Codigos Error - Montacargas PDF

SB4121E00
Jan. 2004
Important Safety Information
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety
rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an
accident occurs. A person must be alert to potential hazards. This person should also have the necessary training,
skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the Safety section or the Service or Technical Manual. Additional safety
precautions are listed in the Safety section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where hazards exist.
WARNING labels have also been put on the product to provide instructions and to identify specific hazards. If
these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this
publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result
in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and
understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this publication.
DAEWOO cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or operating
technique not specifically recommended by DAEWOO is used, you must satisfy yourself that it is safe for you and
others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication,
maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at the
time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other
items can change at any time. These changes can affect the service given to the product.
Obtain the complete and most current information before starting any job. DAEWOO dealers have the most
current information available.
1
Index
Important Instructions ............................................ 5 Description of Fault Codes
Systems Operation Definition of operating modes ...............................37

Limp-Home .........................................................37
Controller DW-3 .....................................................8 Normal ................................................................37
Display ...................................................................8 Substitute Clutch Control ....................................37
Error code definition ..........................................11 Table of fault codes .............................................38
Possible Indications on the Display .....................8 TCU- Shutdown ..................................................37
Electronic Control unit TCU ................................. 11 Tranmission-Shutdown .......................................37
Electronic Controls for Powershift transmissions.12 Introduction ...........................................................33
Description of the Basic functions .....................12 Abbreviations ......................................................33
Independent calibration of the Shifting elements Display ................................................................33
(AEB) .................................................................13 Display during AEB-Mode ...................................35
Inching device....................................................14 Display during Inchpedal Calibration ..................36
Function of the Converter ......................................6 Display during operation .....................................34
Function of a hydrodynamic Torque converter Measuring of resistance at actuator/sensors and
(Schematic view) .................................................6 cable......................................................................56
Powershift transmission .........................................7 actuator ...............................................................56
Transmission control..............................................7 cable ...................................................................56
Operation
AEB Starter ........................................................... 17

- Display during AEB-Mode ................................ 18
- Display during ISK mode .................................. 19
- Introduction....................................................... 17
- List of abbreviations ......................................... 17
- Procedure to start AEB ..................................... 17
- Procedure to start ISK ...................................... 19
Cold start .............................................................. 16
Controller DW - 3 (Table - 11) ............................... 32
Driving and Shifting............................................... 15
Driving preparation and Maintenance ................... 15
Electro - Hydraulic control with
proportional valves (Table- 9) ............................... 29
Fully - Automatic control EST - 37A
Circuit diagram standard (Table - 10) ................... 30
Gearbox Diagram (Table - 6) ................................ 26
Installation Front view (Table - 2) .......................... 21
Installation Rear view (Table - 3) .......................... 22
Layout(Table - 1)................................................... 20
Oil circuit diagram
Forward 1st Speed (Table - 5) .............................. 25
Oil temperature ..................................................... 16
Power flow Forward speed (Table - 7) .................. 27
Power flow Reverse speed (Table - 8).................. 28
Schedule of measuring points and
connections (Table - 4) ......................................... 23
Stopping and Parking............................................ 16
Towing................................................................... 16
Transmission control in the
Driving mode Automatic........................................ 16
Power Shift Transmission 3 Index

IMPORTANT INSTRUCTIONS
Oil level check:

In the cold start phase, the engine must be running about 2 3 minutes at idling speed and the marking on
the oil dipstick must then be lying above the cold start mark.
The oil level check in the transmission must be carried out at engine idling speed and operating
temperature of the transmission (80 to 90 C).
At stationary engine, the oil level in the transmission is rising essentially, according to the installation
conditions !
At every oil change, the Fine filter must be exchanged. In addition, it is recommended to start the
autonomous calibration of the shifting elements (AEB).
The independent calibration of the shifting elements (AEB) must be started after the initial installation of
the transmission and the Electronics in the vehicle at the Vehicle Manufacturer and after every
replacement of the transmission, the electrohydraulic control or the TCU in case of a failure.
After every AEB-start the ISK (Inch-Sensor-Calibration) should be started for vehicles with inching device.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be engaged or the service brake be
actuated, to prevent the vehicle from rolling.
Prior to every start off, loosen the parking brake.
The engagement of the speed out of Neutral is only possible under the programmed transmission input
speed (turbine speed).
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
At stopped engine, there is on the Controller, despite a preselected gear, no power flow between
transmission and engine, i.e. the transmission is in the idling position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission will be damaged due to
insufficient oil supply !
At a longer distance, the best solution would be to transport the defective vehicle with a Low loader.
Operating temperature behind the converter at least 65 and 100 C in continuous operation, a short-time
increase up to max. 120 C is permitted.
Temperature in the sump 60 - 90 C.

By overstepping results by 105 C notice "WS" on the display.
In case of irregularities on the transmission, put the vehicle out of service and ask for Specialists.
Protective measures for the Electronics at electrical operations on the vehicle:
At the following operations, the ignition must be switched off and the control unit plug must be pulled off
from the Electronics:
At any kind of electrical operations on the vehicle.

At welding operations on the vehicle.
At insulation tests on the electric system.
Power Shift Transmission 5 Systems Operation

Systems Operation
Function of the Converter
Function of a hydrodynamic Torque converter (Schematic view)
Pump wheel Turbine TP = Torque pump wheel

wheel
TT = Torque turbine wheel
TR = Torque reaction member

TT
(Reaction wheel)
From
engine
TP
To
gearbox
Condition at the NT = 0
time of starting 1 1,5 TR 2,5 Vehicle standing still
Reaction element
(Reaction wheel)
Intermediate <n
1 <1,5 <2,5 n T = Mot
condition
0.8n
Condition in the
1 0 1 nT = Mot
coupling point
The converter is working according to the Trilok- Pressure oil from the transmission pump is constantly
System, i.e. it assumes at high turbine speed the streaming through the converter. In this way, the
characteristics, and with it the favourable efficiency of converter can fulfill its task to multiply the torque of
a fluid clutch. the engine and at the same time, the heat created in
The converter is designed according to the engine the converter is dissipated via the escaping oil.
power so that the most favourable operating The oil which is streaming out of the impeller, enters
conditions are obtained for each installation case. the turbine wheel and is there reversed in the
direction of flow.
The Torque converter is composed of 3 main According to the rate of reversion, the turbine wheel
components: and with it also the output shaft is receiving a more or
Impeller Turbine wheel Stator (Reaction less high reaction torque.
member) The stator (reaction member), following the turbine,
has the task to reverse the oil streaming out of the
These 3 impellers are arranged in such a ring-shaped turbine once more and to deliver it under the suitable
system that the fluid is streaming through the circuit discharge direction to the impeller.
components in the indicated order.

Due to the reversion, the stator is receiving a reaction The transmission pump, necessary for the oil supply
torque. of the converter, and for the transmission control, is
The relation turbine torque/pump torque is called sitting in the transmission on the engine-dependent
torque multiplication. This is the higher, the greater input shaft.
the speed difference of impeller and turbine wheel will
be. The feed rate of the pump is
Q = 85 l /min, with n Motor = 2000 min-1 3 WG-116
Therefore, the maximum torque multiplication is Q = 105 l /min, with nMotor = 2000 min-1 3 WG-161
created at stationary turbine wheel. This pump is sucking the oil via the coarse filter out of
With increasing output speed, the torque the oil sump and delivers it via the Fine filter to the
multiplication is decreasing. The adaption of the main pressure valve.
output speed to a certain required output torque will
be infinitely variable and automatically achieved by If because of contamination, resp. damage, the
the torque converter. through-flow through the Fine filter is not ensured, the
oil will be directly conducted via a filter differential
When the turbine speed is reaching about 80% of the pressure valve (bypass valve p= 5.5+3 bar) to the
pump speed, the torque multiplication becomes 1.0 lubrication.
i.e. the turbine torque becomes equal to that of the
pump torque. In this case, an error indication is shown on the
From this point on, the converter is working similar to Display.
a fluid clutch.
The five clutches of the transmission are selected via
A stator freewheel serves to improve the efficiency in the 6 proportional valves P1 to P6 (P1 will not be
the upper driving range, in the torque multiplication under current i.e. without function !!).
range it is backing-up the torque upon the housing, The proportional valve (pressure regulator unit) is
and is released in the clutch range. composed of pressure regulator (e.g. Y6), follow-on
In this way, the stator can rotate freely. slide and vibration damper.
The control pressure of 9 bar for the actuation of the

