the PCB tracks.
©
200435
4-15
AS TRONIC
Description of components
7
AS Tronic
10 11
2
9
8
6
12
5
4
3
2
1
V300703
4-16
©
200435
AS TRONIC
AS Tronic
Description of components
Solenoid valves and engaging cylinders
The gearbox control is actuated
electropneumatically by 10 separate pneumatic
solenoid valves in the solenoid valve block (2).
One solenoid valve functions as the main cut-off
valve for the air supply. A combination of 8
solenoid valves ensures that the engaging
cylinders (13, 14, 15 and 16) are actuated. One
solenoid valve actuates the clutch of the
transmission brake via air duct 11.
After gear shifting, the control pressure is
switched off via the main solenoid valve.
The solenoid valves (2) required for shifting the
relevant gear are also immediately switched off
after a gear change.
When the gear is engaged the solenoid valves
remain pneumatically bled.
The locking device of the selector shafts locks the
gearbox mechanically until the next gear-change
is required.
The 4 pneumatic engaging cylinders in the
modulator are 2 or 3-position cylinders. The
2-position engaging cylinder is used to operate
the splitter box engaging cylinder (15) and the
range box engaging cylinder (13).
20
19
13
14
2
15
16
17
18
V300704
The 3-position engaging cylinder is used for the
gate selection engaging cylinder (16) and the
main box engaging cylinder (14). Besides two
extreme positions, the 3-position engaging
cylinder also has a controlled centre position.
To check whether the engaging cylinders have
shifted properly, travel sensors (3, 4, 5 and 18)
are fitted on the engaging cylinders. The gearbox
modulator contains the following travel sensors:
-
travel sensor S1, splitter box (3)
travel sensor S2, main box (4)
travel sensor S3, range box (5)
travel sensor S4, gate selection (18)
The signals from the travel sensors are
constantly processed by the gearbox electronics
to check the correct shifting of the engaging
cylinders.
©
200435
4-17
AS TRONIC
Description of components
AS Tronic
Pressure sensor
Pressure sensor S7 (10) in the modulator is
connected directly to the reduced output of the
pressure regulator (17) via a bore in the upper
cover of the modulator. The electronic unit uses
the signal from the pressure sensor (10) for
checking and diagnostics.
10 11
2
V300844
The pressure sensor checks whether the reduced
pressure of the air supply to the modulator (1) is
not too low or too high. In either case the DIP
gives a warning.
Too low a pressure causes incomplete shifting or
no shifting at all. Too high a pressure causes
extra mechanical load on the entire selector
system and all seals, which affects the service
life. The reduced operating pressure is kept
constant by the pressure regulator (see
"Technical data").
20
19
13
14
15
The pressure regulator (17) is fitted against the
modulator housing and is also the external air
connection for the pneumatic system in the
modulator. A coarse filter to capture
contamination from the air supply system is fitted
in this external air connection. The purpose of this
is to prevent the pneumatic system in the
modulator from being damaged.
16
17
18
V300704
4-18
©
200435
AS TRONIC
AS Tronic
Description of components
Modulator connectors
2
Vehicle
Transmission
The modulator has two external connectors.
The position of the connectors is imprinted on the
modulator housing.
V300729
The text "TRANSMISSION" is shown on the lefthand connector. This connection is meant for the
internal components of the AS Tronic system, i.e.
the AS Tronic speed sensor and the clutch unit.
The text "VEHICLE" is shown on the right-hand
connector. Via this connector the AS Tronic
system communicates with the so-called vehicle
side.
This means: voltage supply and communication
with the operating unit and other vehicle systems
(e.g. UPEC, EBS, VIC/DIP, ZF INTARDER
EST42 and MTCO).
©
200435
4-19
AS TRONIC
Description of components
AS Tronic
Temperature sensor
Like the S6 input shaft speed sensor (20) the S8
temperature sensor (19) is integrated in the
bottom of the modulator.
The gearbox temperature is indirectly checked by
measuring the gearbox oil temperature.
2
The temperature sensor is only used to check the
electronics in the modulator.
In this way the current gearbox operating
temperature is stored in the electronic unit. Brief
maximum temperatures are admissible (see
"Technical data").
20
13
19
14
15
16
17
18
V300704
Input shaft speed sensor
To enable the input shaft speed to be measured,
the input shaft is fitted with a sensor wheel (2). An
S6 inductive speed sensor (1) is fitted in the
modulator housing.
This sensor is used to compare input shaft speed
and engine speed. The modulator then knows in
any circumstances whether the clutch is fully
opened or closed. Slipping of the clutch is also
checked. This is necessary to register whether
the clutch is operated correctly and also to check
the clutch for overloading.
3
1
2
Every time the engine is started, the clutch is
opened by the clutch unit. The command for this
checking phase originates from the gearbox
modulator and is used to check the clutch plate
(speed of input shaft) for slowing down when the
clutch is opened.
4
V300803
If this is done correctly, the checking phase is
completed. Only then can the gear be engaged
and the vehicle can be driven off.
4-20
©
200435
AS TRONIC
AS Tronic
Description of components
4.5 CLUTCH UNIT
The clutch unit (1) is attached to the integrated
gearbox clutch housing (8).
4 5
2
3
2
ZF FRIEDRICHSHAFEN AG
8
1
9
V300718
The clutch is operated fully automatically. The
electropneumatic clutch unit (1) receives a
command from the gearbox modulator (5) to
open or close the clutch.
1
4
2
The clutch unit is linked to the gearbox modulator
(5) via connector 4. The wiring harness (2) is
integrated in the clutch unit (1) via a fixed
connection (9) and therefore has no connector.
3
V300674
The clutch unit housing is made up of the front
housing (6), where the operating piston (4) is
located, and the rear housing (3), where the
solenoid valves, clutch travel sensor and internal
electronics are located.
The rear housing (1) contains the fixed
connection to the clutch unit wiring.
©
200435
4-21
AS TRONIC
Description of components
2
AS Tronic
A special oblong shape in the seal (2) forms the
bleed duct of the clutch solenoid valves when the
clutch closes. In the rear housing (3) the
pressurised air in the front clutch unit housing (6)
(open clutch) is released via 2 bleed solenoid
valves. The bleeding is carried out via the oblong
shape in the seal (2), concave travel sensor,
concave travel sensor core on operating piston
(4) and the front of the clutch unit housing to the
gearbox clutch housing.
