Automotive Training Courses

TRAINEE manual

Automated transmission system

diagnosis

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 INDEX
GLOSSARY.................................................................................................................................................................................................................... 3
INTRODUCTION............................................................................................................................................................................................................. 5
1. AUTOMATED TRANSMISSIONS................................................................................................................................................................................. 7
1.1 ZF As-Tronic......................................................................................................................................................................................................... 7
1.1.1 Gear engagement mode.............................................................................................................................................................................. 8
1.1.2 Emergency operation.................................................................................................................................................................................. 9
1.1.3 Interaction with other systems................................................................................................................................................................... 10
1.2 Mercedes Benz gear management...................................................................................................................................................................... 11
1.2.1 Gear engagement mode............................................................................................................................................................................ 11
1.2.2 Emergency functioning.............................................................................................................................................................................. 13

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1.2.3 Interaction with other systems................................................................................................................................................................... 15
1.2.4 Adaptation procedures.............................................................................................................................................................................. 15
1.3 Opticruise Scania transmission........................................................................................................................................................................... 17
1.3.1 Gear engagement mode............................................................................................................................................................................ 18
1.3.2 Emergency functioning.............................................................................................................................................................................. 19
1.3.3 Interaction with other systems................................................................................................................................................................... 19
1.3.4 Adaptation procedures.............................................................................................................................................................................. 20
2. ZF ASTRONIC TRANSMISSION ON IVECO............................................................................................................................................................... 21
2.1 General.............................................................................................................................................................................................................. 21

ie 2.1.1 Advantages............................................................................................................................................................................................... 21
2.1.2 EURO 3 version - components connection................................................................................................................................................. 21
2.1.3 EURO 4/5 version - components connection............................................................................................................................................. 23
2.2 Structure............................................................................................................................................................................................................ 25
2.2.1 Epicyclic reduction gear............................................................................................................................................................................ 27
2.2.2 Splitter unit............................................................................................................................................................................................... 27
2.3 Electronic circuit................................................................................................................................................................................................ 27
2.3.1 Pressure limiter......................................................................................................................................................................................... 30
2.3.2 Actuators.................................................................................................................................................................................................. 30
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2.3.3 Control solenoid valves............................................................................................................................................................................. 31
2.3.4 Temperature and pressure sensors............................................................................................................................................................ 31
2.3.5 Position sensors....................................................................................................................................................................................... 32
2.3.6 Shaft speed sensor................................................................................................................................................................................... 33
2.4 Clutch................................................................................................................................................................................................................ 33
2.4.1 Clutch Position Sensor.............................................................................................................................................................................. 34
2.5 Inertial brake...................................................................................................................................................................................................... 35
2.6 Gearbox output rpm sensor and speed sensor.................................................................................................................................................... 35
2.7 Selector lever..................................................................................................................................................................................................... 36
2.8 P.T.O................................................................................................................................................................................................................... 36
2.9 Self-diagnosis.................................................................................................................................................................................................... 39
2.9.1 Clutch position and wear adjustment learning............................................................................................................................................ 40
2.9.2 Clutch calibration...................................................................................................................................................................................... 42
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2.9.3 Gears Engagement Management............................................................................................................................................................... 43

2.9.4 Engagement confirmation parameters........................................................................................................................................................ 44
2.9.5 Actuators position learning........................................................................................................................................................................ 46
2.9.6 Actuators management............................................................................................................................................................................. 48
2.9.7 Gears engagement.................................................................................................................................................................................... 49
2.9.8 Power Take Off management..................................................................................................................................................................... 50
2.9.9 Other Parameters...................................................................................................................................................................................... 51
2.9.10 Other States............................................................................................................................................................................................ 52
2.9.11 Faults...................................................................................................................................................................................................... 53
2.9.12 Other faults............................................................................................................................................................................................. 54
2.9.13 Activations.............................................................................................................................................................................................. 55
2.9.14 Adjustments........................................................................................................................................................................................... 58
2.10 ZF AS-Tronic Version GS3 – 3.3 reprogramming................................................................................................................................................ 59
3. ZF TIPMATIC MAN................................................................................................................................................................................................... 62
3.1 Components Connection.................................................................................................................................................................................... 62
3.2 Electronic circuit................................................................................................................................................................................................ 63