Powershift transmission follow-on slides is created by the pressure reducing
valve. The pressure oil (16+2 bar) is directed via the
The multi-speed reversing transmission in follow-on slide to the respective clutch.
countershaft design is power shiftable by hydrauli-
cally actuated multi-disk clutches. Due to the direct proportional selection with
separated pressure modulation for each clutch, the
All gears are constantly meshing and carried on pressures to the clutches, which are engaged in the
antifriction bearings. gear change, will be controlled. In this way, a
The gear wheels, bearings and clutches are cooled hydraulic intersection of the clutches to be engaged
and lubricated with oil. and disengaged becomes possible.
The transmission is equipped with 5 multi-disk This is creating spontaneous shiftings without traction
clutches. force interruption.
At the shifting, the actual plate pack is compressed by
a piston, movable in axial direction, which is At the shifting, the following criteria will be
pressurized by pressure oil. considered:
- Speed of engine, turbine, central gear train and
A compression spring takes over the pushing back of output.
the piston, thus the release of the plate pack. As to - Transmission temperature.
the layout of the transmission as well as the
- Shifting mode (up-, down-, reverse shifting and
specifications of the closed clutches in the single
speed engagement out of Neutral).
speeds, see Table-1, 4 and 5.
- Load condition (full and part load, traction, overrun
inclusive consideration of load cycles during the
shifting).
Transmission control
Transmission control, see Schedule of measuring The main pressure valve is limiting the max. control
points, Oil circuit diagram to Electro- hydraulic control pressure to 16+2.5 bar and releases the main stream
unit, see Table- 4.5 and 10. to the converter and lubricating circuit.

In the inlet to the converter, a converter safety valve Display
is installed which protects the converter from high
internal pressures (opening pressure 11+2 bar). Possible Indications on the Display
Within the converter, the oil serves to transmit the
power according to the well-known hydro-dynamic
principle (see Chapter Function of the Converter). Display
To avoid cavitation, the converter must be always
Left Central Right
completely filled with oil. h f ed Side Side Side
This is achieved by a converter pressure back-up
valve, rear-mounted to the converter, with an opening
pressure of at least 4.3+3 bar.
The oil, escaping out of the converter, is directed to a
heat exchanger.
From the heat exchanger, the oil is directed to the

transmission and there to the lubricating oil circuit,
so that all lubricating points are supplied with cooled
oil. a bc g
In the Electrohydraulic control unit are 6 pressure
regulators installed see Table-9.
Spec. charact. Display
The allocation of the pressure regulators to the single
Automatic range
speeds can be seen on the Tables 4 and 5. a, f
(up- and downshifting)
b, c, d, e Preselected gear
EST-37A has recognized an
Controller DW-3 g
error, is flashing
Disturbance in AEB mode /
- see Table-11 h
Calibration ISK
For the moment still without
The Controller is designed for the mounting on the Left Side
function
steering column left side. By a rotative motion, the
On the two alphanumeric 16-
positions (speeds) 1 to 3 are selected and by tilting
segment displays, the EST-
the lever, the driving direction (Forward (F) Neutral
37A issues the actual state
(N ) Reverse (R). Central and Right
of gear and driving direction.
Side
Besides, a two-digit error
For the protection from unintended start off, a Neutral
code will be indicated via
interlock is installed:
these two segments.
Position N Controller lever blocked in this position
Position D Driving
Controller DW-3
Gear positions Type plate
N N N D

Display of the Driving direction: V: Forward
(Right Side) N: Neutral
R: Reverse
Display of the engaged gear: Display 1, 2, 3

(Central Side)
Waiting for Controller-Neutral: Indication on the Display: NN (Central and Right Side).
In this condition, Neutral is pending on transmission.
To engage a gear, at first Neutral must be shifted on the Controller
before the electronics allows to engage a gear again.
Preselected Driving range: The number of the lines indicates the driving range, resp. the gear
(Special characters b, c, d, e) preselection:
1 Bar: Manual Mode 1 speed
2 Bars: Manual Mode 2 speed
3 Bars: Manual Mode 3 speed
Display Manual/ Automatic: If the two Symbols a , f (Arrows) and the bars b, c, d, e are indicated,
(Special characters a, f) the system is in the Automatic mode (automatic up- and
downshiftings).
Display of the Cold-start phase: Transmission remains in Neutral
Bars are flashing: Downshifting mode active
Error display: If the system is recognizing an error, the spanner (Special symbol g)
is flashing.
If Neutral is preselected on the Controller, a two-digit error number
appears on the two alphanumeric indicating positions (Central and
Right Side).
If more than one error is pending, the different error numbers will be
indicated one after the other on the Display in cycles (about 1 second).
The error code will be only then indicated if the

Controller is in Neutral !
Warning display: At exceeding the warning threshold Temperature Sump / behind the
Converter and the warning threshold Speed Engine, changes the
indication on the Display to the actual gear and the corresponding
warning indicator.
If several warnings are simultaneously active, only the

warning with the highest priority will be indicated.
Warning
Warning Priority
code
WT Temperature behind Converter 1
WS Temperature in the Sump 2
WE Engine speed 3

Display PN Driving direction F or R selected while the parking brake is actuated.
Transmission in Neutral until parking brake will be released.
After the release of the parking brake, the vehicle begins to
roll.
F or R flashing Driving direction F or R selected, while the turbine speed is too high.
Speed will be engaged when the turbine speed is
decreasing.
Display EE Indication on Display: EE (Central and Right side).

In this state, the Display has a timeout, i. e. it is receiving no Data from
the EST-37A.
Main reasons:
- EST-37A is in TOTAL RESETTING MODE
(e.g. because of output train disconnection or external power supply
at the lines to the gear-solenoid valves).
- EST-37A without supply
Data line not correctly connected, etc.

Error code definition Electronic Control unit TCU
The error codes are composed of two hexadecimal The electrohydraulic transmission control can be
numbers: automated by connection on the electronic TCU.
The first number indicates the kind of signal, the The basic functions of the automatic system are the
second number the signal and the kind of error. automatic shifting of speeds, adaption of the optimum
shifting points as well as comprehensive safety
First Number Meaning of the Number functions in relation to operating errors and
1 hex Digital input signal overloadings of the power-transmitting components
2 hex Analog input signal with a comprehensive fault storage.
3 hex Speed signal
4 hex CAN signal error
7 hex Analog current output signal
8 hex Analog current output signal
9 hex Digital output signal
A hex Digital output signal
B hex Transmission error, Clutch error
C hex Logical error
D hex Power supply
E hex Highspeed signal
F hex General error

Electronic Controls for Powershift transmissions
Description of the Basic functions
The Powershift transmission of 3 WG-116/161 is equipped with the Electronic control unit EST-37A, developped
for it.
The system is processing the desire of the driver according to the following criteria:
* Gear determination depending on controller position, driving speed and load condition.
* Protection from operating error as far as necessary, is possible via electronic protection (programming).
* Protection from over-speeds (on the base of engine and turbine speed).
* Change-over possibility for Auto- / Manual mode.
* Electronic inching
7
14 10
5
4
8
1
13 12
2
3
11
15
(1) Display (2) Controller DW-3 (3) Power supply connection (4) Switch for enable inching
(5) Automatic Transmission Switch (6) TCU (7) Wiring
(8) Cable to Inductive transmitter Speed Central gear train (9) Cable to Inductive Speed Engine
(10) Cable to Inductive transmitter Speed Turbine
(11) Cable to Temperature measuring point behind the Converter No. 63
(12) Cable to Plug connection on the electrohydraulic Control unit
(13) Cable to filter contamination switch (14) Cable to Speed sensor Output
(15) Cable from angle sensor/inch-sensor

Independent calibration of the Shifting elements (AEB)
The AEB has the task to compensate tolerances (plate clearance and pressure level) which are influencing the
filling procedure of the clutches. For each clutch, the correct filling parameters are determined in one test cycle for:
Period of the quick-filling time

Level of the filling compensating pressure
The filling parameters are stored, together with the AEB-Program and the driving program in the transmission
electronics. Because the Electronics will be separately supplied, the AEB-Cycle must be started after the
installation of both components in the vehicle, thus ensuring the correct mating (Transmission and
Electronics).
It is imperative, to respect the following Test conditions:

- Shifting position Neutral
- Engine in idling speed
- Parking brake actuated
- Transmission in operating temperature
After a replacement of the transmission, the electrohydraulic control or the TCU in the vehicle, the
AEB-Cycle must be as well carried out again.
The AEB-Cycle continues for about 3 to 4 minutes.

