ZF Transmission Fault Codes
ZF Transmission Fault Codes
• DISCONNECT THE BATTERY CONNECTOR before doing any maintenance or repair on electric
lift trucks. Disconnect the battery ground cable on internal combustion lift trucks.
• Always use correct blocks to prevent the unit from rolling or falling. See HOW TO PUT THE LIFT
TRUCK ON BLOCKS in the Operating Manual or the Periodic Maintenance section.
• Keep the unit clean and the working area clean and orderly.
• Always use HYSTER APPROVED parts when making repairs. Replacement parts must meet
or exceed the specifications of the original equipment manufacturer.
• Make sure all nuts, bolts, snap rings, and other fastening devices are removed before using force
to remove parts.
• Always fasten a DO NOT OPERATE tag to the controls of the unit when making repairs, or if the
unit needs repairs.
• Gasoline, Liquid Petroleum Gas (LPG), Compressed Natural Gas (CNG), and Diesel fuel are
flammable. Be sure to follow the necessary safety precautions when handling these fuels and
when working on these fuel systems.
• Batteries generate flammable gas when they are being charged. Keep fire and sparks away from
the area. Make sure the area is well ventilated.
NOTE: The following symbols and words indicate safety information in this
manual:
WARNING
Indicates a hazardous situation which, if not avoided, could result in
death or serious injury.
CAUTION
Indicates a hazardous situation which, if not avoided, could result in
minor or moderate injury and property damage.
On the lift truck, the WARNING symbol and word are on orange back-
ground. The CAUTION symbol and word are on yellow background.
Transmission Table of Contents
TABLE OF CONTENTS
General ............................................................................................................................................................... 1
Description ......................................................................................................................................................... 1
General ........................................................................................................................................................... 1
Torque Converter....................................................................................................................................... 6
Operational Phases ................................................................................................................................... 6
Operation............................................................................................................................................................ 7
Hydraulic Operation...................................................................................................................................... 7
Cooling and Lubrication................................................................................................................................ 9
Control System................................................................................................................................................... 10
General ........................................................................................................................................................... 10
Transmission Control Unit (TCU) ................................................................................................................ 11
Self Test ..................................................................................................................................................... 11
Operating Modes ....................................................................................................................................... 11
Normal Mode......................................................................................................................................... 11
Substitute Clutch Control .................................................................................................................... 11
Limp-Home Mode.................................................................................................................................. 11
Transmission Shut Down Mode ........................................................................................................... 11
TCU Shut Down Mode .......................................................................................................................... 11
Transmission Exceed Codes ................................................................................................................. 12
Fault Codes ................................................................................................................................................ 12
Description ............................................................................................................................................ 12
Fault Log Mode.......................................................................................................................................... 12
Access..................................................................................................................................................... 12
Exit ........................................................................................................................................................ 13
Clear ...................................................................................................................................................... 13
Fault Rectification ..................................................................................................................................... 13
Hydraulic Control Valve................................................................................................................................ 13
Hydraulic Control Valve Repair ............................................................................................................... 14
Solenoid Replacement ............................................................................................................................... 15
Pressure Check .......................................................................................................................................... 15
Pressure Specifications ............................................................................................................................. 16
Speed and Temperature Sensors .................................................................................................................. 16
Speed Sensors ............................................................................................................................................ 16
Test ........................................................................................................................................................ 18
Temperature Sensors ................................................................................................................................ 18
Shift Lever ................................................................................................................................................. 18
MONOTROL® Pedal................................................................................................................................. 19
ZF Transmission Test and Calibration ............................................................................................................. 19
Transmission Test and Calibration .............................................................................................................. 19
Precautions ................................................................................................................................................ 19
Stall Test ........................................................................................................................................................ 19
Description................................................................................................................................................. 19
Stall Test Procedure .................................................................................................................................. 19
Inch Pedal Calibration .................................................................................................................................. 20
Description................................................................................................................................................. 20
Brake and Inch Pedal Adjustment ........................................................................................................... 20
Inch Sensor Adjustment/Installation ....................................................................................................... 20
Inch Pedal Calibration .............................................................................................................................. 21
Manual Inch Pedal Calibration Procedure .......................................................................................... 21
Inch Pedal Calibration Error Codes..................................................................................................... 22
Testman Inch Pedal Calibration Procedure......................................................................................... 22
ii
1300 SRM 1455 Description
General
This manual provides information on operation and The repair procedures for the transmission and con-
diagnostics of the ZF ERGOPOWER (WG161) Trans- trol valve are shown in Transmission, Repair (ZF-
mission as fitted on H019 and J007 series trucks. WG161) 1300 SRM 1456.