1
2
3
4
5
6
7
V300675
4-22
©
200435
AS TRONIC
AS Tronic
In addition to the pneumatic operating piston for
operating the clutch lever, the housing (1) of the
clutch unit incorporates the following
components:
-
2 solenoid valves for opening the clutch (3, 4)
2 solenoid valves for closing the clutch (6, 7)
internal electronics (2)
travel sensor S5 (5)
flat cable (9)
manual bleeding (8)
central air supply connection point with
integrated non-return valve (10)
Description of components
2
1
9
8
10
2
Manoeuvring the vehicle and dosed driving off
require accurate engagement of the clutch.
Under particular driving conditions a very rapid
clutch operation is required.
In that case a variation in opening and closing
times of the solenoid valves is possible.
76
5
4 3
V300676
The clutch is opened and closed by 4 solenoid
valves in total. The 2 solenoid valves (Y15
and Y17) with a small air inlet/outlet opening
regulate the slow closing and the slow opening
of the clutch respectively.
©
200435
4-23
AS TRONIC
Description of components
AS Tronic
2
2
1
3
Y14
Y16
Y17 Y15
4
5
7
6
V300802
Two redundant duty-cycle-controlled solenoid
valves (Y14 and Y16) with a large air inlet/outlet
opening arrange the rapid controlled closing and
the rapid controlled opening of the clutch
respectively.
If no electrical energising takes place, the valves
are closed pneumatically. In this way any position
of the operating piston can be selected and held.
4-24
©
200435
AS TRONIC
AS Tronic
Description of components
The position of the operating piston (11) and
hence the clutch position is recorded by the S5
travel sensor. The travel sensor consists of a
fixed coil (3) and a core (2) which moves in a
straight line and is attached to the operating
piston (1).
The gearbox modulator transmits a control signal
to the travel sensor in the clutch unit. Due to the
variable coil core position the self-induction of the
coil will change and the signal will be distorted.
The internal electronics in the clutch unit make
the signal suitable for being returned to the
gearbox modulator. In this way, the gearbox
modulator is able to determine exactly the
position of the clutch parts.
2
1 2
3
V300678
The time of engagement as well as the position
and stroke of the operating piston are also
measured by the travel sensor.
In this way the modulator can adjust the opening
and closing of the clutch to the driving conditions.
Check when the engine is started
Every time the engine is started, the clutch unit
checks the current clutch engagement point
(wear-dependent). This is measured by the travel
sensor and the information is immediately made
available to the gearbox modulator. As a result,
the AS Tronic system is continuously informed
about any wear of the clutch plate.
Via connection 1 on the clutch unit housing,
control pressure is supplied to the clutch unit to
operate the clutch. The control pressure
originates from the connection on the gearbox
modulator but is passed on without being
reduced.
In the unlikely event of a leak in the air supply to
the clutch unit, an internal non-return valve will
ensure that if the clutch is open it is not suddenly
closed without the gearbox modulator
transmitting the relevant signal.
A bleed screw has been fitted to enable manual
bleeding of the clutch unit.
Conclusion
The clutch unit and clutch control are designed to
ensure that particular failures cannot provoke an
unwanted response from the clutch system.
Redundant solenoid valves, position sensor and
non-return valve ensure desired and safe
opening and closing of the vehicle clutch.
©
200435
4-25
AS TRONIC
Description of components
AS Tronic
4.6 AS TRONIC SPEED SENSOR
The AS Tronic speed sensor is fitted in the
gearbox rear cover.
2
The AS Tronic speed sensor is used by the
gearbox modulator of the AS Tronic system to
shift the gearbox correctly under all
circumstances.
ZF FRIEDRICHSHAFEN AG
V300699
So the speed sensor of the MTCO (3) is not used
for the shifting function. This is the tachosensor,
with which all other gearbox types are fitted as
standard.
6
5
Only if the AS Tronic speed sensor (5) is
defective will the signal from the redundant speed
sensor MTCO (3) be used to ensure that the
gearbox changes all gears correctly.
4
Both sensors have an identical connector and
operate in exactly the same manner. However,
the supply voltage of both sensors is different.
The synthetic connector can only be
distinguished by its colour:
-
AS Tronic speed sensor = black, 24V supply
voltage
MTCO speed sensor = white, ~6.5/9.5V
supply voltage
2
1
3
V300724
Note:
The supply voltage of the AS Tronic speed
sensor (5) is higher than that of the MTCO
sensor (3).
The connectors should therefore never be
exchanged!
4-26
©
200435
AS TRONIC
AS Tronic
Description of components
The AS Tronic speed sensor likewise has two
connections for outgoing signals. Only one
connection sends the real-time speed signal to
the gearbox modulator. The signal is transmitted
as a square-wave signal generated by the
internal Hall IC.
2
K100871
©
200435
4-27
AS TRONIC
Description of components
AS Tronic
4.7 PRESSURE REGULATOR
2
The pressure regulator (2) is integrated in the
upper cover of the gearbox modulator (1). The
pressure regulator is directly connected to the
pressure sensor, the solenoid valve block and the
engaging cylinders via air ducts in the upper
cover of the modulator.
1
The pressure regulator regulates the system
pressure of the air reservoir back to the constant
operating pressure for the correct operation of all
engaging cylinders (see "Technical data"). The
pressure sensor continuously checks the
reduced operating pressure of the modulator.
2
V300845
4-28
©
200435
AS TRONIC
AS Tronic
The pressure regulator is a normal pressure
control valve. The pressure control valve is
formed by the pressure piston (4) and thrust bush
(5). A rubber sealing ring is located between the
pressure piston (4) and the thrust bush (5). The
springs (2 and 6) together make for an
‘equilibrium situation’. If the system pressure is
higher than the set operating pressure, the
pressure piston (4) will move up against the
spring pressure of spring 2 and allow the gauge
pressure to escape via the bleeder in the
pressure regulator housing.
Note:
The set screw has been set and sealed in the
factory.
The set screw must not be rotated!