The determined filling parameters are stored in the EEProm of the Electronics.
In this way, the error message F6 shown on the Display
will be cancelled also at non-performed AEB.
Start of the AEB by AEB starter(A138759)

which is connected on the diagnostic port
of the wiring.
At the operating of the transmission, the paper friction linings, installed in the transmissions are
settling, i.e. the plate clearance becomes creater.
Because these settling appearances can affect the shifting quality, it is recommended to repeat the
AEB-Cycle at the Maintenance intervals.
At a deterioration of the shifting quality, it is recommended likewise as first measure to repeat the AEB-
Cycle.
ISK (Inch-Sensor-Calibration) should also be carried out after every AEB-Start.

Inching device
It allows to reduce the driving speed infinitely variable without modification of the engine speed in such a way that
driving with a very low speed will be possible. In this way, the driver can move the vehicle very exactly to a
determined position.
At the same time, an important part of the engine power for the output of the hydraulic system is at disposal by the
high engine speed.
Operation is carried out by a separate inching pedal, where an angle of rotation sensor is mounted.
By means of the proportional valve technology the TCU regulates the pressure in the driving direction clutch in
such a way that the driving speed is adjusted in accordance with the inch rotating angle sensor position. Clutch
overloading is avoided thanks to the electronic protection.
After each new adjustment of the inch linkage , the ISK (Inch Sensor Calibration) must be carried out.
During the inch calibration modus the position of the inch pedal in neutral position and with full
actuation is controlled by the calibration process and stored in the TCU.
The inching function is only active after successful completion of AEB and ISK start.

OPERATION
Driving preparation and Maintenance
Prior to the commissioning of the transmission, take care that the recommended oil grade will be filled in with the
correct quantity. At the initial filling of the transmission has to be considered that the oil cooler, the pressure filter as
well as the pipes must get filled with oil.
According to these cavities, the quantity of oil to be filled in, is greater than at the later oil fillings in the course of
the usual Maintenance service.
Because the converter and also the heat exchanger, installed in the vehicle, as well as the pipes can
empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission.
Driving and Shifting

- Neutral position:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state. By the position NEUTRAL of the
Controller, the EST-37A becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has always to be carried out in the NEUTRAL POSITION of the Controller.
For safety reasons it is to recommend to brake the vehicle securely in position with the parking brake prior to start
the engine.
After the starting of the engine and the preselection of the driving direction and the gear, the vehicle can be set in
motion by acceleration.
At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load.
Upshifting under load will be then realized if the vehicle can continue to accelerate by it.
- Downshifting under load.
Downshifting under load will be then realized if more traction force is needed.
- Upshifting in overrunning condition.
In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling position, if the speed of the
vehicle on a downgrade should not be further increased.
- Downshifting in overrunning condition.
Downshifting in overrunning mode will be then carried out if the vehicle should be retarded.
If the vehicle will be stopped and is standing with running engine and engaged transmission, the engine cannot be
stalled. On a level and horizontal roadway it is possible that the vehicle begins to crawl, because the engine is
creating at idling speed a slight drag torque via the converter.
It is convenient to brake the vehicle at every stop securely in position with the parking brake.
At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a converter transmission it
might not immediately be noted to have forgotten this quite normal operating step because a converter, due to its
high ratio, can easily overcome the braking torque of the parking brake.
Temperature increases in the converter oil as well as overheated brakes will be the consequences to be find out
later.
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.

Cold start
At an oil temperature in the shifting circuit < -12 C, the transmission must be warmed-up for some minutes.
This must be carried out in Neutral with an increased engine speed (about 1500 min-1).
Until this oil temperature is reached, the Electronics remains in Neutral, and the symbol of the cold start phase will
be indicated on the Display.
Indication on the Display :
After the indication on the Display is extinguished, the full driving programm can be utilized out of NEUTRAL.
Transmission control in the Driving mode Automatic

A manual intervention into the automatic shift sequence is only then practical if the roadway condition or the
configuration of the ground is suitable.
Stopping and Parking

Since due to the converter there is no rigid connection existing from the engine to the axle, it is recommended to
secure the vehicle on upgrades, resp. downgrades against unintended rolling not only by applying the parking
brake but additionally by a block on the wheel, if the driver has the intention to leave the vehicle.
Towing
See Important Instructions Page 5.
Oil temperature
The oil temperature in the transmission sump is monitored by a temperature sensor in the electrohydraulic control
unit.
The service temperature in the sump of 60 - 90C must not be exceeded!
By overstepping results by 105 C notice "WS" on the display.
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour. The notice "WS"
results at the display, the vehicle has to be stopped and controlled for external oil loss and the engine must run
with a speed of 1200 1500 min-1 at NEUTRAL POSITION of the transmission.
Now, the temperature must drop quickly (in about 2 3 minutes) to normal values. If this is not the case, there is a
trouble pending, which must be eliminated prior to continue working.
The monitoring of the oil temperature is additionally realized behind the converter with an indication on the Display.
Operating temperature behind the converter at least 65C and 100C in continuous operation, a short-time
increase up to max. 120C is permitted.
The temperature is measured on the measuring point 63

(see Schedule of measuring points Table-4 !)

AEB STARTER
- Introduction
The AEB-Starter is s tool to start the AEB and ISK of ergopower

transmissions. AEB Storter
It's useful to work with the Transmission Display because Stort
all messages about the AEB state is shown in the Display.
The AEB-Starter itself doesn't show any informations.
The AEB-Starter works with the diagnostic plug of

TCU which is in the engine hood.
To insure the highest level of shift quality, TCU

Diagnostic plug
AEB must be carried out under following conditions :
- After every replacement of the transmission,
TCU or the electrohydraulic control valve
TCU
ISK must be carried out under following conditions :
-After TCU or inching sensor is replaced.
3WG116 3WG161
-After each new adjustment of the inching linkage
AEB and ISK can be carried out independantly each other.