Description
GENERAL and to the hydraulic pump(s) that are attached to the
transmission.
The function of the transmission is to transfer engine
power from the engine flywheel to the drive wheels The engine flywheel is connected to the torque con-
verter housing through a drive plate. See Figure 1.
1
Description 1300 SRM 1455
2
1300 SRM 1455 Description
3
Description 1300 SRM 1455
Table 1 provides an overview of the activated The different speeds are obtained by engaging either
solenoids and clutches for the different transmis- the forward or reverse clutch, and by engaging one of
sion speeds. Neutral selection, applying the park the clutches for the first, second, or third speed.
brake and leaving the seat disengages all clutches.
Trucks with a MONOTROL® pedal will only shift to When the transmission is in NEUTRAL, all clutches
NEUTRAL by applying the park brake, or when the are disengaged.
operator has left the seat.
The clutches consist of a clutch pack carrier, which
If clutches belonging to one group would be engaged carries friction discs with external splines, and an
simultaneously, the transmission would lock. The idler gear, which carries steel discs with internal
forward and reverse clutches should not be engaged splines. See Figure 5.
at the same time. Also, the speed clutches for first,
second, and third gear should not be engaged at
the same time. Erroneous clutch engagement is
prevented by the transmission control system.
4
1300 SRM 1455 Description
Friction discs and steel discs are alternately fitted. housing and allow the clutch pack carrier and idler
By pressurizing the clutch piston, the friction discs gear to rotate independently. The clutch pack car-
and steel discs are clamped together, which causes rier, friction discs, piston and compression spring ro-
the clutch pack carrier and idler gear to rotate as tate at the same speed. The idler gear rotates at the
one unit. When hydraulic pressure is released, re- same speed as the inner discs.
turn springs push the piston back against the clutch
5
Description 1300 SRM 1455
Torque Converter from the turbine to the impeller to oppose the direc-
tion of impeller rotation. This leads to significant
A Torque Converter is a fluid coupling that is loss of efficiency and generation of waste heat. In
used to transfer rotating power from the engine, to the torque converter, the returning fluid is redirected
the transmission input shaft. The torque converter (reversed) by the stator so that it aids the rotation
is able to multiply torque when there is a substan- of the impeller, instead of impeding it. The result
tial difference between input and output rotational is that the energy in the returning fluid is recovered
speed. The converter is designed to match the en- and added to the energy being applied to the impeller
gine power so that the most favorable conditions are by the engine. This increase in fluid mass directed to
obtained. the turbine results in increased output torque.
The torque converter is composed of three main com- Due to the flow reversion, the stator is receiving a re-
ponents: action torque. The relation turbine torque/impeller
• Impeller torque is called torque multiplication. The higher
• Turbine Wheel the torque multiplication the greater the speed dif-
• Stator ference of impeller and turbine wheel will be.
For illustration purposes consider two fans represent The maximum torque multiplication is created at
the impeller and the turbine wheel. The two fans are stationary turbine wheel. With increasing output
facing each other and only one of them is turned on, speed, the torque multiplication is decreasing. The
the other fan will also begin to move. torque converter adapts the output speed to a cer-
tain required output torque. this process is infinitely
The first fan (powered) represents the impeller,
variable and is automatically achieved by the torque
which is directly connected to the converter hous-
converter.
ing. The second fan (driven) represents the turbine,
which is connected to the transmission input shaft. When the turbine speed is reaching 80% of the im-
When the non-powered fan (turbine) is stopped, the peller speed, the torque multiplication equals 1.0.
powered fan (impeller) is still able to move. This The turbine torque becomes equal to the impeller
illustrates why the engine does not stall when the torque. From this point on, the converter is work-
truck is stopped and still in gear. ing similar to a fluid clutch.