Description of components
1
2
2
3
4
5
6
7
8
9
10
11
V300697
©
200435
4-29
AS TRONIC
Description of components
AS Tronic
4.8 PRESSURE RELIEF VALVE
The pressure relief valve (1) is located on the
transverse support in front of the left front wheel.
2
1
V300846
The pressure relief valve (6) is a simple pressure
control valve connected to the same output of the
air supply unit (2) as the air reservoir (4) in the
AS Tronic gearbox. The pressure relief valve is in
turn connected to the air reservoir of circuit 4.
The ECAS system is one item that uses this.
2
3
6
1
4
5
6
V300800
The pressure relief valve is closed until a certain
air pressure is reached. This means that when
the air pressure is being built up by the air supply
unit (2) on circuit 4 the AS Tronic system will
automatically be filled first. Above a fixed set
pressure value (see "Technical data") the
pressure relief valve will open, so that the air
reservoir on circuit 4 is also filled.
This means that during filling the AS Tronic
system is given priority above the other air
consumers on circuit 4.
4-30
©
200435
AS TRONIC
AS Tronic
Description of components
21
62
4
0
2
12 23 2911
22
u u
p p 23
1
64
1
25
24
26
3
5
19
2
D954
B385
12
13
2
4
11
10
9
8
7
p
15
16
18
17
Y14 Y15
Y16
Y17
14
u
6
Y1
Y2
K1
Y3
K2
Splitter
Y4
Y5
Y6
Y7
1/2 R 3/4
2/4R N 1/3
Gate
Main
Y8
H
Y9
Y10
L
Range
V300795
©
200435
4-31
AS TRONIC
Description of components
AS Tronic
4-32
©
2
200435
AS TRONIC
AS Tronic
Control functions
5. CONTROL FUNCTIONS
5.1 SHIFT SITUATIONS
The AS Tronic system automatically controls the
various shift situations, for instance driving off,
stopping, manoeuvring, gear shifting when
driving and selecting the current gear.
2
5
7A
4
!
!
6
2
1
7
8
3
V300673
©
200435
5-1
AS TRONIC
Control functions
AS Tronic
The shift situations are recognised and recorded
by unequivocal sensor signals and CAN
communication systems.
2
For every shift situation specific conditions are
programmed to enable that shift situation to be
selected.
Moreover, only one shift situation at a time can be
active.
The AS Tronic system continuously checks
whether the conditions associated with a
particular driving condition are still valid.
However, if the new conditions are sufficiently
different from the current shift situation, the
modulator immediately switches to a different
shift situation that better suits the new conditions.
It is therefore impossible for the AS Tronic
gearbox to identify two shift situations at once
and carry out two shifts at the same time.
The following shift situations can be identified by
the modulator and if necessary shifted
mechanically:
-
5-2
switching on ignition.
neutraal position
shifting at standstill
engaged gear at standstill
driving off
shifting when driving
current gear when driving
manoeuvring
switching off ignition
©
200435
AS TRONIC
AS Tronic
Control functions
5.2 SWITCHING ON IGNITION
The 16 AS gearbox is used as an example in the
description below.
Switching on ignition
When the ignition is switched on, the electronic
unit of the modulator checks whether any errors,
such as short-circuiting, interruption, etc., have
been stored in the memory.
2
If there are no errors, the modulator checks
whether the gearbox is mechanically in the
neutral position. A check is then run to make sure
that all signals from the fitted travel sensors are
credible.
The positions of all engaging cylinders are then
stored in the modulator.
The clutch is also bled and the maximum position
of the closed clutch is also stored in the
modulator’s memory.
Conditions for storing the "ignition switched on"
shift situation:
modulator has received the "ignition
switched on" signal (1010)
gearbox and clutch checks have not yet
been carried out.
Storing travel sensor conditions
The travel sensor conditions are stored as
follows. The main selector valve is briefly
actuated. As a result, the air pressure is admitted
to the rest of the pneumatic system of the
AS Tronic system via the air connection on the
pressure regulator.
Furthermore, the relevant solenoid valves in the
modulator are actuated in such a way that the
following gear changes are made by the gearbox:
main box in neutral position
gate selection in gate 3/4
splitter and range boxes both in the high
position
When the relevant gear changes have been
made, the modulator stores these current
positions of the engaging cylinders in the
memory.
Storing clutch conditions
As soon as the ignition is switched on and the
engine has started, the clutch is bled to check that
it completely closes mechanically.
This check is carried out by comparing the input
shaft speed with the engine speed. The
mechanical position is again stored in the
modulator memory.
©
200435
5-3
AS TRONIC
Control functions
AS Tronic
Afterwards the clutch is opened fully.
The check is carried out by measuring the input
shaft speed. When the clutch is completely open,
the shaft must come to a halt within a few
seconds, since when the clutch is opened the
transmission brake is briefly operated.
2
The clutch is now automatically slowly bled. As
soon as the input shaft speed is established, the
current clutch position is stored as the
momentary engagement point.
Every time the engine is started, the clutch
engagement point is determined afresh.
5-4
©
200435
AS TRONIC
AS Tronic
Control functions
5.3 NEUTRAL POSITION
When the ignition is switched off, the gearbox is
always shifted mechanically to the neutral
position.
The high range is also selected
This is so as to protect the gearbox range box in
the event of towing. The clutch is closed when it
has been established via the travel and speed
sensors that the gearbox is in the neutral position
and the engine is running.
2
Conditions for identifying and carrying out the
"neutral position" shift situation:
gearbox and clutch checks have been
carried out. Positions stored.
the main box is mechanically in neutral.
no shift command received via the operating
unit.
©
200435
5-5
AS TRONIC
Control functions
AS Tronic
5.4 SHIFTING AT STANDSTILL
In general, during shifting at standstill the
modulator instructs UPEC, via the V-CAN, to start
operating on the no-load control. During standstill
three types of gear-change are possible.
2
Shifting out of the neutral position
When the gearbox is shifted out of the neutral
position, the clutch is opened at the same time
and the splitter box, range box and gate selection
are shifted to the appropriate position.
The input shaft is braked when the transmission
brake is actuated automatically.
When the input shaft speed drops below the
engine speed, the gear-change can take place.
Shifting from gear to gear
If while stationary a gear other than the calculated
drive-off gear is selected manually with the gear
lever, the clutch is already open.