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3.3 Select lever and gears range switch.................................................................................................................................................................... 64

3.3.1 Recovery strategies.................................................................................................................................................................................. 65
3.4 P.T.O................................................................................................................................................................................................................... 65
3.5 Self-diagnosis.................................................................................................................................................................................................... 65
4. EXERCISES............................................................................................................................................................................................................. 66
4.1 Parameters analysis........................................................................................................................................................................................... 66
4.2 Clutch parameters analysis................................................................................................................................................................................. 67
5. MERCEDES BENZ GEAR MANAGEMENT.................................................................................................................................................................. 69
5.1 First generation actuator group........................................................................................................................................................................... 70
5.1.1 Routing and Splitter Group........................................................................................................................................................................ 70
5.1.2 Gear Engagement Unit............................................................................................................................................................................... 70
5.1.3 Range Cylinder.......................................................................................................................................................................................... 71

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5.1.4 Position sensors....................................................................................................................................................................................... 71
5.1.5 Gear shift lever.......................................................................................................................................................................................... 74
5.1.6 Transmission rpm sensors........................................................................................................................................................................ 74
5.1.7 Clutch position sensor............................................................................................................................................................................... 75
5.2 Clutch electronic management............................................................................................................................................................................ 77
5.3 Version II and Powershift transmission management........................................................................................................................................... 77
5.3.1 Control unit (GS)....................................................................................................................................................................................... 78
5.3.2 Splitter sensor........................................................................................................................................................................................... 79
5.3.3 Gear Module............................................................................................................................................................................................. 80

ie 5.3.4 Range Module........................................................................................................................................................................................... 80

5.3.5 Clutch management in the versions GE2, GE3 and GE7.............................................................................................................................. 81
5.3.6 Component Characteristic, Clutch Position Sensor..................................................................................................................................... 82
5.3.7 Actuator reference position........................................................................................................................................................................ 82
5.3.8 Rpm sensors............................................................................................................................................................................................ 82
5.3.9 Oil temperature sensor.............................................................................................................................................................................. 83
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Legend:

Caution

Information/Notes

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 INTRODUCTION
The necessity to improve the gear shift management and
the driving comfort has led many manufacturers to develop
automatic or semi-automatic systems which enable gear
engagement without any operation required by the driver
or manually, however gear engagement does not occur
mechanically.
These gearboxes are peculiar because their structure is the
same as in traditional transmission systems, whereas it

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has an electro-pneumatic drive, controlled by an electronic
control unit.
Most Industrial truck manufacturers like Iveco, MAN,
Renault or DAF make use or have started making use of
ZF’s transmissions, while Mercedes makes use of Voith
system,
Scania and Volvo make use of proprietary solutions.

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During this course we are going to analyze the differences
and the analogies between 3 different solutions:
• ZF AsTronic;
• EPS Mercedes Benz;
• Opticruise Scania.

We will then have a look more in depth at the operation and

the strategies of ZF AsTronic transmission on Iveco and
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MAN.
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 1. AUTOMATED TRANSMISSIONS
The key concept of these automated transmissions is the 1.1 ZF As-Tronic
driving method of the different parts of the gearbox.
As a matter of fact, in traditional mechanical transmission
the levers are either mechanically operated or driven via
a pneumatic servodrive directly by the shift lever so the
control is entirely entrusted to the driver. Even the clutch
engagement and disengagement are operated by the driver
by pushing on the clutch pedal which in this case is power-

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assisted (hydraulic-pneumatic). In automated transmission
the shift lever in the cabin is a device able to transmit electric
signals corresponding to the driver’s wish to shift gear. Figure 1:  Overall image of the ZF As-Tronic with Retarder
These signals are used by the shift ECU to determine the gear
Legend:
to engage. At this point, according to the type of gear, the 1) Clutch actuator
driver will have to disengage or engage the clutch so that the 2) Gearbox rpm sensor
3) Tachograph speed sensor
transmission engages the gear otherwise the transmission