Now consider a third component, located between the In the stall and acceleration phase the torque on the
two fans (stator), that changes the airflow and en- stator is transferred to the transmission housing. A
ables the powered fan to drive the non-powered fan stator freewheel improves the efficiency in the cou-
at reduced speed and increased force (torque). This pling phase and stator torque is released in the cou-
illustrates the function of the stator. pling phase. In this phase the stator can rotate freely.
The impeller, turbine wheel and stator are arranged
Operational Phases
in a ring shape and oil flows through the components
in the order indicated. A torque converter has three stages of operation:
• Stall. The engine is applying power to the im-
Pressurized oil from the transmission oil pump flows
peller but the turbine cannot rotate. At stall, the
constantly through the converter. The converter
torque converter produces maximum torque mul-
multiplies the torque of the engine and the heat
tiplication. The resulting multiplication is called
generated in the converter is dissipated through the
stall ratio. The actual stall phase only lasts for a
oil leaving the converter.
brief period of time until the vehicle starts to move.
Depending on the speed difference between the im- • Acceleration. The vehicle is accelerating but
peller and the turbine wheel, the transmission input there is a relatively large difference between im-
torque increases when the speed difference between peller and turbine speed. During acceleration,
impeller and turbine wheel increases. the converter torque multiplication is less than
what could be achieved under stall conditions. The
The torque converter’s ability to multiply torque lies torque multiplication depends upon the actual
in the stator. In the classic fluid coupling design, pe- difference between impeller and turbine speed, as
riods of high slippage cause the fluid flow returning well as various other design factors.
6
1300 SRM 1455 Operation
• Coupling. The turbine has reached approxi- torque converter is behaving in a manner similar
mately 80 percent of the impeller speed. Torque to a simple fluid coupling. In this phase the stator
multiplication has essentially ceased and the can rotate freely.
Operation
HYDRAULIC OPERATION particles from entering the transmission pump. The
pump is driven by the torque converter. The pump
Within the ZF Ergopower Transmission all hydraulic transfers oil through the transmission filter, to the
operations are controlled (hypothetically) by the Hy- 16+2 bar (232+29 psi) main pressure valve and the
draulic Control Valve. See Figure 6. 9 bar (131 psi) pressure reducing valve. See Figure 7.
The transmission sump is the main reservoir for
the transmission oil. The sump screen keeps large
7
Operation 1300 SRM 1455
NOTE: THE ENCIRCLED NUMBERS REFER TO CHECK PORT NUMBERS. SEE FIGURE 11.
A. COOLING AND LUBRICATION C. PILOT PRESSURE
B. MAIN PRESSURE D. RETURN TO SUMP
1. SUMP 11. TEMPERATURE SENSOR
2. PUMP 12. PRESSURE REDUCING VALVE (RV-9), 9 bar
3. SCREEN (131 psi)
4. FILTER 13. REVERSE CLUTCH
5. FILTER PRESSURE DIFFERENTIAL VALVE 14. FIRST SPEED CLUTCH
(BYPASS VALVE) (FDV) 15. THIRD SPEED CLUTCH
6. MAIN PRESSURE VALVE (HDV), 16+2 bar 16. FORWARD CLUTCH
(232+29 psi) 17. SECOND SPEED CLUTCH
7. TORQUE CONVERTER SAFETY VALVE (WSV), 18. TORQUE CONVERTER BACK PRESSURE
11+2 bar (160+29 psi) VALVE (WGV), 4.3+3 bar (62+44 psi)
8. TORQUE CONVERTER 19. PRESSURE RELIEF VALVE (UEDV), 40±5 bar
9. OIL COOLER (580±72 psi)
10. LUBRICATION OF SHAFTS AND CLUTCHES 20. THERMOSTATIC BY-PASS VALVE
8
1300 SRM 1455 Operation
The 16+2 bar (232+29 psi) main pressure valve regu- (62+44 psi). The oil, escaping from the converter and
lates system pressure, by relieving excess oil through leaving the transmission, is directed to an external
the torque converter, oil cooler, and lubrication sys- thermostatic bypass valve that directs the oil over
tem. See Cooling and Lubrication. System pressure the transmission oil cooler or back to the transmis-
is used to fill and pressurize the clutches. sion. The cool oil returning to the transmission en-
ters the lubrication oil circuit, ensuring all lubrica-
The clutches of the transmission are operated by the tion points are supplied with cool oil. See Figure 7.
proportional valves P2 to P6 (see Figure 7). The pro- Also see the section Cooling and Lubrication.
portional valve is composed of the pressure regulator
(Y2-Y6), follow-on slide (NFS) and vibration damper COOLING AND LUBRICATION
(D).
