ZF As Tronic Technicians Handbook PDF

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Technical manual
1328 765 101b

Technical manual
16 AS 2601
12 AS 2301 10 AS 2301
This technical manual serves as a technical Please send your questions, comments and
introduction to the ZF-AS TRONIC system for suggestions for improvement directly to your contact
vehicle and body manufacturers as well as ZF in the technical sales department.
employees.
The ZF standard application is described in this

manual. Customer-specific deviations must be
defined.
Subject to change
A ZF-AS TRONIC application contains the
following steps: Copyright by ZF
➢ Creation of a customer specification for the This technical manual is protected by copyright.
transmission by the vehicle manufacturer and ZF
Printed in Germany
➢ Documentation by ZF
➢ Initial installation
➢ Inspection of initial installation and Edition: 2000-09 Index b
commissioning by ZF staff 1999-12 Index a
Copyright by ZF
These repair instructions are protected by copyright. Any reproduction and dissemination in whatever
form – also in adapted, paraphrased or extracted form – in particular as a reprint, photomechanical or
electronic reproduction or as a storage in data-processing equipment or data networks without approval
by the holder of the copyright is prohibited and will be prosecuted under civil and criminal law.
Printed in Germany
Table of contents
1 Brief description of the ZF-AS TRONIC
2 Transmission system and its components
3 Description of function
4 Installation
5 Annex
Table of contents
1 Brief description of the ZF-AS TRONIC
2 Transmission system and its components
2.1 System structure
2.2 Transmission and shift system

2.2.1 Description of the transmission
2.2.2 Description of the shift system
2.2.3 Technical data 16 AS 2601 – direct drive
2.2.4 Technical data 16 AS 2601 – overdrive
2.3 Transmission components

2.3.1 Transmission actuator
2.3.2 Clutch actuator
2.4 Peripheral components

2.4.1 Range selector
2.4.2 Electronic module (E module)
2.4.3 Display
2.5 Auxiliary units

2.5.1 Intarder
2.5.1.1 General
2.5.1.2 Mechanical interface
2.5.1.3 Oil grades and oil fill quantities
2.5.1.4 Coolant connection
2.5.1.5 Pneumatic interface
2.5.1.6 Electrical interface
2.5.1.7 Communication interface
2.5.2 PTO units
2.5.2.1 Clutch-dependent PTO units
2.5.2.2 Roadspeed-dependent PTO units
2.5.2.3 Fitting at a later date
3 Function description
3.1 Operating modes
3.2 Automatic drive program

3.2.1 Activating the automatic drive program
3.2.2 Fully automatic gear changing
3.2.3 Automatic selection of start gear
3.2.4 Switching off the automatic drive program
3.2.5 Re-activating the automatic drive program
3.2.6 Manoeuvring
3.2.6.1 Forward gears
3.2.6.2 Reverse gears
Table of contents
3.3 System safety

3.3.1 Principles
3.3.2 Clutch concept
3.3.3 Transmission control unit concept
3.3.4 Interface concept
3.3.5 Driving modes investigated
3.4 Responses to faults
3.5 Diagnosis
4 Installation
4.1 Transmission installation investigation

4.1.1 Standard transmission installation drawings
4.1.2 Installation drawings for PTO units + emergency steering pumps
4.1.3 Input shafts
4.1.4 Clutch bell housing
4.1.5 Clutch
4.1.6 Clutch release device
4.1.7 Engine connection
4.1.8 Mounting
4.1.9 Transmission installation angle
4.1.10 Propeller shaft connection
4.1.11 Torsional vibrations
4.1.12 Bending vibrations
4.1.13 Cover / impact protection
4.1.14 Additional brackets
4.1.15 Fording ability
4.1.16 Accessibility
4.1.17 Additional guidelines for vehicle body manufacturer
4.1.18 Vehicle wiring
4.2 Temperatures
4.2.1 Permissible ambient temperatures on the transmission
4.2.2 Permissible oil temperatures
4.2.3 Causes of excess oil temperatures
4.2.4 Additional transmission cooling
4.2.5 Use at very low temperatures
4.2.6 Storing the transmission at very low temperatures
4.3 Oil filling
4.4 The electrical system