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itself will be automatically engaged. The advantage of
making use of such a gearbox is the possibility of managing
the gear engagement like a real automatic transmission.
Switching from manual to automatic, the transmission ECU
will choose the correct gear and engage it by analysing
different signals such as the torque requests of EDC unit .
Such devices are therefore arranged to communicate with
other control units of the vehicle via a CAN bus in order to
4) Retarder
5) Back power take-off
6) Neutral switch
7) Control unit and actuators/sensors group

The ZF AsTronic transmission was created in collaboration

with Iveco. In its second version (see Figure) it is also
equipped on MAN, Renault and DAF vehicles.
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optimize transmission operation.
The electronic component of the transmission is
almost entirely integrated into the Control Unit/Actuator/
Sensor assembly.

On one hand, this is an advantage because the system is

extremely compact, on the other hand it is a disadvantage
because the components can only be tested via the Auto-
diagnosis function and it is impossible to replace any
component because the system has to be replaced as a
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whole.
Outside the main unit there are only the transmission RPM
sensor and the clutch control unit.
The other sensors available on the transmission (vehicle
speed, neutral switch) are connected to other control units.
• The actuator group manages the 4 main cylinders:
• Main selector cylinder (crosswise to the gearbox);
• Gear selector cylinder (crosswise to the gearbox);
• Range selector cylinder (crosswise to the gearbox);
• Splitter selector cylinder (crosswise to the gearbox).

There are altogether 10 solenoid valves: 2 for each actuator

cylinder, 1 for air pressure regulation and 1 for brake control.

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An input shaft speed sensor , a pressure sensor and the

position sensors of the main cylinders are also integrated
into it. The clutch control group, located at the bottom of
the transmission, has a main electro-pneumatic cylinder (in
fact, it has 4 built-in solenoid valves) and a clutch travel
sensor.

In this transmission, the clutch is managed by the

electronic control unit.

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Figure 3:  Shift lever and function keys
1.1.1 Gear engagement mode
Legend:
Manual mode 1) Gear increase
2) Gear decrease
In manual mode the driver only controls gear engagement
D) AUTO/SEMI and slow forward gear
using the gear shift lever. N) Neutral
The clutch management is operated by the control unit. No R) normal and slow reverse gear

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clutch pedal is present.

By rapidly moving the shift lever, the control unit

only changes one gear ratio, whereas if the lever is kept
in that position, two gear ratios are changed.

Automatic Mode
Unlike previous versions, Eurotronic II can be used in the
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completely automatic mode, so that the driver no longer
needs to operate the shifter lever.
In this mode, the transmission control unit receives the
information from the EDC control unit to calculate the
correct gear ratio and defines when to shift the gear.
The passage from the manual to the automatic mode varies
Figure 2:  Iveco shift lever Stralis
according to the manufacturer:
Legend: • pushing the function key on the lever (Iveco);
1) Function key • pushing the D key on the central panel (IVECO EURO
2) Neutral key
4/5);
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•Pushing the button on the lever behind the steering

wheel (MAN and DAF).

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 • briefly press D or activate the kick-down to select the
forward AUTO program;
• briefly press R or activate the kick-down to select the
reverse AUTO program.

1.1.2 Emergency operation

In case of serious system failure in Iveco vehicles a limp-

home function is activated. This function allows you to
control the vehicle until you arrive at the nearest service

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Figure 4:  TipMatic MAN TG-A Transmission activation: Gear shift on multifunction
centre.
lever; Manual shift selector (N: neutral, D1 forward shift with 1st gear,
D3 forward shift with 3rd gear, DM forward shift, R1 reverse gear, RM
reverse gear shift)
In case of mechanical breakdowns the Limp-
Home function does not allow you to move the vehicle.