Since the gearbox input and output shaft speeds
are already zero (all shafts are stationary), a
different gear can be engaged at once, without
delay.
Conditions for identifying and carrying out the
"shifting at standstill" shift situation:
Gearbox and clutch checks have been
carried out. The positions of all selector
shafts are stored in the modulator memory.
The engine is idling and the engine speed
has been identified.
A shift command has been received via the
operating unit and the internal CAN system.
The speed of the gearbox output shaft and
hence the speed of the vehicle must be less
than V < 1.5 km/h.
Shifting to the neutral position
If a drive-off gear has already been engaged and
the driver gives a signal via the operating unit for
the neutral position to be engaged, the neutral
position will be engaged at once, without delay.
The clutch will then close as well.
5-6
©
200435
AS TRONIC
AS Tronic
Control functions
5.5 ENGAGED GEAR AT STANDSTILL
If the vehicle is stationary with a gear engaged,
the AS Tronic system at that moment has no
control over the UPEC engine management
system.
The fuel injection quantity is now determined
solely by the UPEC no-load control.
2
Conditions for identifying and carrying out the
"shifting at standstill" shift situation:
gearbox and clutch checks have been
carried out. The positions of the selector
shafts are stored in the modulator memory.
no shift command has been received via the
operating unit and the internal CAN system.
no speed signal from the output shaft speed
sensor (standstill).
the "idling" accelerator pedal signal has been
received via the V-CAN and UPEC.
the position of the accelerator pedal position
sensor is smaller than the accelerator pedal
position for recognising the "manoeuvring"
shift situation.
©
200435
5-7
AS TRONIC
Control functions
AS Tronic
5.6 DRIVING OFF
2
Every time the engine is started, the AS Tronic
system selects the standard drive-off gear when
the vehicle drives off in fully automatic mode.
For the 12 AS gearbox this is the 2nd gear, for the
16 AS it is the 3rd gear.
If necessary, the automatically selected drive-off
gear can be changed manually by the driver.
Vehicles with production date < 2004-21 (chassis
number <0E644080):
Using the gear lever, the 5th (12 AS) or 7th
(16 AS) gear is the highest that can be selected
as the drive-off gear.
Vehicles with production date  2004-21 (chassis
number 0E644080):
Only a gear lower than the standard drive-off gear
can be selected.
When the vehicle drives off in fully automatic
mode for the second time, its mass has already
been calculated and the drive-off gear is
calculated fully automatically and engaged.
Note:
If the vehicle is driving up an incline in too high a
gear (fully laden), due to safety considerations
the clutch control will ensure that it continues to
move in the driving direction. If the accelerator
pedal is depressed in a high position, the gearbox
does not automatically change down to a lower
gear.
This should be avoided, since in this situation the
clutch is put under too much strain. The
accelerator pedal should therefore briefly be fully
released, so that the modulator ensures that a
lower gear is engaged via UPEC (accelerator
pedal idling switch).
5-8
©
200435
AS TRONIC
AS Tronic
Control functions
Clutch control
If the accelerator pedal is operated, the clutch
starts to close rapidly up to a pre-set point.
Beyond this point, the clutch closes in a
controlled manner. The clutch is closed in a
controlled manner until there is no longer a
difference between the engine speed and the
input shaft speed.
The clutch continues to close until the signal from
the travel sensor in the clutch unit indicates that
the "clutch completely closed" point has been
reached.
2
After this, the clutch unit is completely bled via the
internal bleed solenoid valves so that no residual
pressure remains.
Depressing the accelerator pedal makes it
possible to drive off comfortably in a variety of
driving conditions (laden-empty, flat road, uphill
or downhill) without causing any damage to the
clutch. If the vehicle starts to roll in the opposite
direction to the driving direction, the clutch control
ensures that the engine does not stall when
driving off.
The figure below shows the control of all
necessary changes while driving off with full load
by way of an example.
©
200435
5-9
AS TRONIC
Control functions
AS Tronic
A
2
C
B
D
E
F
t[S]
1
2
3
4
V300847
A.
B.
C.
D.
E.
F.
Accelerator pedal position signal
Engine speed
Current engine torque
Gearbox input shaft speed
Clutch travel
Vehicle speed
1.
2.
3.
4.
Phase 1
Phase 2
Phase 3
Phase 4
5-10
©
200435
AS TRONIC
AS Tronic
Control functions
Driving off basically consists of 4 phases.
During the first phase (1), the "empty stroke" of
the clutch is bridged. This phase, during which
the clutch cannot yet transmit any engine torque,
is bridged as quickly as possible. The first phase
(1) is necessary so as to assure a rapid system
reaction.
2
The accelerator pedal (A) is depressed while
driving off.
At the same time the modulator (via the V-CAN)
limits the engine injection quantity in such a way
that a properly controlled drive-off situation
occurs.
In phase 2 a clutch control is switched on; this
controls the desired engine speed by variation in
the clutch position (so also the driving torque that
the clutch can transmit). The clutch starts to close
in such a way that the input shaft speed (D)
comes close to the engine speed (B). The desired
engine speed is at that moment dependent on the
engaged gear, the input shaft speed and the set
idling engine speed.
If the difference between engine speed and input
shaft speed falls below a set value of 50 rpm, the
third phase (3) is initiated. In the third phase (3)
the clutch (E) is rapidly closed in a controlled
manner, depending on the accelerator pedal
position (A). When the clutch is approximately
90% closed, the fourth phase (4) is initiated.
To prevent damage to the clutch caused by
unnecessarily long opening and closing times,
the clutch load is continuously calculated and
checked. If necessary the clutch load is limited by
the modulator. If overload is nevertheless
detected, the driver is informed about this by the
modulator via a message through the V-CAN and
VIC/DIP. The driver can then manually select a
lower gear.
Note:
In the event of clutch overload, the clutch is
reopened when the accelerator pedal is released.
If the accelerator pedal is operated despite all
warnings, the system will automatically close the
clutch rapidly without any fine adjustment. The
engine torque will also be reduced. This prevents
further loading of the clutch.
If at that moment too high a gear has been
manually engaged, this may result in the
engine stalling!