Heat is primarily generated at the torque converter
The 9 bar (131 psi) pressure reducing valve (RV-9) and at the clutch plates during transmission opera-
provides pilot pressure for the proportional valves tion. The heat generated by mechanical friction at
and the pressure regulators. The function of the gears, shafts and bearings is relatively low.
pressure regulators is to activate the follow-on slides
when the control system allows this. The follow-on Heat generated in the torque converter relates di-
slides will modulate the 16+2 bar (232+29 psi) main rectly to the degree of stall, (i.e. the speed differ-
pressure for the respective clutches. ence between engine and turbine). In a stall situa-
tion most of the supplied engine power is transferred
Due to the proportional pressure modulation of each into heat. This heat accumulates in the torque con-
clutch, the pressure to the clutches, which are en- verter because of the reduced oil flow during a stall
gaged in the gear change, will be controlled. In this situation. With increasing turbine speed, the volume
way a hydraulic interaction of the clutches to be en- of added heat reduces, while simultaneously, the in-
gaged and disengaged becomes possible. This allows creased oil flow more rapidly transfers the accumu-
for spontaneous shifting without traction force inter- lated heat.
ruption.
Heat generated at the clutch plates varies with the
The transmission pump is located in the torque con- available engine power at time of clutch engagement
verter bell housing behind the torque converter. The and the duration of clutch engagement. During nor-
transmission pump moves the transmission oil from mal operation, the transmission control system de-
its sump through the sump screen to the transmis- termines the duration of clutch engagement. Dur-
sion filter, located on the side of the transmission, ing inching it is the driver who controls the added
to the main pressure valve at a rate of 105 liter/min heat in the clutch by varying engine power and clutch
(27 gal/min) at 2000 RPM engine speed. engagement. The transmission control system will
close the forward or reverse clutch when a certain
If the transmission oil filter becomes contaminated
amount of generated heat has been exceeded.
(full of debris), the oil flow will bypass the filter. The
differential pressure switch (contamination switch) Only a minor portion of the total transmission pump
will activate the transmission warning light and cen- supply is used for clutch filling. The majority of
tral warning lights. An error will be shown in the transmission oil supply is used for the cooling and
dash display. See ZF Transmission Fault Codes. lubrication circuit that functions at a pressure that
is lower than system pressure. See Figure 7. The
The main pressure valve limits the maximum pres-
main pressure valve admits oil that is not required
sure and relieves excess oil to the converter and lubri-
for clutch filling. The converter safety valve limits
cating circuit. A converter safety valve is installed to
oil pressure to protect the torque converter and oil
protect the converter. In the converter, the oil trans-
cooler. The normal oil flow is through the torque
mits the power from the impeller to the turbine.
converter, the transmission oil cooler and to the
To avoid cavitation, the converter must always be transmission lubrication port. When the trans-
completely filled with oil. Therefore a converter pres- mission is at operating temperature, the volume of
sure back-up valve is mounted at the rear of the con- lubrication oil is 105 liter (27.7 gal) at 2000 rpm.
verter, which has an opening pressure of 4.3+3 bar
9
Control System 1300 SRM 1455
1. OIL CHANNEL
Control System
GENERAL During shifting the following criteria will be consid-
ered:
The control system of the ZF Ergopower Trans- • Speed of engine, turbine, central gear train and
mission consists of the Transmission Control Unit output.
(TCU). Several switches and senders provide in- • Transmission temperature.
formation to the TCU. The hydraulic control valve • Shifting mode (up, down, reverse shifting, and
regulates pressures depending on signals from the speed engagement out of neutral).
TCU. • Load condition (full or part load, traction during
shifting).