The function can be activated by the driver by following the

ie procedure and only if the engine is running below 950 RPM:

• turn the key to STOP and then to START position;
• within 5 sec press the Neutral key (blue button on the
lever) and hold it for 5 sec;
• the function will be activated and the driver can select
the gear;
• at this point, holding the Function key for 2 sec, will
activate the clutch.
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If the clutch sensor is not working the clutch will
be engaged or disengaged manually by the Function
key.

Figure 5:  DAF XF105: Gear shift on multifunction lever; Manual gear selector (N:
Only 1 gear can be selected whereby it is not possible to
neutral, D forward gear, R reverse gear, forward and reverse controls)
change gear while running. In fact, if the vehicle is running,
the movements of the lever are not considered.
IVECO SLOW mode
It is possible to choose between 7 gears forward and 2
This mode is available for manoeuvres in difficult conditions.
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reverse in the 16 gears transmission or 5 gears forward and

In this case the clutch is regulated according to the travel of
2 reverse in the 12 gears one. The engagement of gears is
the accelerating pedal. Therefore the engine rpm is limited
slowed as the display view. If the engaged gear is too high
in order to prevent rapid accelerations. The function can be
the transmission disengages the clutch to avoid stopping
activated via one of the following options:
the vehicle. When the vehicle is stopped the Limp-Home
• pressing the D key for more than 2 seconds for
function is still active and saves the start gear.
FORWARD manoeuvres.
• pressing the R key for more than 2 second for REVERSE
manoeuvres.
To deactivate the Limp-Home function carry out a
system Reset.
To deactivate the function:
• quickly press D to set a gear up or R to set slow reverse
gear (stationary vehicle);

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LIMP-HOME Function EURO 4/5 vehicles. 1.1.3 Interaction with other systems
Enabling Limp-Home Function provides:
• Display shows the LH request (insert emergency
condition);
• Switch off the panel and wait until the message
displayed disappears;
• Switch on the panel for 5 sec;
• Press the N key for 5 sec at least.

Once the Emergency Function is activated on the screen is

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displayed the message LH, the transmission is in neutral
position and the clutch is open.
At this point start the engine and engage the start gear:
• pushing/Pulling the lever behind the steering wheel
will decrease/increase one gear (in case of moving
FORWARD);
• pressing the R key will insert the RL and pulling the

ielever it will be possible to switch to RH.

Figure 7:  Transmission Control Unit connections with vehicle control units

Legend:
Blue: Power take-off and I/O signals
Red: CAN connection to the Gear shift lever

The Transmission Control Unit is connected with ABS/EBS/,

EDC, Intarder, Body Computer, Instrument Cluster control
Orange: VDB
Green: ICB
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Figure 6:  Display screen units and with these interacts in the following ways:
• from EDC Control Unit, it receives informations regarding
Once the gear has been selected, it is necessary to engage the accelerator pedal position and kick-down, fuel flow,
the clutch: rpm and engine brake activation;
• press the D key until the blinking of bars with arrow up • from ABS/EBS Control Unit, it receives informations
stops and on the display the bars with arrow down will regarding vehicle speed and vehicle braking conditions;
appear; • from Intarder control unit, it receives informations
• briefly press D or the brake pedal to disengage the regarding requested slowdown and need of intervention
clutch. by shifting gear;
• with the Body Computer, it exchanges informations to
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The function reset is obtained by switching off the panel. manage power take-off and send messages to the Cluster.

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 1.2 Mercedes Benz gear management Each main cylinder provides a position sensor. The power
clutch unit is placed on the left side under the gear selector
cylinder. At the end the speed sensor placed on the back
side of transmission is connected to the tachograph. The
Mercedes power assisted transmission can be activated in
three different ways:
• manual mode;
• preselection mode;
• automatic mode.

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The particularity of this transmission is that it is a power
assisted transmission where, however, the driver performs
the same operations in a mechanical transmission to engage
the gears. The main difference is that the gears engaging is
made through electro pneumatic actuators whilst the shift
of the lever in the driver’s cabin sends simply an electric
signal to the Control Unit.