AEB is started by pressing the button of AEB starter with the engine ignition swith turned at 'Start' position.
ISK is started by pressing the button of AEB starter with the engine ignition swich turned at 'On' position.
NOTE : The errot code "F6" will be shown in the display as long as the AEB or ISK is not done.
After the replacement of TCU, the inching fuction is only active after successful completion of AEB and ISK
start.
- List of abbreviations
AEB : Automatic Filling Parameter Adjustment

ISK : Inching Sensor Calibration
TCU : Transmission Control Unit
- Procedure to start AEB
Step to do Disply message Remarks

Set the transmission oil temperature
1 Warm up transmission Normal operating messages
around 85
Turn off the engine ignition
2
switch
3 Plug in AEB-Starter
Rotate shift lever to "N"
4
position. Engage parking brake.
Turn the engine ignition switch
5 Nothing
to 'Start' Position
TCU must recognize PL for at least
6 Start engine 'PL'
2s before you can press the button
Keep to press for 2-3 seconds until
7 Press button of the AEB-Starter 'ST' if start conditions are ok
TCU has started the AEB
'K1'(Information about the AEB When TCU has started the AEB, K1
8 AEB has started
state) displayed for a short time
Press the accelerator pedal
slightly and maintain the engine 'KR' 'KV' 'K1' 'K2' 'K3'
9 AEB on progress automatically
rpm at the range of 900~1200 with bars flashing
rpm
10 Wait until AEB has finished 'OK' (AEB completed)
Turn off the ignition switch and
11 Nothing
unplug the AEB-Starter

- Display during AEB-Mode
Symbol Meaning Remarks

AEB-Starter is plugged at the diagnostic
PL
plug
ST AEB-Starter-button is pressed
K1.. K3, KV, KR Calibrating clutch K1.. K3, KV, KR
Wait for start, initialization of clutch Kx,
_and Kx
x : 1,2,3,V,R
and Kx Fast fill time determination of clutch Kx
Compensating pressure determination of
=and Kx
clutch Kx
Transmission stays in neutral, you have to
OK Calibration for all clutches finished restart the TCU (ignition switch start off/on)
after removing AEB-Starter
STOP AEB canceled(activation stopped)
restart the TCU(ignition switch start off/on)
STOP and Kx AEB stopped, clutch Kx can't be calibrated
Spanner and Kx Kx couldn't be calibrated, AEB finished
Engine speed too low,
E
raise engine speed
Engine speed too high,
E
lower engine speed
Transmission oil temperature too low,
T
heat up transmission
Transmission oil temperature too high,
T
cool down transmission
Transmission temperature not in defined Transmission stays in neutral, you have to
FT
range during calibration restart the TCU(ignition switch start off/on)
Operating mode not NORMAL or
transmission temperature sensor defective Transmission stays in neutral, you have to
FB
or storing of calibrated values to EEPROM- restart the TCU(ignition switch start off/on)
has failed.
FO Outputspeed_not_zero
FN Shift lever not in Neutral position
FP Parking brake_not_applied
AEB-Starter was used incorrect or is
STOP defective. Wrong device or wrong cable
used.
To prevent the transmission oil temperature from falling down during AEB calibration, keep the transmission
oil temperature about 85C before starting AEB.
(Temperature Range : 70C ~90C)

- Procedure to start ISK
Step to do Display message Remarks

1 Turn off the engine ignition switch Nothing
2 Plug in AEB-Starter
Rotate shift lever to N position.
3
Engage parking brake.
Turn the engine ignition switch to TCU must recognize PL for at least
4 'PL' if start conditions are ok
'On' Position (Not 'Start' position) 2s before you can press the button
Press the button for at least 2
5 Press button of the AEB-Starter ' IP' if start conditions are ok
seconds.
Turn the engine ignition switch
6 ' IP'
further to 'Start' Position
Depress to the end position as long
7 Push down the pedal slowly ' IP'
as this symbol is displayed
Start to release when bar arrow
8 Release the pedal slowly ' IP'
directed upward
9 Wait until ISK has finished 'OK' (ISK completed)
Turn off the ignition switch and
10 Nothing
unplug AEB-Starter
1) When 'IP' is displayed with ISK start after pressing the button of AEB starter with the engine ignition switch
turned at 'On' position, Turn the switch further to 'Start' position and then start to push down the inching
pedal.
2) In case of D100/150 truck models installed with air type brake, push down the inching pedal after air is
charged enough.
- Display during ISK mode

Push down the pedal slowly until end
IP position is reached and hold this
position
Release the pedal slowly until end
IP position is reached and wait until OK
is displayed
If the expected end position could not be reached,
release the pedal and try again. If caliabration cant
A problem occurred, release the be completed after 2~3 times of re-trial, STOP sign
IP flashing pedal slowly until end position is is on display. In this case, switch off the ignition key
reached and remove AEB starter, and check inching sensor &
pedal linkage within the specified range. After
correction, repeat ISK procedure.
Finished inching pedal calibration
OK
successful
FN and Stop Shift lever not in Neutral position Calibration is aborted
Sensor supply voltage AUI is out of
FS and Stop Calibration is aborted
the specified range
FO and Stop Output speed is not zero Calibration is aborted
SL and Stop Sensor voltage below specified range Calibration is aborted
Sensor voltage above specified
SU and Stop Calibration is aborted
range
Sensor position for released pedal
IL and Stop Calibration is aborted
out of specified range
Sensor position for pressed pedal out
IU and Stop Calibration is aborted
of specified range
Time-out calibration, pedal not
To and Stop Calibration is aborted
moved after calibration start
Angle between pedal positions
DL and Stop Calibration is aborted
released and pressed to small
Angle between pedal positions
DU and Stop Calibration is aborted
released and pressed to big
Sensor signal 1 and 2 dont match
FI and Stop Calibration is aborted
together

Layout
Table - 1
Gearbox diagram
1 2 4 3 5 7
10
12
11
(1) Engine connection (2) Converter (3) Input shaft (4) Transmission pump (5) Input gear (6) Clutch shaft K2
(7) Power take-off (8) Clutch shaft KV (9) Clutch shaft KR (10) Clutch shaft K1 (11) Output flange
(12) Clutch shaft K3/Output

Installation Front view
Table - 2
1 2 3 4
11 10 9
(1) Converter (2) Converter bell (3) Lifting lugs (4) Inductive transmitter n Central gear train
(5) Inductive transmitter n Turbin (6) Gearbox housing front section (7) Oil level tube with oil dipstick(rear side)
(8) Gearbox housing rear section (9) Transmission suspension holes
(10) Attachment possibility oil level tube with oil dipstick(rear side) 3 WG161 (11) Oil drain plug

Installation Rear view
Table - 3
1 2 3
14
13
6
12 11 10
(1) Power take-off; coaxial (2) Lifting lugs (3) Breather (4) Electro hydraulic control
(5) Measuring point for temperature behind the converter (6) Connection to the heat exchanger
(7) Filter head (8) Connection from the heat exchanger (9) Exchange filter
(10) Transmission suspension holes (11) Speed sensor n Output (12) Output flange (13) Oil filler tube with oil dipstick
(14) Type plate

Schedule of measuring points and connections
Table 4
10
65 51 54 10
49
60
57
34 48
53
52
58 55
55 56
63
21
15 16
47 Coding
d Pressure regulator active Engaged clutches

Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
Forward 1 N d d K1 KV
2 o d d KV K2
3 t d d K3 KV
Reverse 1 d d KR K1
u
2 d d KR K2
s
3 e d d KR K3
Neutral d
Engaged clutches K4 KR K1 K3 KV K2
Position on the valve block F E D C B A
Consecutively No. of the measurement points 60 55 56 58 53 57
The marked positions(e.g. 53) correspond with the positions on the table 5!
The measurements have to be carried out at hot transmission(about 80 - 95 C)

NO. DENOMINATION OF THE POSITION CONNECTION MARKING ON THE
VALVE BLOCK
MEASURING POINTS FOR HYDRAULIC OIL AND TEMPERATURE:
51 = In front of the converter opening pressure 11+2 bar M10x1 H
52 = Behind the converter opening pressure 4.3+3 bar M14x1.5
53 = Clutch Forward 16+2 bar KV M10x1 B
55 = Clutch Reverse 16+2 bar KR M10x1 E
56 = Clutch 16+2 bar K1 M10x1 D
57 = Clutch 16+2 bar K2 M10x1 A
58 = Clutch 16+2 bar K3 M10x1 C
60 = Not applicable K4 M10x1 F
63 = Behind the converter M14x1.5
Temperature 100 ; short- time 120
65 = System pressure 16+2.5 bar M10x1 K
MEASURING POINTS FOR DELIVERY RATES:
15 = Connection to the heat exchanger 15/16 12 UN-2B
16 = Connection from the heat exchanger 15/16 12 UN-2B
INDUCTIVE TRANSMITTERS, SPEED SENSOR AND SWITCHES
21 = Inductive transmitter n Turbine M18x1.5
34 = Speed sensor n Output
47 = Inductive transmitter n Central gear train M18x1.5
48 = Inductive transmitter n Engine M18x1.5
54 = Filter contamination switch M14x1.5
CONNECTIONS:
10 = Breather
49 = Plug connection on the electro hydraulic control unit