}
©
If the engine stalls due to the clutch
overload protection system, it is not
impossible that the vehicle could
start rolling on an incline. The
parking brake may then be used.
200435
5-11
AS TRONIC
Control functions
AS Tronic
The fourth phase (4) comes into effect when the
clutch is 100% closed. When the clutch is
completely closed, a complete bleeding of the
clutch unit ensues, so that no residual pressure
remains in the clutch system.
2
Conditions for identifying and carrying out the
"drive-off" shift situation:
"engine running" signal.
gearbox and clutch checks have been
carried out.
valid drive-off gear is currently engaged.
no shift command has been received via the
operating unit and the internal CAN system.
accelerator pedal signal "idling" not received
via the V-CAN and UPEC.
signal from accelerator pedal position sensor
greater than 70%.
there is a difference in speed between
engine and gearbox input shaft.
5-12
©
200435
AS TRONIC
AS Tronic
Control functions
5.7 SHIFTING WHEN DRIVING
A gear-change can be carried out when driving by
the fully automatic mode programme or manually
by the driver.
Shifting proceeds in a number of steps, which are
shown in the corresponding figures. The following
steps are performed by the AS Tronic system so
that changing up and down can be carried out
correctly.
2
Shifting characteristics when changing up
Shifting up proceeds in the following steps as
shown in the figure below.
A
B
C
D
E
3
t[S]
1
2
F
G
4
5
6
7
8
V300848
A.
B.
C.
D.
E.
F.
G.
©
Engine speed
Input shaft speed
Clutch closed
Clutch opened
Gear engaged
Gearbox neutral position
Transmission brake
200435
5-13
AS TRONIC
Control functions
2
AS Tronic
1∏ 2 During shifting up, the clutch is already
opened partially so that it can be fully
opened as rapidly as possible later on. At
the same time, the engine torque is limited
by reducing the injection quantity.
2 ∏ 4 The clutch is fully opened when the
engine torque has been completely
reduced.
3 ∏ 4 The modulator disengages the current
gear.
4
The travel sensors indicate that the
gearbox is in neutral position.
4 ∏ 5 To reduce the difference between the
speeds of the main shaft and the main box
gear wheels, the transmission brake is
actuated by the modulator. The gear
wheels in the main box are braked via the
auxiliary shafts.
5
When the maximum permitted speed
range is reached to enable changing-up to
be carried out correctly, the transmission
brake is switched off.
5 ∏ 6 The modulator engages the new gear.
6 ∏ 7 When the desired gear has been
engaged, the clutch will be closed and the
engine torque will be increased at the
same time.
7 ∏ 8 When the clutch has fully closed, the new
gear shift is completed and the system is
ready for the next gear-change.
Conditions for identifying and carrying out the
"shifting when driving" shift situation:
storing mechanical shift and clutch system
closed.
a shift command has been received via the
operating unit and the internal CAN system.
output shaft speed sensor signal, vehicle
speed higher than 1.5 km/h.
Shifting characteristics when changing down
Shifting down proceeds in the following steps as
shown in the figure below.
5-14
©
200435
AS TRONIC
AS Tronic
Control functions
A
B
C
2
D
E
F
t[S]
1
2 3 4
5
6
7
V300849
A.
B.
C.
D.
E.
F.
Engine speed
Input shaft speed
Clutch closed
Clutch opened
Gear engaged
Gearbox neutral position
1 ∏ 2 During shifting down the clutch is already
opened partially. At the same time, the
engine torque is reduced by reducing the
injection quantity.
2 ∏ 3 The clutch is fully opened rapidly when
the engine torque has been reduced.
3 ∏ 4 The modulator disengages the current
gear.
4
The travel sensors indicate that the
gearbox is in neutral position.
4 ∏ 5 Next, the clutch is partially closed again.
The temporary increase in the injection
quantity causes, as it were, intermediate
acceleration. The clutch speed and the
gearbox input shaft speed increase until
the input shaft speed virtually equals the
speed of the gear to be engaged.
5 ∏ 6 When the speeds are virtually equal, the
clutch opens fully. Next, the modulator
engages the desired gear.
©
200435
5-15
AS TRONIC
Control functions
AS Tronic
Note:
The gearbox is synchronised between points 3
and 6 during shifting down.
2
6 ∏ 7 If the travel sensors report that the gear
has been shifted, the engine torque is
increased again at the same time as the
clutch closes.
7
When the clutch has fully closed, the new
gear shift is completed and the system is
again ready for the next gear-change.
5-16
©
200435
AS TRONIC
AS Tronic
Control functions
5.8 MANOEUVRING
If the forward or reverse manoeuvring position is
engaged, the lowest gear will always be selected.
If the driver depresses the accelerator pedal only
lightly, the clutch will only be closed
commensurately.
2
The AS Tronic system controls the activation of
the so-called "engine speed during manoeuvring"
of UPEC. If the accelerator pedal is depressed
further, the clutch is closed further and the engine
speed increases. The maximum engine speed
during manoeuvring and with the accelerator
pedal fully opened is about 1050-1100 rpm.
In the manoeuvring position the gearbox will also
not switch to a higher gear.
As a result of the partially closed clutch, friction is
produced on the clutch friction surfaces.
The engine torque to be transmitted is controlled
by the modulator in such a way that the vehicle’s
road drag is overcome. This means that slip is
continuously present. However, this does enable
the driver to manoeuvre the vehicle accurately
forward or backward with the accelerator pedal
(based on feel). During manoeuvring, the clutch
is actually operated by the accelerator pedal.
Manoeuvring proceeds as shown in the figure
below.
©
200435
5-17
AS TRONIC
Control functions
AS Tronic
A
2
C
B
D
E
F
t[S]
V300850
A.
B.
C.
D.
E.
F.
5-18
Accelerator pedal signal
Engine speed
Current engine torque
Input shaft speed
Clutch travel
Vehicle speed
©
200435
AS TRONIC
AS Tronic
Control functions
Conditions for identifying and carrying out the
"manoeuvring" shift situation:
-
storing mechanical shift and clutch system
closed.
desired gear (gear selected by selector
switch) corresponds with the available and
allowed gears when manoeuvring.
no idling signal received from the accelerator
pedal sensor.
position of accelerator pedal between
approx. 4 and 70%.