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Figure 8:  EPS Mercedes Actros Transmission system

Legend:
1) Gear control cilynder
2) Gear sensor
3) Clutch actuator with travel sensor
4) Secondary shaft rpm sensor
5) Range sensor
6) Tachograph speed sensor
7) Range control cylinder
1.2.1 Gear engagement mode

Manual mode
In manual mode the driver disengages the clutch (pushing
the pedal), moves the gear shift lever and engages the
clutch (releasing the pedal). In this way the request gear is
selected.
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8) Splitter Unit sensor
9) Routing sensor
10) Routing control cylinder

The GS gearbox is used by Mercedes in the Axor and Actros

series as well as the New Axor and Actros MPII.

The electronic component of the transmission

is different by the ZF transmission because actuators
and sensors are placed on the transmission chassis.
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Only from GSII (Actros MPII) version some devices are

integrated with the Control Unit that is not anymore
placed in the driver’s cab but directly on the right side of
the transmission. Figure 9:  Mercedes Actros selector

Legend:
The system provides the activation through 4 actuator a) Neutral key
cilynders: b) Function key
c) Gear manual shift lever for emergency engaging
• routing control cylinder (crosswise to the transmission);
• gear selector cylinder (longitudinal to the transmission)
• range selector cylinder (longitudinal to the transmission
on the rear side);
• splitter selector cylinder (longitudinal to the gearbox).

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The gear shift lever is sequential driven. Pushing

the lever forward permits 1 gear upshift, pulling it down
permits 1 gear downshift. An electromechanical system
is available signalling the driver that the requested gear
has been engaged trough the vibration of the gear shift
lever.

Pre-selection mode

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In Pre-selection mode, the driver can choose the gear before
pressing the clutch pedal. In fact, if you shift the lever of the
gear selector, the control unit stores the selected gear for
10/30 seconds and waits for the clutch pedal pressure. Figure 10:  Electronic clutch control EMK system
The gear is engaged only when the clutch travel sensor
sends the signal of a complete excursion of the power GE2 Version
clutch to the control unit. In case the driver is not pressing This version is used in second generation vehicles (for
the clutch pedal, the preselected gear is not engaged.

ie In both modes, if the differential locking is activated,

it is possible to engage only 1 upper or lower gear.
Automatic Mode
The Traction Control System provides the electronic
management of the power clutch. We report in detail the
example the Actros MPII). In this case, the KS and AGE
control units are eliminated and “virtually” integrated: the
first one in the GS transmission control unit (called KB
module) and the second in the FMR control unit (called
AGF).

GE3 Powershift and GE7 Powershift II

These further versions of the transmission are used with
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available different management solutions of the automatic 715.3 and 715.5 transmissions, respectively 12 and 16
mode: gears, which offer a different gear engagement module and
the inertial brake, used to increase gears, which allows the
GE1 Version gear shift without synchronisers.
2 more control units available:
• KS (MKR) which manages electronically the device
located on the vehicle chassis, called EMK, which
activates the power-clutch through an electro pneumatic
system;
• AGE that calculates the correct gear to engage.
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The AGE Control Unit calculates the gear to engage and

the EPS and KS Control Units activate the actuators placed
respectively on the transmission and on the power clutch.
The gear engaging is possible only with the disengaging and
subsequent engaging of the clutch. Figure 11:  Actros MPII and MPII (new) Gears Selector

Legend:
a) N key
b) Function key
c) Rocker Arm Splitter
d) A/M Selector

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 1.2.2 Emergency functioning In the new vehicle range, the emergency mode activation is
possible only via the On-board computer.
In case of gear selector failures, the gear engagement can
be managed by the wheel selector placed behind the gear
selector itself. The available gear selector positions are: G, Emergency mode activation is possible only if
R, 2, 5, NL, NH. there are no electronic or mechanical faults on the
components involved in gear engagement.
Legend:
G) Basic position
R) Reverse
NL) Neutral position of slow epicycloidal group

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NH) Neutral Position of fast epicycloidal group
2) Second gear
5) Fifth gear

Figure 12:  Emergency gear selector

For the activation: first, move the selector to NL or NH to

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select the range, then, select the gear 2 or 5. In this way, a
slow or fast gear is engaged.
The activation can be obviously performed while running
with longer response times. If the failure is more serious and
the gear engagement cannot be performed electronically,
it is possible to engage the gears in a mechanical way
operating directly on the transmission.
Figure 14:  Controls on steering wheel Mercedes Actros

In emergency mode, it is possible to select:

• slow or fast gears;
• reverse;
• Neutral position;
• towing mode.
As for the old models, it will not be possible to proceed with
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a gear which is different from the selected one.