Oil circuit diagram
Forward 1st Speed
Table 5
KR K1 K3 KV K2
F 60 E 55 D 56 C 58 B 53 A 57
B D B D B D B D B D B D
Y1 Y2 Y3 Y4 Y5 Y6
NFS NFS NFS NFS NFS NFS
RV-9
TEMP
HDV 65
K
Valve block control circuit
Converter
51
H WSV
Fine filter
63 52
Legend
WT FDV
= Main pressure
WGV
= Regulate main pressure
= Pilot pressure Bypass- 15 WS
= Converter input pressure Bypassvalve
p=1,5 bar Transmission pump
= Converter output pressure P = 16 + 2 bar
= Lubrication 16
= Return into the sump
Coarsefilter
Oil sump
Lubrication
Coding
WT = Heat exchanger
WGV = Converter back pressure valve 4.3+3 bar d Pressure regulator active Engaged clutches
Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
WSV = Converter safety valve 11+2 bar Forward 1 N d d K1 KV
HDV = Main pressure valve 16+2.5 bar 2 o d d KV K2
3 t d d K3 KV
RV-9 = Pressure reducing valve 9 bar Reverse 1 d d KR K1
u
2 KR K2
NFS = Follow-on slide s
d d
3 e d d KR K3
D = Vibration damper Neutral d
B = Orifice Engaged clutches K4 KR K1 K3 KV K2
Position on the valve block F E D C B A
P1 = Not used Consecutively No. of the measurement points 60 55 56 58 53 57
P2 = Proportional valve KR
P3 = Proportional valve K1
P5 = Proportional valve KV
Y1...Y6 = Pressure regulators
TEMP = Temperature sensor
UEDV = Pressure relief valve 405bar
WS = Maintenance switch
FDV = Filter pressure differential valve
(Bypass-valve) p=5.5 bar
The marked positons (e.g. 53) correspond with the positions on the table-4

Gearbox Diagram
Table 6
AN = Input
KV = Clutch forward
KR = Clutch reverse
K1 = Clutch 1st speed
K2 = Clutch 2nd speed
K3/AB = Clutch 3rd speed / Output
PTO = Power take-off

Power flow Forward speed
Table 7
1st speed-forward 2nd speed-forward 3rd speed-forward
Transmission diagram
AN = Input
KV = Clutch forward
KR = Clutch reverse

Power flow Reverse speed
Table 8
1st speed-reverse 2nd speed-reverse 3rd speed-reverse
Transmission diagram
AN = Input
KV = Clutch forward
KR = Clutch reverse

Electro Hydraulic control with proportional valves
Table - 9
Main pressure valve 6+2.5 bar Pressure reducing valve 9 bar
Housing
Plug(cable harness)
A A
Y6 Y1
Y5 Y2
B
Y4 Y3
Cover Cover
Housing Valve block
Main pressure valve 16+2.5 bar Valve block Pressure reducting valve 9 bar
Plug(cable harness)
Duct plate Intermediate plate
SECTION A-A
Y5
Vibaration damper
Pressure regulator
Follow-on slide
SECTION B-B
Proportional valve P5

Fully Automatic control EST - 37A
Circuit diagram standard
Table - 10

ITEM LEGEND ITEM LEGEND
A1 ELECTRONIC CONTROL UNIT TCU F1 FUSE 7,5 A*
A2 CONTROLLER DW-3 F2 FUSE 7,5 A*
A3 ELECTRO HADRAULIC CONTROL UNIT
A5 DIAGNOSIS INTERFACE(PLUG) H3 ACOUSTIC - / OPTICAL WARNING*
A6 DISPLAY
A7 CAN-INTERFACE(PLUG) S3 SWITCH DRIVING PROGRAM
AUTOMATIC/MANUAL
A9 SPEEDOMETER WITH FREQUEMCY DIVIDER* S8 SWITCH SELCTION STARTING GEAR(OPTION)
S10 SWITCH FILTER CONTAMINATION
B1 SPEED SENSOR N ENGINE S15 SWITCH ENABLE INCHING
B2 SPEED SENSOR N TURBINE S25 SWITCH LIMP HOME MONITORING
ON/OFF(OPTION)
B3 SPEED SENSOR N CENTRAL GEAR TRAIN S31 SWITCH ACKNOWLEDGMENT PARKING BRAKE
B4 SPEED SENSOR N OUTPUT
B6 INCHING POTENTIOMETER K1 RELAIY STARTER INTERLOCK*
B15 SENSOR TEMPERATURE BEHIND CONVERTER K2 RELAIY REVERSE DRIVE*

Controller DW 3
Table 11

Description of Fault Codes
Introduction
Abbreviations
o.c. open circuit
s.c. short circuit
OP-Mode operating mode
TCU transmission control unit
EEC electronic engine controller
PTO power take off
Display
If a fault is detected, the display shows a spanner symbol
(g) for a fault. The display shows the fault code, left right
h f e d character character
if the gear selector is on neutral position.
If more than one fault is detected, each fault code
is shown for about 1 second.
S
T
O
P
a b c g
(special symbols a-h)
Power Shift Transmission 33 Description of Fault Codes

Display during operation
1F, 1R actual gear and direction
2F, 2R left digit shows actual gear
3F, 3R right digit shows actual direction
LF, LR limp home gear
F or R, no gear Clutch Cutoff
F or R flashing direction F or R selected while turbine CAUTION gear will engage if turbine speed drops
speed is too high
NN not neutral, waiting for neutral after to engage a gear, first move shift selector to neutral
power up or a severe fault position and again to F or R position
** oil temperature too low, no gear warm up engine / transmission
available
*N oil temperature low, only one gear warm up engine / transmission
available
1 bar (special manual mode 1st gear
symbol)
2 bars manual mode 2 nd gear
3 bars manual mode 3 rd gear
4 bars and 2 automatic mode
arrows
Spanner at least one fault active select neutral to get fault code displayed
Fault code see faultcode list
WS warning sump temperature changes between actual gear/direction while driving,
in neutral only displayed if no fault is detected
(spanner)
WR warning retarder temperature changes between actual gear/direction while driving,
(spanner)
WT warning torque converter temperature changes between actual gear/direction while driving,
(spanner)
WE warning high engine speed changes between actual gear/direction while driving,
(spanner)
PN direction F or R selected while transmission in neutral until parking brake is
parking brake engaged released
CAUTION: vehicle starts to move after release of
parking brake
EE flashing no communication with display checked wiring from TCU to display

Display during AEB-Mode
PL AEB - Starter is plugged at the
diagnostic plug
ST AEB-Starter-button is pressed
K1..K3,KV,KR calibrating clutch K1..K3, KV or KR
resp.
_ and Kx wait for start, initialization of clutch Kx,
x: 1, 2, 3, V, R
and Kx fast fill time determination of clutch Kx
= and Kx compensating pressure determination
of clutch Kx
OK calibration for all clutches finished Transmissions stays in neutral, you have to restart
the TCU (ignition off/on) after removing AEB-Starter
STOP AEB canceled (activation stopped) Transmissions stays in neutral, you have to restart
the TCU (ignition off/on)
STOP and Kx AEB stopped, clutch Kx can't be Transmissions stays in neutral, you have to restart
calibrated the TCU (ignition off/on)
Spanner and Kx Kx couldn't be calibrated, AEB finished Transmissions stays in neutral, you have to restart
E engine speed too low,
raise engine speed
E engine speed too high,
lower engine speed
T transmission oil temperature too low,
heat up transmission
T transmission oil temperature too high
cool down transmission
FT transmission temperature not in Transmissions stays in neutral, you have to restart
defined range during calibration the TCU (ignition off/on)
FB operating mode not NORMAL or Transmissions stays in neutral, you have to restart
transmission temperature sensor the TCU (ignition off/on)
defective or storing of Calibrated
values to EEPROM-has failed.
FO Outputspeed_not_zero Transmissions stays in neutral, you have to restart
FN Shift lever not in Neutral position Transmissions stays in neutral, you have to restart
FP Parkbrake_not_applied Transmissions stays in neutral, you have to restart
STOP AEB - Starter was used incorrect or is Transmissions stays in neutral, you have to restart
defective. Wrong device or wrong the TCU (ignition off/on)
cable used