4.4.1 System layout and circuit diagrams
4.4.2 Connector descriptions
4.4.3 Operating voltages
4.4.4 CAN bus installation
4.4.5 Requirements placed on wiring quality
4.4.6 Connector and counter connector designations
4.4.7 Other electrical interfaces on the ZF-AS TRONIC
4.4.8 CAN signals
4.4.9 EMC compatibility
Table of contents
4.5 The pneumatic system
4.6 Additional units

4.6.1 ZF-Intarder
4.6.2 Externally produced retarders
4.6.3 ZF PTO units
4.6.4 Externally produced PTO units
4.7 Transmission installation on assembly line

4.7.1 Transport
4.7.2 Delivery of main transmission
4.7.3 Anti-corrosion protection
4.7.4 Painting at a later date
4.7.5 Assembly of engine, clutch and transmission
4.7.6 EOL programming
4.7.7 Delivery monitoring
4.8 Additional information

4.8.1 Operating and maintenance instructions
4.8.2 Handing over vehicle to the end customer
4.9 Application and documentation

4.9.1 Application
4.9.2 ZF documentation
4.9.3 Type plate
4.9.4 Explanation of ZF documentation
5 Annex
1 Brief description of
ZF-AS TRONIC
1 Brief description of ZF-AS TRONIC
Transmission actuator with

integrated electronics
Clutch
014 866
Transmission
Clutch actuator Air supply
014866
The AS TRONIC gear shift system is a combination The driver has the option of driving the vehicle in
of an electro-pneumatically shifted constant-mesh both semi-automatic mode as well as fully
gearbox and an automated dry clutch. automatically. When in semi-automatic mode,
If the AS TRONIC transmission system is to be used, manual shifting with the range selector is made
the vehicle must have an electronic engine control easier.
unit as well as CAN communication.
When in fully automatic mode, gears are selected and
Since the clutch is automated (clutch pedal no longer shifts made by the electronic control unit. The driver
fitted), the driver no longer has to activate the clutch. can still intervene if he wishes to. All system
The actual shift procedure is performed by the functions required are shown on the display, e.g.
electronic transmission control unit. neutral, gear change, clutch overload and diagnosis
information.
1328 765 101 1-1 1999-12

2 Transmission system
and its components
2.2 Transmission and shift system

2.2.1 Description of the transmission
2.3 Transmission components

2.3.1 Transmission actuator

2.4.2 Electronic module (E module)
2.4.3 Display
2.5 Auxiliary units

2.5.1 Intarder
2.5.1.1 General
2.5.1.2 Mechanical interface
2.5.1.3 Oil grades and oil fill quantities
2.5.1.4 Coolant connection
2.5.1.5 Pneumatic interface
2.5.1.6 Electrical interface
2.5.1.7 Communication interface
2.5.2 PTO units
2.5.2.1 Clutch-dependent PTO units
2 Transmission system - components 2.1 System structure
2 Transmission system –
components
The transmission system consists of the transmission

(1) and the components required to automate the
system. The transmission actuator (2) and clutch
actuator (3) components are integrated in the
transmission. Furthermore, the range selector (4)
(console switch 4.1, alternative steering wheel switch
4.2), display (5) and E module (8) peripheral
components should also be installed in the vehicle.
5 8
2 1
4.2 4.1
7 6
3
014 887
Since the ZF-AS TRONIC is integrated in the vehicle

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

system by the networking of the vehicle electronic
unit via a CAN bus. The reciprocal system inter-
dependencies resulting from this must be investigated
within a vehicle integration FMEA.
1328 765 101 2-1 1999-12