2
Note:
When the manoeuvring position is engaged, it is
normally possible to drive off finely dosed
(slipping clutch). If however the AS Tronic system
ascertains that the clutch is overloaded, when the
accelerator pedal is pressed the modulator
independently sends the signal to close the clutch
rapidly. This is so as to prevent any further clutch
overload.
}
Due to an overloaded clutch the
vehicle may unexpectedly drive off
faster than normal when in the
manoeuvring position. This may
lead to dangerous situations.
This control function may occur after very
prolonged driving in the manoeuvring position.
Under normal manoeuvring conditions this can
never occur. When the vehicle is put in the neutral
position via the selector switch, the drive line is
interrupted.
©
200435
5-19
AS TRONIC
Control functions
AS Tronic
5.9 SWITCHING OFF IGNITION
2
When the ignition is switched off, a check is run
to find out whether the gearbox is mechanically in
the neutral position and the clutch is closed. If not,
the gearbox main box is forced to the neutral
position by the modulator.
The splitter box is shifted to position "K1". The
range box is always shifted in the high range. This
prevents mechanical damage to the range box
when the vehicle is being towed at too high a
speed with the ignition switched off (or AS Tronic
system dead).
Note:
If for whatever reason the gearbox cannot be
shifted to the neutral position when the ignition is
switched off and while idling, the clutch remains
open.
When the ignition is switched off the "voltage after
contact" supply voltage (1010) is automatically
switched off only after several seconds via the
internal electronics in the modulator,
independently of the position of the operating
unit.
Switching off is only possible when the vehicle is
standing still.
Note:
If the ignition is switched off during driving or if the
supply voltage after contact (1010) is interrupted,
the gearbox will not be shifted to the neutral
position. The engaged gear remains engaged,
the clutch remains closed. If the vehicle speed
falls below 1.5 km/h, the clutch is opened and the
neutral position is engaged.
Conditions for identifying and carrying out the
"switch off ignition" shift situation:
power supply after contact (1010) must
already have been switched off.
vehicle must be stationary.
5-20
©
200435
AS TRONIC
AS Tronic
Inspection and adjustment
6. INSPECTION AND ADJUSTMENT
6.1 ITEMS REQUIRING SPECIAL ATTENTION WHEN CHECKING THE SYSTEM
1.
Failures can easily be traced by making
through-connections and/or carrying out
measurements on the lead-through
connector in the dashboard lead-through
and unplugging the connector on the
"TRANSMISSION" side of the gearbox
modulator.
2.
When a reading is specified in the inspection
table, a through-connection must be made
with the multimeter. If no reading is specified,
a through-connection must be made.
3.
Always turn the ignition off before removing
or fitting a connector.
4.
To avoid damage to the connectors, the
measurements and through-connections
must if possible be made at the rear of the
connector.
5.
Use a fuse-protected wire when making a
through-connection.
6.
Always check the power and earth
connections first in the event of a fault. Also
check that the various connectors make
good contact (corrosion, etc.).
7.
Variations in measurements may mean that
measured values differ slightly from those
specified.
2
5
W502002
©
200435
6-1
AS TRONIC
Inspection and adjustment
AS Tronic
6.2 CONNECTION POINTS ON THE GEARBOX MODULATOR
17 14 9
20 13 8
19 16 12 4
18 11 7
2
15 10 6
5
2
1
3
A
17 14 9
20 13 8
19 16 12 4
18 11 7
15 10 6
5
2
1
3
B
V300798
6-2
©
200435
AS TRONIC
AS Tronic
Inspection and adjustment
Connector on "VEHICLE" side
Connection point
Wire no.
Function
A1
1234
Power supply after contact
A2
3065
Input/output signal for diagnosis
A3
3732
CAN-H signal, AS Tronic CAN network operating unit
A4
1604
Power supply before contact
A5
1604
Power supply before contact
A6
3731
CAN-L signal, AS Tronic CAN network operating unit
A7
-
A8
3701X
A9
-
Not in use
A10
-
Not in use
A11
5715
Operating unit "power supply after contact" output signal
A12
3700X
CAN-L signal, V-CAN
A13
3700D
CAN-L signal, V-CAN
A14
3701D
CAN-H signal, V-CAN
A15
-
A16
9079
Earth
A17
9079
Earth
A18
-
Not in use
A19
-
Not in use
A20
-
Not in use
2
Not in use
CAN-H signal, V-CAN
Not in use
Note:
The wiring on the "TRANSMISSION" side of the
gearbox modulator is a standard part of the
AS Tronic gearbox.
The wiring and connectors being fully insulated,
no wire numbers are used. However, several
measurements can be carried out by unplugging
this connector.
The connector on the AS Tronic speed sensor
can also be unplugged for measurements.
Use special tool (DAF no. 1453177) to remove
the pins from the A and B connectors.
©
200435
6-3
AS TRONIC
Inspection and adjustment
AS Tronic
9
17
8
20
12
16
2
18
15
7
6
10
11
V300804
6-4
©
200435
AS TRONIC
AS Tronic
Inspection and adjustment
Connector on "TRANSMISSION" side
Connection
point
©
Function
B1
Not in use
B2
Not in use
B3
Not in use
B4
Not in use
B5
Not in use
B6
AS Tronic speed sensor earth output signal
B7
Output signal to clutch unit solenoid valve "Close clutch slowly" (Y15)
B8
Output signal to clutch unit solenoid valve "Close clutch rapidly" (Y14)
B9
Output signal to clutch unit solenoid valve "Open clutch slowly" (Y17)
B10
Input signal, clutch unit travel sensor
B11
Input signal, AS Tronic speed sensor
B12
Output signal to clutch unit solenoid valve "Open clutch rapidly" (Y16)
B13
Not in use
B14
Not in use
B15
Output signal, supply voltage to clutch unit travel sensor
B16
Output signal, clutch unit earth
B17
Output signal, clutch unit earth
B18
AS Tronic speed sensor supply voltage output signal
B19
Not in use
B20
Output signal, clutch unit travel sensor earth
200435
2
6-5
AS TRONIC
Inspection and adjustment
AS Tronic
6.3 CONNECTION POINTS ON THE OPERATING UNIT
2
3
2
1
D
6
5
4
1
7
14
6
9
15
C
8
3
V300799
6-6
©
200435
AS TRONIC
AS Tronic
Inspection and adjustment
Connector C
Connection point
Wire no.