Display during Inchpedal Calibration
push down the pedal slowly until
IP endposition is reached and hold this
position
Release the pedal slowly until
IP endposition is reached
A problem occurred, release the pedal If the expected enposition could not be reached,
IP flashing slowly until endposition is reached release the pedal and try again
OK Finished inchpedal calibration

successful
FN and Stop Shift lever not in Neutral position Calibration is aborted
FS and Stop sensor supply voltage AU1 is out of Calibration is aborted
the specified range
FO and Stop Outputspeed is not zero Calibration is aborted
SL and Stop sensor voltage below specified range Calibration is aborted
SU and Stop sensor voltage above specified range Calibration is aborted
IL and Stop sensor position for released pedal out Calibration is aborted
of specified range
IU and Stop sensor position for pressed pedal out Calibration is aborted
of specified range
TO and Stop time-out calibration, pedal not moved Calibration is aborted
after calibration start
DL and Stop angle between pedalpositions Calibration is aborted
released and pressed to small
DU and Stop angle between pedalpositions Calibration is aborted
released and pressed to big
FI and Stop sensor signal 1 and 2 don't match Calibration is aborted
together

Definition of operating modes
NORMAL
There's no failure detected in the transmission-system or the failure has no or slight effects on transmission control.
TCU will work without or in special cases with little limitations. (see following table)
SUBSTITUTE CLUTCH CONTROL

TCU can't change the gears or the direction under the control of the normal clutch modulation. TCU uses the
substitute strategy for clutch control. All modulations are only time controlled.
LIMP-HOME
The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in
each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator must shift the
gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or
reverse, the TCU will select the limp-home gear .
If output speed is less than a threshold for reversal speed and TCU has changed into the limp-home gear and the
operator selects a shuttle shift, TCU will shift immediately into the limp-home gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The operator has to slow
down the vehicle and must shift the gear selector into neutral position.
TRANSMISSION-SHUTDOWN
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1). Transmission
shifts to Neutral. The park brake will operate normally, also the other functions which use ADM 1 to ADM 8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
TCU-SHUTDOWN
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The park brake will
engage, also all functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.

Table of fault codes
Fault SPN FMI MEANING OF THE Reaction of Possible steps to Remarks
Code FAULT CODE the TCU repair
(hex) possible reason for fault
detection
12 5010 12 LOGICAL ERROR AT TCU shifts check the cables fault is taken
DIRECTION SELECT transmission from TCU to shift back if TCU
SIGNAL to neutral lever detects a valid
TCU detected a wrong OP-Mode: check signal signal for the
signal combination for the transmission combinations of direction at the
direction shutdown shift lever positions shift lever
cable from shift lever to F-N-R
TCU is broken
cable is defective and is
contacted to battery
voltage or vehicle
ground
shift lever is defective
21 5090 3 S.C. TO BATTERY clutch cutoff check the cable

VOLTAGE AT CLUTCH function is from TCU to the
CUTOFF INPUT disabled sensor
the measured voltage is OP-Mode: check the
too high: normal connectors
cable is defective and is check the clutch
contacted to battery cutoff sensor
voltage
clutch cut off sensor has
an internal defect
connector pin is
voltage
22 5090 4 S.C. TO GROUND OR clutch cutoff check the cable

O.C. AT CLUTCH function is from TCU to the
CUTOFF INPUT disabled sensor
the measured voltage is OP-Mode: check the
too low: normal connectors
cable is defective and is check the clutch
contacted to vehicle cutoff sensor
ground
cable has no connection
to TCU
clutch cut off sensor has
an internal defect
connector pin is
contacted to vehicle
ground or is broken

detection
25 5110 3 S.C. TO BATTERY no reaction, check the cable
VOLTAGE OR O.C. AT TCU uses from TCU to the
TRANSMISSION SUMP default sensor
TEMPERATURE SENSOR temperature check the
INPUT OP-Mode: connectors
the measured voltage is normal check the
too high: temperature sensor
cable is defective and is
voltage
to TCU
temperature sensor has
an internal defect
connector pin is
voltage or is broken
26 5110 4 S.C. TO GROUND AT no reaction, check the cable

TRANSMISSION SUMP TCU uses from TCU to the
TEMPERATURE SENSOR default sensor
INPUT temperature check the
the measured voltage is OP-Mode: connectors
too low: normal check the
cable is defective and is temperature sensor
ground
temperature sensor has
an internal defect
connector pin is
ground
2B 5313 12 INCHSENSOR-SIGNAL During inching check the cable

MISMATCH mode: TCU from TCU to the
the measured voltage from shifts to sensor
CCO and CCO2 signal neutral check the
dont match: While not connectors
cable is defective inching: no check sensor
sensor has an internal change
defect OP-Mode:
normal

detection
31 5140 3 S.C. TO BATTERY OP-Mode: check the cable
VOLTAGE OR O.C. AT substitute from TCU to the
ENGINE SPEED INPUT clutch control sensor
TCU measures a voltage check the
higher than 7.00 V at connectors
speed input pin check the speed
cable is defective and is sensor
voltage
to TCU
speed sensor has an
internal defect
connector pin is
voltage or has no
contact
32 5140 4 S.C. TO GROUND AT OP-Mode: check the cable

ENGINE SPEED INPUT substitute from TCU to the
TCU measures a voltage clutch control sensor
less than 0.45V at speed check the
input pin connectors
cable / connector is check the speed
defective and is sensor
ground
speed sensor has an
internal defect
33 5140 12 LOGICAL ERROR AT OP-Mode: check the cable This fault is

ENGINE SPEED INPUT substitute from TCU to the reset after power
TCU measures a engine clutch control sensor up of TCU
speed over a threshold check the
and the next moment the connectors
measured speed is zero check the speed
cable / connector is sensor
defective and has bad check the sensor
contact gap
speed sensor has an
internal defect
sensor gap has the
wrong size

detection
TURBINE SPEED INPUT clutch control sensor
TCU measures a voltage if a failure is check the
higher than 7.00 V at existing at connectors
speed input pin output speed, check the speed
cable is defective and is TCU shifts to sensor
contacted to battery neutral
voltage OP-Mode: limp
cable has no connection home
to TCU
speed sensor has an
internal defect
connector pin is
voltage or has no
contact

TURBINE SPEED INPUT substitute from TCU to the
less than 0.45V at speed if a failure is check the
input pin existing at connectors
cable / connector is output speed, check the speed
defective and is TCU shifts to sensor
contacted to vehicle neutral
ground OP-Mode: limp
speed sensor has an home
internal defect

TURBINE SPEED INPUT substitute from TCU to the reset after power
TCU measures a turbine clutch control sensor up of TCU
speed over a threshold if a failure is check the
and at the next moment existing at connectors
the measured speed is output speed, check the speed
zero TCU shifts to sensor
cable / connector is neutral check the sensor
defective and has bad OP-Mode: limp gap
contact home
speed sensor has an
internal defect
sensor gap has the
wrong size

detection
INTERNAL SPEED INPUT clutch control sensor
TCU measures a voltage check the
higher than 7.00 V at connectors
speed input pin check the speed
cable is defective and is sensor
voltage
to TCU
speed sensor has an
internal defect
connector pin is
voltage or has no
contact

INTERNAL SPEED INPUT substitute from TCU to the
less than 0.45V at speed check the
input pin connectors
cable / connector is check the speed
defective and is sensor
ground
speed sensor has an
internal defect