10
1300 SRM 1455 Control System
The TCU has software to control the operation of the The TCU CANNOT change the gears or the direc-
transmission and performs the following functions: tion under the control of the normal clutch modula-
• Perform self-test and troubleshooting. tion. The TCU uses the substitute strategy for clutch
• Functional control of the transmission. control, all modulations are time controlled. The dis-
– Automatic shifting. play will show t_SCC.
– Inching.
• Enter a protection mode when required. Limp-Home Mode
– Improper pressures, temperatures, and speeds.
The detected failure in the system has strong limita-
– No operator present.
tions to transmission control. The TCU will only be
– Parking brake applied.
able to engage one gear in either direction. In some
– Gear or direction change at improper speeds.
cases only one direction will be possible. The display
• Logging a fault code when circumstances have ex-
will show t_LMP.
ceeded certain values.
• Allow diagnostics and calibration with a laptop At the first occurrence of the failure, the TCU will
(Testman). shift the transmission into NEUTRAL. The operator
must shift the gear selector into NEUTRAL position.
Depending on the signals of the shift lever and vari-
If the output speed is less than a threshold for NEU-
ous switches and senders, the TCU activates or deac-
TRAL to engage and the operator shifts the gear se-
tivates the pressure regulators in the control valve,
lector into forward or reverse, the TCU will select
which transfer hydraulic pressure to the clutches in
Limp-Home gear. If the speed is less than a threshold
the transmission. If an input signal does not com-
for reverse gear and the TCU has changed into the
ply with the programming of the TCU, the TCU will
Limp-Home gear and the operator selects a shuttle
record the fault and react by activating a protection
shift, the TCU will immediately shift into the Limp-
mode. All events recorded are stored as a fault code
Home gear of the selected direction. If the output
and/or exceed code and are shown on the instrument
speed becomes greater than Limp-Home threshold,
cluster when the fault occurs. Faults can also be read
the TCU shift the transmission into NEUTRAL. The
at a later point in time, making it possible to trace in-
operator must slow the lift truck down and shift the
termittent problems.
gear selector into the NEUTRAL position to restart
Protection modes and self tests are part of the TCU the Limp-Home mode.
programming and cannot be influenced.
Transmission Shut Down Mode
The TCU is located in the side console of the cab. The
If there is a severe failure detected by the TCU, con-
gauges and displays on the dashboard are used to
trol of transmission will be disabled. The TCU will
read transmission related information. For diagnos-
shut off the solenoid valves for the clutches and the
tics and settings, it is more convenient to use a laptop
common power supply (VPS1). The TCU will shift
loaded with the Testman software.
the transmission into NEUTRAL.
Self Test The operator must slow down the truck. The trans-
mission will remain in NEUTRAL.
At power up a series of checks is performed. If the
TCU fails these checks, it will shut off all outputs. TCU Shut Down Mode
The transmission cannot be operated until the prob-
lem is rectified. The relevant fault code will be dis- Occurs when the TCU has detected a severe failure
played. that disables control of the system. The display will
show t_SHT.
Operating Modes
At this time the TCU will shut down all solenoid
Normal Mode valves and both common power supplies (VPS1 and
VPS2).
There is NO failure detected in the transmission sys-
tem or the failure has little or no effect on transmis- The transmission will stay in NEUTRAL.
sion control. The TCU will perform with little or no
limitations.
11
Control System 1300 SRM 1455
Transmission Exceed Codes circumstances have changed, and all faults have
ceased to exist, the hour meter/fault code display
During operation of the truck, the TCU controller will show engine running hours again.
may display transmission exceed codes on the LCD
of the instrument cluster. These exceed codes reflect Fault code t_CON indicates a communication prob-
that the request made by the operator will not be exe- lem.
cuted because of certain circumstances. See the sec-
tion Transmission Exceed Codes for a list of trans-
mission exceed codes and a description of the encoun-
tered circumstances.