C1
3731
C2
C3
Function
CAN-L signal, AS Tronic CAN network to modulator
Not in use
3732
CAN-H signal, AS Tronic CAN network to modulator
C4
Not in use
C5
Not in use
2
C6
1604
Power supply before contact
C7
5715
Input signal, power supply after contact from modulator
or fuse E350
C8
9080
Earth
C9
5655
Output signal, activating reversing light relay
C10
Not in use
C11
Not in use
C12
Not in use
C13
Not in use
C14
3739
External through-connection, AS Tronic CAN network
final resistor
C15
3739
External through-connection, AS Tronic CAN network
final resistor
Wire no.
Function
Connector D
Connection point
©
D1
Input signal, selector switch "reverse manoeuvring
position"
D2
Input signal, selector switch "forward driving position"
D3
Input signal, selector switch "reverse driving position"
D4
Input signal, selector switch "forward manoeuvring
position"
D5
Input signal, selector switch "neutral position"
D6
Earth
D7
Not in use
D8
Not in use
D9
Not in use
200435
6-7
AS TRONIC
Inspection and adjustment
AS Tronic
6.4 KEY TO BLOCK DIAGRAM
Basic code
number
2
6-8
Description
A021
Diagnostic socket (16-pin)
B385
AS Tronic clutch unit
C026
Reversing light, left
C027
Reversing light, right
D954
AS Tronic gearbox modulator
D955
AS Tronic gear lever unit
E016
Gearbox neutral position fuse
E053
Fuse for diagnostic connector (16-pin)
E301
Fuse for gearbox modulator
E590
AS Tronic selector switch
F705
Speed sensor
G350
Microrelay, automatic gearbox reversing lights
G426
Contact relay
©
200435
5655
1217
D955
2
4
6
A3 A6
A11 A4 A5
A14 A13
10
A2
2
B8 B7 B9 B12 B17 B16 B20 B10 B15
ECU, AS TRONIC D954
A8 A12
B385
5
C14 C15 C8 C1 C3
C6 C7
5715
Clutch actuator with
clutch position sensor
Reverse crawl
3701D CAN-H
E590
3
Drive crawl
3700D CAN-L
1
Connector
1010
E053
1
Sensor
output speed
F705
2
4
B11 B6 B18
G426
87
A16 A17
A1
+
V300794
AS Tronic
Drive mode switch
Reverse
1
Neutral
G350
Shift lever
4591
54
Ground
D1 D3 D5 D2 D4 D6
C9
2
Drive
Relay
reverse
lights
Clutch engage quick
3
3739
3701X CAN-H
Clutch engage slow
1
Clutch disengage slow
1
9080
CAN
Network
Clutch disengage quick
CAN
Network
Ground
Vehicle
reverse
lights
Ground
E301
Clutch sensor ground
1604
CAN-L 3731
3065
Clutch sensor signal
E016
CAN-H 3732
3700X CAN-L
AS Tronic
diagnosis
Signal
1000
Clutch sensor power supply
1229
Ground
C026
C027
Power supply
200435
1234
©
9079
1010
AS TRONIC
Inspection and adjustment
6.5 BLOCK DIAGRAM
Block diagram V300794 applies to:
version CF75/85, production date <2003-45
(chassis number <0E626381)
version XF95, production date <2003-45
(chassis number <0E626381)
2
6-9
AS TRONIC
Inspection and adjustment
AS Tronic
Block diagram V300886 applies to:
version CF75/85, production date 2003-45
(chassis number 0E626381)
version XF95, production date 2003-45
(chassis number 0E626381)
V300886
F705
Sensor
output speed
1
2
N
B11 B6 B18
4
A16 A17
87
A1
+
B8 B7 B9 B12 B17 B16 B20 B10 B15
B385
Clutch actuator with
clutch position sensor
E590
Drive mode switch
ECU, AS TRONIC D954
A2
A8 A12
A3 A6
C14 C15 C8 C1 C3
D955
6
A4 A5
C7 C6
Shift lever
4
2
5
3
1
10
A021
2
4591
54
D1 D3 D5 D2 D4 D6
Reverse crawl
1010
G426
A14 A13
Reverse
C9
Neutral
2
Drive
1380
G350
Drive crawl
1604
Relay
reverse
lights
Ground
3701D CAN-H
3
3739
3700D CAN-L
1217
1
9080
3701X CAN-H
Vehicle
reverse
lights
CAN-L 3731
CAN-H 3732
Connector
1
Clutch engage quick
3700X CAN-L
1
Clutch engage slow
CAN
Network
Clutch disengage slow
CAN
Network
Clutch disengage quick
E301
Ground
E350
Ground
3065
E016
Clutch sensor ground
1000
Clutch sensor signal
C026
C027
Clutch sensor power supply
AS Tronic
diagnosis
E053
1229
1010
Signal
1010
Power supply
Ground
1234
5655
6-10
9079
2
Modifications to CF75/85 and XF95, production
date 2003-45 (chassis number 0E626381)
The power supply after contact (1010) of the
operating unit (D955) on connection point C7
is provided directly by fuse E350. As a result,
wire 5715 has been removed and wire 1380
has been added.
©
200435
AS TRONIC
AS Tronic
Inspection and adjustment
6.6 INSPECTION OF ELECTRICAL SYSTEM
There are two inspection tables:
-
Inspection table for signal and voltage
measurements
Inspection table for measuring resistance
and activating components
2
Explanation of the inspection tables
The inspection tables are divided into a number
of columns.
These columns may contain symbols and/or
abbreviations.
"MEASUREMENT" COLUMN
Symbol/abbreviation
Explanation
V DC
Measurement of DC voltage
V AC
Measurement of AC voltage
A
Current measurement

Resistance measurement
%
Measurement of duty cycle
Hz
Frequency measurement
"READINGS" COLUMN
Symbol/abbreviation
©
200435
Explanation
*
For the readings, see "Technical data".

Open connection
6-11
AS TRONIC
Inspection and adjustment
AS Tronic
INSPECTION TABLE FOR SIGNAL AND
VOLTAGE MEASUREMENTS
2
No.