INTERNAL SPEED INPUT substitute from TCU to the reset after power
TCU measures a internal clutch control sensor up of TCU
speed over a threshold check the
and at the next moment connectors
the measured speed is check the speed
zero sensor
cable / connector is check the sensor
defective and has bad gap
contact
speed sensor has an
internal defect
sensor gap has the
wrong size

detection
3A 5170 3 S.C. TO BATTERY special mode check the cable
VOLTAGE OR O.C. AT for gear from TCU to the
OUTPUT SPEED INPUT selection sensor
TCU measures a voltage OP-Mode: check the
higher than 12.5 V at substitute connectors
speed input pin clutch control check the speed
cable is defective and is if a failure is sensor
contacted to battery existing at
voltage turbine speed,
cable has no connection TCU shifts to
to TCU neutral
speed sensor has an OP-Mode: limp
internal defect home
connector pin is
voltage or has no
contact
3B 5170 4 S.C. TO GROUND AT special mode check the cable

OUTPUT SPEED INPUT for gear from TCU to the
TCU measures a voltage selection sensor
less than 1.00V at speed OP-Mode: check the
input pin substitute connectors
cable / connector is clutch control check the speed
defective and is if a failure is sensor
contacted to vehicle existing at
ground turbine speed,
speed sensor has an TCU shifts to
internal defect neutral
OP-Mode: limp
home
3C 5170 12 LOGICAL ERROR AT special mode check the cable This fault is
OUTPUT SPEED INPUT for gear from TCU to the reset after power
TCU measures a output selection sensor up of TCU
speed over a threshold OP-Mode: check the
and at the next moment substitute connectors
the measured speed is clutch control check the speed
zero if a failure is sensor
cable / connector is existing at check the sensor
defective and has bad turbine speed, gap
contact TCU shifts to
speed sensor has an neutral
internal defect OP-Mode: limp
sensor gap has the home
wrong size

detection
3E 5180 2 OUTPUT SPEED ZERO special mode check the sensor This fault is
DOESNT FIT TO OTHER for gear signal of output reset after power
SPEED SIGNALS selection speed sensor up of TCU
if transmission is not OP-Mode: check the sensor
neutral and the shifting substitute gap of output
has finished, clutch control speed sensor
TCU measures if a failure is check the cable
outputspeed zero and existing at from TCU to the
turbine speed or internal turbine speed, sensor
speed not equal to zero. TCU shifts to
speed sensor has an neutral
internal defect OP-Mode: limp
sensor gap has the home
wrong size
71 5480 3 S.C. TO BATTERY TCU shifts to check the cable 1) see chapter
VOLTAGE AT CLUTCH K1 neutral from TCU to the Measuring of
the measured resistance OP-Mode: limp gearbox resistance
value of the valve is out of home check the
limit, the voltage at K1 if failure at connectors from
valve is too high. another clutch TCU to the gearbox
cable / connector is is pending check the regulator
defective and has TCU shifts to resistance1)
contact to battery neutral check internal wire
voltage OP-Mode: harness of the
regulator has an internal TCU shutdown gearbox
defect
1)
72 5480 4 S.C. TO GROUND AT TCU shifts to check the cable see chapter
CLUTCH K1 neutral from TCU to the Measuring of
valve is too low. another clutch gearbox to TCU
contact to vehicle neutral check internal wire
ground OP-Mode: harness of the
cable / connector is TCU shutdown gearbox
defective and has
contact to another
regulator output of the
TCU
regulator has an internal
defect

detection
73 5480 5 O.C. AT CLUTCH K1 TCU shifts to check the cable 1) seechapter
the measured resistance neutral from TCU to the Measuring of
value of the valve is out of OP-Mode: limp gearbox resistance
limit. home check the
cable / connector is if failure at connectors from
defective and has no another clutch gearbox to TCU
contact to TCU is pending check the regulator
regulator has an internal TCU shifts to resistance1)
defect neutral check internal wire
OP-Mode: harness of the
TCU shutdown gearbox
74 5490 3 S.C. TO BATTERY TCU shifts to check the cable 1) seechapter

valve is too high. another clutch gearbox to TCU
defect
75 5490 4 S.C. TO GROUND AT TCU shifts to check the cable 1) seechapter

defective and has
contact to another
TCU
defect


detection
defect
78 5500 4 S.C. TO GROUND AT TCU shifts to check the cable 1) seechapter

defective and has
contact to another
TCU
defect


VOLTAGE AT CLUTCH KV neutral from TCU to the Measuring of
limit, the voltage at KV if failure at connectors from
defect

detection
85 5520 4 S.C. TO GROUND AT TCU shifts to check the cable 1) see chapter
CLUTCH KV neutral from TCU to the Measuring of
limit, the voltage at KV if failure at connectors from
defective and has
contact to another
TCU
defect
86 5520 5 O.C. AT CLUTCH KV TCU shifts to check the cable 1) see chapter
1)
87 5530 3 S.C. TO RATTERY TCU shifts to check the cable see chapter
VOLTAGE AT CLUTCH KR neutral from TCU to the Measuring of
limit, the voltage at KR if failure at connectors from
defect

detection
88 5530 4 S.C. TO GROUND AT TCU shifts to check the cable 1) see chapter
CLUTCH KR neutral from TCU to the Measuring of
limit, the voltage at KR if failure at connectors from
defective and has
contact to another
TCU
defect
89 5530 5 O.C. AT CLUTCH KR TCU shifts to check the cable 1) see chapter
1)
91 5560 4 S.C. TO GROUND AT backup alarm check the cable see chapter
RELAY REVERSE will be on until from TCU to the Measuring of
WARNING ALARM TCU power backup alarm resistance
TCU detected a wrong down even if device
voltage at the output pin, fault vanishes check the
that looks like a s.c. to (loose connectors from
vehicle ground connection) backup alarm
cable is defective and is OP-Mode: device to TCU
contacted to vehicle normal check the
ground resistance1) of
backup alarm device has backup alarm
an internal defect device
connector pin is
ground

detection
92 5560 3 S.C. TO BATTERY no reaction check the cable 1) seechapter
VOLTAGE AT RELAY OP-Mode: from TCU to the Measuring of
REVERSE WARNING normal backup alarm resistance
ALARM device
TCU detected a wrong check the
voltage at the output pin, connectors from
that looks like a s.c. to backup alarm
battery voltage device to TCU
cable is defective and is check the
contacted to battery resistance1) of
voltage backup alarm
backup alarm device has device
an internal defect
connector pin is
voltage
93 5560 5 O.C. AT RELAY no reaction check the cable 1) seechapter

REVERSE WARNING OP-Mode: from TCU to the Measuring of
ALARN normal backup alarm resistance
TCU detected a wrong device
voltage at the output pin, check the
that looks like a o.c. for connectors from
this output pin backup alarm
cable is defective and device to TCU
has no connection to check the
TCU resistance1) of
backup alarm device has backup alarm
an internal defect device
connector has no
connection to TCU
B1 5660 2 SLIPPAGE AT CLUTCH TCU shifts to check pressure at

K1 neutral clutch K1
TCU calculates a OP-Mode: limp check main
differential speed at closed home pressure in the
clutch K1. If this calculated if failure at system
value is out of range, TCU another clutch check sensor gap
interprets this as slipping is pending at internal speed
clutch. TCU shifts to sensor
low pressure at clutch neutral check sensor gap
K1 OP-Mode: at output speed
low main pressure TCU shutdown sensor
wrong signal at internal check signal at
speed sensor internal speed
wrong signal at output sensor
speed sensor check signal at
wrong size of the sensor output speed
gap sensor
clutch is defective replace clutch

detection
gap sensor

gap sensor

detection
KV neutral clutch KV
clutch KV. If this calculated if failure at system
KV OP-Mode: at turbine speed
wrong signal at turbine sensor
wrong size of the sensor turbine speed
gap sensor

KR neutral clutch KR
clutch KR. If this if failure at system
calculated value is out of another clutch check sensor gap
range, TCU interprets this is pending at internal speed
as slipping clutch. TCU shifts to sensor
KR OP-Mode: at turbine speed
wrong signal at turbine sensor
wrong size of the sensor turbine speed
gap sensor
B7 5700 0 OVERTEMP SUMP no reaction cool down machine