Buttons to be
Function
used
Stop the vehicle and turn off the engine
Apply the parking brake
Turn on the instrument panel
Press key 1 Enter the Main Adjustment Menu
Press key 4 Select Configuration
Figure 13:  Mechanical gear activation position
Press the keys
Select Activate the emergency control GS
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2 and 3
In fact, by turning the screw indicated by an arrow with Press key 4 To activate the emergency mode
the special key and the insert (provided as standard) it is
Press key 5 To deactivate the emergency mode
possible to engage the 1st or 2nd gear.Removing, instead, Table 1:  Emergency mode activation
that screw and introducing the other 2 screws provided
as standard, it is possible to move the routing actuator in
order to select the 3rd and 4th gear (with one screw) or the When the control panel is turned off, the backup
reverse gear (with the other screw). mode is deactivated.

The vehicle will obviously proceed only with the

gear engaged.

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Buttons to be used Display message Gear Function

GS emergency control Transmission in emergency
Press key 1 N
Before selecting the gear, engage the parking brake mode
Select gear
Press key 2 or 3 N
Fast gear/Slow gear
Select gear
Press key 4 or 5 N Select R, 2 or 5
Fast gear/Slow gear
Press the clutch
Press key 2 or 3 N
Is the clutch pressed? \ Yes \ No
Press the clutch pedal Press the clutch
Is the clutch pressed? \ Yes \ No

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Press key 4 Yes N Confirm
GS emergency control
Press key 2 or 3 R, 2 or 5
Before selecting the gear, engage the parking brake
Slowly release the clutch GS emergency control
R, 2 or 5 The vehicle starts moving
pedal and accelerate Before selecting the gear, engage the parking brake
Table 2:  Gear engagement mode for GS7 transmission (without automatic function)

ie If the display shows “Gear in emergency function – Gear manual selection is possible only in N”, stop the vehicle.

Keys to be used Display message

Press the clutch pedal and apply GS emergency control Before selecting
the brakes until the vehicle stops the gear, engage the parking brake
Press key 2 or 3 Select gear N
Gear
2, 5, R or N
2, 5, R or N
Function
Stop the vehicle. It is not possible to
change the gear while driving

Table 3:  Gear shift mode, N engagement or vehicle stop for GS7 transmission (without automatic function)
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Keys to be used Display message Gear Function
GS emergency control Before selecting the gear, Transmission in
Press key 1 engage the parking brake N emergency mode
Press key 2 or 3 Select gear Fast gear/Slow gear Tow N
Press key 4 or 5 Select Towing gear N Select Tow
Press key 2 or 3 Press the clutch Is the clutch pressed? \ Yes \ No N
Press the clutch pedal Press the clutch Is the clutch pressed? \ Yes \ No
Press key 4 Yes N Confirm
Press key 2 or 3 GS emergency control Tow N
The towing mode is
Slowly release the clutch pedal GS emergency control Tow N activated
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Table 4:  Towing mode for GS7 transmission (without automatic function)

In case of automatic transmission:

Keys to be used Display message Gear Function
GS emergency control Transmission in
Press key 1 N
Before selecting the gear, engage the parking brake emergency mode
Press key 2 or 3 Select gear Fast gear/Slow gear N
Press key 4 or 5 Select gear Fast gear/Slow gear N Select R, 2 or 5
GS emergency control
Press key 2 or 3 R, 2 or 5
Before selecting the gear, engage the parking brake
GS emergency control The vehicle starts
Accelerate
Before selecting the gear, engage the parking brake R, 2 or 5 moving
Table 5:  Gear engagement mode for GE3 and GE7 transmission

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