INSPECTION
MEASUREMENT
IGNITION
+ PIN
- PIN
READING
Note:
1
Earth connection on
gearbox modulator
V DC
ON
A16
Battery
earth
< 0.5V
Switch on as many
consumers as possible
2
Earth connection on
gearbox modulator
V DC
ON
A17
Battery
earth
< 0.5V
Switch on as many
consumers as possible
3
Power supply after
contact, modulator
V DC
ON
A1
A17
22 - 28V
Switch on as many
consumers as possible
4
Power supply before
contact, modulator
V DC
ON
A4
A17
22 - 28V
Switching on ignition
5
Power supply before
contact, modulator
V DC
ON
A5
A17
22 - 28V
Switch on as many
consumers as possible
6
Power supply after
contact sent to gear lever unit (if fitted) by
modulator
V DC
ON
A11
A17
22 - 28V
Switching on ignition
7
Earth, AS Tronic speed
sensor F705, sent by
modulator
V DC
ON
B6
A17
0V
Switch on as many
consumers as possible
8
Power supply,
AS Tronic speed sensor F705, sent by modulator
V DC
ON
B18
A17
22 - 28V
Switching on ignition
9
Power supply for clutch
unit travel sensor
V DC
ON
B15
A17
5V
Switch on as many
consumers as possible
10
Earth for clutch unit
travel sensor
V DC
ON
B20
A17
0V
Switch on as many
consumers as possible
11
Earth for clutch unit
V DC
ON
B16
A17
0V
Switch on as many
consumers as possible
12
Earth for clutch unit
V DC
ON
B17
A17
0V
Switch on as many
consumers as possible
13
Power supply before
contact, gear lever unit
D955
V DC
ON
C6
C8
22 - 28V
Switch on as many
consumers as possible
14
Power supply after
contact, gear lever unit
D955 from modulator
or fuse E350
V DC
ON
C7
C8
22 - 28V
Switch on as many
consumers as possible
15
Earth, gear lever unit
D955
V DC
ON
C8
Battery
earth
< 0.5V
Switch on as many
consumers as possible
16
Output signal to activate relay G350, reversing lights
V DC
ON
C9
C8
22 - 28V
Selector switch in
"R" position
6-12
©
200435
AS TRONIC
AS Tronic
Inspection and adjustment
No.
INSPECTION
MEASUREMENT
IGNITION
+ PIN
- PIN
READING
Note:
17
Output signal of selector switch E590 "reverse manoeuvring
position"
V DC
ON
D1
C8
0V
Selector switch in
"RL" position (manoeuvring position)
18
Output signal of selector switch E590 "forward driving position"
V DC
ON
D2
C8
0V
Selector switch in
"D" position
19
Output signal of selector switch E590 "reverse driving position"
V DC
ON
D3
C8
0V
Selector switch in
"RH" position
20
Output signal of selector switch E590 "forward manoeuvring
position"
V DC
ON
D4
C8
0V
Selector switch in
"D" position (manoeuvring position)
21
Output signal of selector switch E590 "neutral position"
V DC
ON
D5
C8
0V
Selector switch in
"N" position
22
Earth, selector switch
E590
V DC
ON
D6
C8
0V
In all positions of
selector switch
Note:
INSPECTION TABLE FOR RESISTANCE
MEASUREMENT AND ACTIVATION OF
COMPONENTS
1. Switch the vehicle ignition off.
2. Remove the connector on the
"TRANSMISSION" side of the gearbox
modulator.
©
No.
INSPECTION
MEASUREMENT
IGNITION
+ PIN
- PIN
READING
1
Solenoid valve (Y14)
"Close clutch rapidly"

OFF
B8
B17
*
2
Solenoid valve (Y15)
"Close clutch slowly"

OFF
B7
B16
*
3
Solenoid valve (Y16)
"Open clutch rapidly"

OFF
B12
B17
*
4
Solenoid valve (Y17)
"Open clutch slowly"

OFF
B9
B16
*
200435
6-13
2
AS TRONIC
Inspection and adjustment
AS Tronic
6.7 SIMULATION OF THE VEHICLE SPEED SIGNAL
The speed signal can be simulated with DELSI
(DAF no. 0694941). DELSI must be connected to
the speed sensor connector.
2
V300425
For connecting the DELSI to the speed sensor
connector, it is necessary to make an adapter
cable. The adapter cable must consist of the
following wiring:
Pin 1: speed sensor, supply
Pin 2: speed sensor, earth
Pin 3: speed sensor, "real-time" speed/distance signal
Pin 4: not in use
When the speed sensor connector is
disconnected, an error is stored in the
tachograph. This error can be deleted
using DAVIE.
6-14
2
4
3
1
K100873
©
200435
AS TRONIC
AS Tronic
Inspection and adjustment
6.8 CHECKING VEHICLE SPEED SIGNAL
The vehicle speed signal can be checked in two
ways.
A.
B.
Using the duty-cycle function on the
multimeter.
By measuring the average voltage.
2
A. Duty cycle
An accurate method is to measure the duty cycle.
This measurement is carried out as follows:
1.
Switch off the vehicle ignition and connect
DELSI.
2.
Connect the multimeter with one probe on
the vehicle speed signal connection point,
and the other probe on the earth terminal.
3.
Select the duty-cycle function (%) on the
multimeter and DC voltage operation.
4.
Switch on the vehicle ignition and simulate a
vehicle speed of 50 km/h using DELSI.
5.
At this speed the reading should be 22%.
6.
If the speed is increased the percent reading
will rise and if the speed is decreased the
reading will fall.
B. Average voltage
1. Switch off the vehicle ignition and connect
DELSI.
2.
Connect the multimeter with one probe on
the vehicle speed signal connection point,
and the other probe on the earth terminal.
3.
Select DC voltage operation on the
multimeter.
4.
Switch on the vehicle ignition and simulate
the vehicle speed to 50 km/h with DELSI.
5.
The multimeter will then give a reading of
approx. 2V.
6.
When the speed is increased or decreased,
the reading will increase or decrease.
©
200435
6-15
AS TRONIC
Inspection and adjustment
AS Tronic
6-16
©
2
200435
English
Printed in the Netherlands
DW23215603