TCU measured a OP-Mode: check oil level
temperature in the oil normal check temperature
sump that is over the sensor
allowed threshold.

detection
BA 5730 0 DIFFERENTIAL no reaction check oil filter
PRESSURE OIL FILTER OP-Mode: check wiring from
TCU measured a voltage normal TCU to differential
at differential pressure pressure switch
switch out of the allowed check differential
range pressure switch
oil filter is polluted (measure
cable/connector is resitance)
broken or
cable/connector is
voltage or vehicle
ground
differential pressure
switch is defective
D1 5810 3 S.C. TO BATTERY see fault codes check cables and fault codes no.
VOLTAGE AT POWER no. 21 to 2B connectors to 21 to no. 2B
SUPPLY FORSEN SORS sensors, which are may be a
TCU measures more than supplied from AU1 reaction of this
6V at the pin AU1 (5V check the power fault
sensor supply) supply at the pin
AU1
(should be appx.
5V)
D2 5810 4 S.C. TO GROUND AT see fault codes check cables and fault codes no.
POWER SUPPLY FOR no. 21 to 2B connectors to 21 to no. 2B
SENSORS sensors, which are may be a
TCU measures less than supplied from AU1 reaction of this
4V at the pin AU1 (5V check the power fault
sensor supply) supply at the pin
AU1
(should be appx.
5V)
D3 5820 4 LOW VOLTAGE AT shift to neutral check power supply

BATTERY OP-Mode: battery
measured voltage at TCU shutdown check cables from
power supply is lower than batteries to TCU
10 V (12V device) check connectors
lower than 18 V (24V from batteries to
device) TCU

detection
D4 5820 3 HIGH VOLTAGE AT shift to neutral check power supply
BATTERY OP-Mode: battery
measured voltage at TCU shutdown check cables from
power supply is higher batteries to TCU
than 18 V (12V device) check connectors
higher than 32.5 V (24V from batteries to
device) TCU
D5 5830 2 ERROR AT VALVE shift to neutral check fuse

POWER SUPPLY VPS1 OP-Mode: check cables from
TCU switched on VPS1 TCU shutdown gearbox to TCU
and measured VPS1 is check connectors
off or TCU switched off from gearbox to
VPS1 and measured TCU
VPS1 is still on replace TCU
cable or connectors are
defect and are contacted
to battery voltage
to vehicle ground
permanent power supply
KL30 missing
TCU has an internal defect
D6 5840 2 ERROR AT VALVE shift to neutral check fuse

POWER SUPPLY VPS2 OP-Mode: check cables from
TCU switched on VPS2 TCU shutdown gearbox to TCU
and measured VPS2 is off check connectors
or TCU switched off VPS2 from gearbox to
and measured VPS2 is still TCU
on replace TCU
to battery voltage
to vehicle ground
permanent power supply
KL30 missing
TCU has an internal
defect

detection
E3 5860 3 S.C. TO BATTERY no reaction check the cable
VOLTAGE AT DISPLAY OP-Mode: from TCU to the
OUTPUT normal display
TCU sends data to the check the
display and measures connectors at the
allways a high voltage display
level on the connector change display
defective and are
voltage
display has an internal
defect
E4 5860 4 S.C. TO GROUND AT no reaction check the cable

DISPLAY OUTPUT OP-Mode: from TCU to the
TCU sends data to the normal display
display and measures check the
allways a high voltage connectors at the
level on the connector display
cable or connectors are change display
defective and are
ground
display has an internal
defect
F1 5890 2 GENERAL EEPROM no reaction replace TCU often shown

FAULT OP-Mode: together with
TCU can't read non normal fault code F2
volantile memoy
TCU is defective
F3 5910 13 APPLICATION ERROR transmission replace TCU This fault occurs

something of this stay neutral only if an test
application is wrong OP-Mode: engineer did
TCU shutdown something
wrong in the
application of
the vehicle
F5 5930 7 CLUTCH FAILURE transmission check clutch TCU shows also

AEB was not able to adjust stay neutral the affected
clutch filling parameters OP-Mode: clutch on the
One of the AEB-Values is TCU shutdown Display
out of limit

detection
F6 5930 13 CLUTCH ADJUSTMENT default values execute AEB
DATA LOST OR = 0 for AEB
INCHPEDAL offsets used
CALIBRATION DATA OP-Mode:
LOST normal
TCU was not able to read no Inchmode
correct clutch adjustment available
parameters
interference during
saving data on non
volatile memory
TCU is brand new

Measuring of resistance at
actuator/sensors and cable
actuator cable
U
1 Bat
P (power supply)
TCU
R 1 2 Actuator/
Sensor
C (chassis)
2 Gnd
G
open circuit: R12 R1G R2G open circuit: R12 R1P R1C R2P R2C
short cut to ground: R12 R; short cut to ground: R12 0;

R1G 0, R2G R or R1C R2C 0,
R1G R, R2G 0 R1P R2P
(for s.c. to ground, G is short cut to battery: R12 0,
connected to vehicle R1C R2C ,
ground) R1P R2P 0
short cut to battery: R12 R;

R1G 0, R2G R or
R1G R, R2G 0
(for s.c. to battery, G is
connected to battery
voltage)

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SB4121E00

Systems Operation Definition of operating modes ...............................37

AEB Starter ........................................................... 17

Power Shift Transmission 3 Index

Oil level check:

Prior to every start off, loosen the parking brake.

Temperature in the sump 60 - 90 C.

Protective measures for the Electronics at electrical operations on the vehicle:

At any kind of electrical operations on the vehicle.

Power Shift Transmission 5 Systems Operation

Function of a hydrodynamic Torque converter (Schematic view)

Pump wheel Turbine TP = Torque pump wheel

TR = Torque reaction member

Power Shift Transmission 6 Systems Operation

The control pressure of 9 bar for the actuation of the

Power Shift Transmission 7 Systems Operation

From the heat exchanger, the oil is directed to the

Gear positions Type plate

Power Shift Transmission 8 Systems Operation

Display of the engaged gear: Display 1, 2, 3

Display of the Cold-start phase: Transmission remains in Neutral

Bars are flashing: Downshifting mode active

The error code will be only then indicated if the

If several warnings are simultaneously active, only the

Power Shift Transmission 9 Systems Operation

Display EE Indication on Display: EE (Central and Right side).

Power Shift Transmission 10 Systems Operation

Power Shift Transmission 11 Systems Operation

Description of the Basic functions

Power Shift Transmission 12 Systems Operation

Period of the quick-filling time

It is imperative, to respect the following Test conditions:

The AEB-Cycle continues for about 3 to 4 minutes.

Start of the AEB by AEB starter(A138759)

ISK (Inch-Sensor-Calibration) should also be carried out after every AEB-Start.

Power Shift Transmission 13 Systems Operation

Power Shift Transmission 14 Systems Operation

Driving and Shifting

Power Shift Transmission 15 Systems Operation

Indication on the Display :

Transmission control in the Driving mode Automatic

Stopping and Parking

The service temperature in the sump of 60 - 90C must not be exceeded!

By overstepping results by 105 C notice "WS" on the display.

The temperature is measured on the measuring point 63

Power Shift Transmission 16 Systems Operation

The AEB-Starter is s tool to start the AEB and ISK of ergopower

The AEB-Starter works with the diagnostic plug of

To insure the highest level of shift quality, TCU

AEB and ISK can be carried out independantly each other.

AEB : Automatic Filling Parameter Adjustment

- Procedure to start AEB

Step to do Disply message Remarks

Power Shift Transmission 17 Systems Operation

Symbol Meaning Remarks

Power Shift Transmission 18 Systems Operation

Step to do Display message Remarks

- Display during ISK mode

Power Shift Transmission 19 Systems Operation

Power Shift Transmission 20 Systems Operation

Power Shift Transmission 21 Systems Operation

Power Shift Transmission 22 Systems Operation

d Pressure regulator active Engaged clutches