Fault Codes
Description
12
1300 SRM 1455 Control System
Each number is shown for 3 seconds, after which the To rectify problems with switches, solenoids and sen-
following number is shown. The faults will be shown sors, look up their actual location, and test the com-
in the opposite sequence of occurrence: The most re- ponent. The location of the pressure regulators are
cent fault first and the first occurred fault last. When shown in the section Hydraulic Control Valve. The
all recorded fault codes have been shown, the display location of sensors and switches are shown in the sec-
will continue to repeat these recorded fault codes un- tion Speed and Temperature Sensors, and Figure 11.
til the user exists the fault log mode. Test values of solenoids and sensors are shown in
Electrical Specifications.
Exit
NOTE: The Testman software and the manual Dia-
To exit the fault log mode, turn the ignition OFF grams 8000 SRM 1500 have wire and input refer-
and ON and leave ignition ON for more than 2 sec- ences that relate to the TCU.
onds. The cluster will return to normal mode when
the parking brake is released or when the engine is To determine the exact location of a harness problem,
started. look up the reference number of the component in-
volved in Diagrams 8000 SRM 1500. The legend of
Clear Diagrams 8000 SRM 1500 shows the related connec-
tor code and wire harness. Information for these con-
To clear the fault codes logged in the display, proceed
nectors are shown in the legends for Figure 20. The
as follows:
positions of the connector pin numbers are shown in
1. Access into the fault log mode. See Access. Figure 21 through Figure 29. The figures represent
the view facing the pin side of the connector, NOT
2. Clear the fault log by pressing the service switch the harness side of the connector.
three more times (one second on, one second off).
This is a repetition of the procedure to access the Figure 20 show the wire harnesses that are relevant
fault log mode. See Access. for the TCU wiring. Actual location of the connectors
can be derived from their position on the harness and
If the data-erasing process is successful, the display from their description. At the legend of the wire har-
will show ’clear’. If the data-erasing process is not ness figures, pin location figures are shown for con-
successful, the display will show the fault codes in nectors interconnecting between harnesses.
the memory, shown in the order by the time of the
occurrence. To return to the normal mode, follow the To identify the harness problem, first determine con-
procedure as described in Exit. nectivity between the TCU and the connector of the
component that was indicated in the ZF Transmis-
Fault Rectification sion Fault Codes. If an unsatisfactory result is re-
turned, measure connectivity from harness to har-
Fault codes are listed in the section ZF Transmission ness.
Fault Codes, which provides a description of the fault
and the reaction of the TCU. Each fault code repre- HYDRAULIC CONTROL VALVE
sents a specific error or malfunction.
The hydraulic control valve is located at the left-hand
In most cases the suggested rectification is by check- side of the transmission and contains the pressure
ing electrical functionality between the TCU, the regulator valves and check ports. Function of the hy-
wiring and the sensors, solenoids, or switches. draulic control valve depends on available pump sup-
ply pressure and the activation of the pressure reg-
Before disassembling components for test purposes, ulators. Activation of the pressure regulators is con-
connect the Testman software. The software allows trolled by the TCU. Hydraulic function of the control
verification of the functionality of speed sensors, con- valve is schematically shown in Figure 7.
tamination switch, temperature sensor, shift lever,
inch sensor, solenoids and throttle sensor. In case The location of the different pressure regulators are
several possible defects are indicated, the Testman shown in Figure 9.
software may narrow down the number of possible
defects, preventing unnecessary removal of compo-
nents that function correctly.
13
Control System 1300 SRM 1455
14
1300 SRM 1455 Control System
15
Control System 1300 SRM 1455
16
1300 SRM 1455 Control System
Marking on
Hydraulic Oil Pressure or
Item Item Description the Hydraulic
Temperature
Diagram
1 Turbine Speed Sensor
2 Intermediate Speed Sensor
3 System Pressure (M10X1) 16-18.5 bar (232+36 psi) 65
4 Converter Pressure (M10X1) 11-13 bar (159+29 psi) 51
5 Filter contamination switch
6 Breather
7 Output Speed Sensor
8 Control Valve Wiring Connector
9 Engine Speed Sensor
10 Converter pressure back-up valve (M14X1.5) 4.3-7.3 bar (62+44 psi) 52/63
11 1st Speed Clutch Pressure (M10X1) 16-18 bar (232+29 psi) 56
12 Converter Output Temperature Sensor
13 From Heat Exchanger
14 To Heat Exchanger
15 Reverse Clutch Pressure (M10X1) 16-18 bar (232+29 psi) 55
16 3rd Speed Clutch Pressure (M10X1) 16-18 bar (232+29 psi) 58
17 Forward Clutch Pressure (M10X1) 16-18 bar (232+29 psi) 53
18 2nd Speed Clutch Pressure (M10X1) 16-18 bar (232+29 psi) 57
17
Control System 1300 SRM 1455
18
1300 SRM 1455 ZF Transmission Test and Calibration
MONOTROL® Pedal
The MONOTROL pedal controls the speed of the en-
gine and the direction of travel. See Figure 14. There
are two switches in the MONOTROL® pedal assem-
bly. When the parking brake is released, the park-
ing brake switch permits battery power to flow to the
MONOTROL® pedal switches.
19
ZF Transmission Test and Calibration 1300 SRM 1455
If the stall speed is higher than specification, the en- 2. Position the top of the inching pedal and the
gaged clutch(es) may not be holding or the torque brake pedal at equal height. Adjust the adjust-
converter is damaged. Check if transmission fault ment bolt for the brake pedal coupling so that
codes are present and rectify any indicated problems. the inching pedal has no free play.
20
1300 SRM 1455 ZF Transmission Test and Calibration
21
ZF Transmission Test and Calibration 1300 SRM 1455
Inch Pedal Calibration Error Codes Testman Inch Pedal Calibration Procedure
During the Inch Pedal calibration process an error 1. Park truck on level ground with a minimum of
code may occur. The LCD will show "TPYXX" or 5 m (16.5 ft) clearance between the truck and any
"tPrET" indicating calibration errors have occurred. object.
Certain error codes allow for adjustments to be made
and calibration can be retried, indicated on the LCD 2. Apply the parking brake.
by "tPrET". Other error codes will stop the calibra-
3. Verify the forward/reverse lever is in NEU-
tion process and need to be resolved before restarting
TRAL.
the calibration process.
4. Turn OFF ignition.
Table 4. Inch Pedal Calibration LCD Display
5. Connect a laptop computer, with the Testman
Calibration Retry tPrET software loaded, to the Diagnostic Connector in
Calibration Error tpyxx the side console. See Figure 16.
22
1300 SRM 1455 ZF Transmission Test and Calibration
moment when the turbine speed sensor detects a mode. The transmission warning light will be ON
change in speed (touch detection). The time to reach and the hour meter mode will not show. LCD Trans-
full engagement is determined by the elapsed time mission clutch pack calibration mode is set on "LCD"
between touch detection and full clutch engagement. when transmission service switch is set active and
the engine RPM is between 700-900 RPM (engine
After every oil change (2000 hours) it is recom- idle). If active error codes are present, the LCD will
mended that the clutch calibration program is scroll between the error codes and the transmission
performed. The clutch calibration program must calibration mode. See Table 6.
be started after initial transmission installation,
replacement of the transmission, replacement of the 1. Park truck on level ground with a minimum of
hydraulic control valve, or replacement of the TCU. 5 m (16.5 ft) clearance between the truck and any
object.
During clutch calibration the truck display or Test-
man software will assist the service technician with 2. Apply the parking brake.
messages informing him as to what actions may
be necessary to take or what stage the calibration 3. Verify the forward/reverse lever is in NEU-
process is in. TRAL.
To raise the transmission oil temperature, run the 7. Turn the calibration switch on (flip calibration
engine while stalling the torque converter as follows: switch down) and sit in the operators seat.
When the transmission calibration switch is on (tog- 11. After calibration is complete, switch OFF igni-
gled in the DOWN position) the instrument cluster tion and turn the calibration switch off (flip the
LCD will be set to transmission clutch calibration service switch to the up position).
23
ZF Transmission Test and Calibration 1300 SRM 1455
XX 4 Output Speed NOT = 0 9. Start the engine, leave the engine at idle (700-
XX 5 900 RPM) during the calibration process.
Transmission Oil Temperature
Below Range 10. Select Transmission clutch calibration from the
XX 6 Transmission Oil Temperature Testman menu and follow the instructions on the
Above Range screen.
XX 7 Engine RPM below Specified Range NOTE: Do not interfere with calibration process.
Activating any controls or components will interrupt
NOTE: When the calibration switch is set active, the calibration process before completion. The Test-
The LCD will show "TCXXY" indicating Transmis- man will show when calibration process has been
sion Clutch calibration active. completed. During calibration the Testman may
• "XX" will show the main clutch calibration code show calibration condition messages or error codes.
CAN message.
• "Y" will show the sub clutch calibration code 11. After calibration is complete, switch off ignition
CAN message. and disconnect laptop computer from diagnostic
connector in the side console.
24
1300 SRM 1455 Testman
Testman
DESCRIPTION the controller other than the truck serial number and
Transmission serial number. Stored values can be
For convenient diagnostic troubleshooting, adjust- found in the Truck Information menu. Only hit "AC-
ing software settings and TCU configuration, the CEPT" in the configuration screen when a new
ZF-Testman diagnostic software is available. controller is installed or the controller is repro-
grammed. Accepting incorrect Configuration leads
The Testman provides menu guidance for the diag-
to wrong drive program selection or loss of TCU con-
nosis of the ZF transmission. It can be used to inter-
figuration.
rogate the electronic control units on the ZF trans-
mission and then process any error messages found
Configuration
by following troubleshooting tips provided.
In the Truck configuration menu, Unit Code, Model,
The Testman system consists of a laptop computer,
Tire Size, Direction Control Option, Truck Serial
diagnostic software, a USB (Universal Serial Bus) ca-
Number and Transmission Serial Number are
ble, Programming adapter, and an adapter cable.
mandatory fields. All fields have to be set during the
configuration in order to activate the correct drive
CONNECTION
program for the truck.
Install the Testman software on a laptop per instruc-
Inching is default enabled but can be disabled at cus-
tions delivered with the Testman software. The help
tomer request. Disabling inching will activate de-
text contains all information required to work with
clutch mode in the controller.
the diagnostic software and also provides the neces-
sary guidance.
TRUCK CONFIGURATION
To activate the correct drive program in the TCU, the
controller is configured at the end of the assembly
line.
25
Diagrams, Schematics, or Arrangements 1300 SRM 1455
Limitations
Testman offers the ability to adjust certain default
maximum values to meet customer specific require-
ments. The values in the controller can be adjusted
within a fixed threshold.
Electrical Specifications
Inductive transmitters (engine, turbine, and inter- Working Range - 2 Hz to 5000 Hz
mediate): Supply Voltage - 24 V
Resistance - 1050 (±10%) at 20°C (68°F)
Temperature Range - 40°C ( 40°F) to 150°C Proportional Valves:
(302°F) Resistance - 19 (± 10%) at 20°C (68°F)
Current - 100 to 500 mA
Hall Sensor (output): Pressure Range - 0.8 to 8.3 bar (11.6 to 120.4 psi)
Temperature Range - 40°C ( 40°F) to 150°C
(302°F)
26
1300 SRM 1455 Diagrams, Schematics, or Arrangements
27
Diagrams, Schematics, or Arrangements 1300 SRM 1455
28
1300 SRM 1455 Diagrams, Schematics, or Arrangements
29
Diagrams, Schematics, or Arrangements 1300 SRM 1455
Figure 21. Transmission Controller Connector Figure 22. Armrest Connector CRP81 of Wire
CPS143 of Wire Harness Cab Side Console Harness Cab Side Console
30
1300 SRM 1455 Diagrams, Schematics, or Arrangements
31
Diagrams, Schematics, or Arrangements 1300 SRM 1455
32
1300 SRM 1455 ZF Transmission Fault Codes
33
ZF Transmission Fault Codes 1300 SRM 1455
34
1300 SRM 1455 ZF Transmission Fault Codes
35
ZF Transmission Fault Codes 1300 SRM 1455
36
1300 SRM 1455 ZF Transmission Fault Codes
37
ZF Transmission Fault Codes 1300 SRM 1455
38
1300 SRM 1455 ZF Transmission Fault Codes
39
ZF Transmission Fault Codes 1300 SRM 1455
40
1300 SRM 1455 ZF Transmission Fault Codes
41
NOTES
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