2 Transmission system - components 2.2 Transmission and shift system
2.2 Transmission and shift system The transmission is based on a twin countershaft
design. This compact and reduced weight design
2.2.1 Description of the transmission ensures a positive torque distribution, lower gear
loadings and therefore a higher degree of efficiency.
The ZF-AS TRONlC transmission consists of a four-
speed section (in the 16-speed version) or a three- The 4(3)-speed transmission section is produced
speed version (in the 12 and 10-speed version) as well with a dog clutch. Synchronization occurs via the
as a splitter group (GV) and a rear-mounted range- EDC and transmission brake. The splitter group and
change group (GP) in a planetary design. range-change group have synchromesh.
Division of power: in constants K1 or K2

on both layshafts K2
K1
4 3 2 1
014 867
Transmission brake 4-speed transmission Range-change group

Splitter
group
Example: 16 AS 2601

21 23 34 41 5
The gear shift cylinders are integrated in the
transmission actuator and are pneumatically
actuated.
Key
1 Transmission actuator
2 Shift cylinder for splitter group ng
Ga
16
3 Shift cylinder for main transmission Ga
ng GV 3/4
12
1/2
4 Shift cylinder for range-change group GV 2/3 R
5 Selector cylinder for main transmission 1/R GP
GP
014 868
1328 765 101 2-2 1999-12

2.2.3 Technical data 16 AS 2601 Input torque*: max. 2200 Nm

Direct drive
Input speed: max. 2500 rpm (traction)
max. 2800 rpm (coasting)
Number of forwards gears: 16
Length: 953 mm
Number of reverse gears: 2
Oil quantity: 12 l
Gear jump: 20.5 ± 2.2%
Weight: 270 kg**
Ratio range: Forwards 17.03 - 1.0
Reverse 15.77 - 13.07 For centre of gravity, see installation drawing
(Chapter 4.1.1)
* Approximate value: depends on the vehicle type and vehicle data as well as the relevant input conditions
** Not including peripherals, oil fill, PTO units, Intarder, clutch, release fork, shaft and bearing, push rod and clutch actuator.
Weight: release fork, shaft and bearing, push rod and clutch actuator approx. 10 kg
16 AS 2601 Direct drive Powerflow diagram
Gear Ratio Gear stage Inertia torque1)

i kgm2
1st 17.029 0.100
1.206
2nd 14.120 0.139
1.227
3rd 11.504 0.102
1.206
4th 9.539 0.143
1.213
5th 7.864 0.107
1.206
6th 6.521 0.149
1.184
7th 5.506 0.115
1.206
8th 4.565 0.162
1.224
9th 3.730 0.120
1.206
10th 3.093 0.169
1.227
11th 2.520 0.146
1.206
12th 2.089 0.207
1.213
13th 1.723 0.201
1.206
14th 1.428 0.287
1.184
15th 1.206 0.309
1.206
16th 1.00 0.443
R1 15.768
1.206
R2 13.074
N K1 – – 0.098
N K2 – – 0.137
1) Values refer to input side

1328 765 101 2-3 2000-09

Overdrive
Length: 953 mm
Oil quantity: 12 l
Gear jump: 20.5 ± 2.2%
Weight: 270 kg**
(Chapter 4.1.1)
* Approximate value: depends on vehicle type and vehicle data as well as the relevant input conditions
16 AS 2601 Overdrive Powerflow diagram
z 40

i kgm2
1st 14.120 0.123
1.209
2nd 11.677 0.174
1.224
3rd 9.539 0.126
1.209
4th 7.889 0.178
1.210
5th 6.521 0.133
1.209
6th 5.393 0.188
1.181
7th 4.565 0.145
1.209
8th 3.776 0.206
1.221
9th 3.093 0.152
1.209
10th 2.558 0.217
1.224
11th 2.089 0.191
1.209
12th 1.728 0.272
1.210
13th 1.428 0.270
1.209
14th 1.181 0.389
1.181
15th 1.000 0.427
1.209
16th 0.827 0.617
R1 13.074
1.209
R2 10.812
N K1 – – 0.170
N K2 – – 0.120
1328 765 101 2-4 2000-09


Direct drive
Length: 910 mm
Oil quantity: 11 l
Gear jump: 29 ± 2.5%
Weight: 250 kg**
(Chapter 4.1.1)
z 36
Gear Ratio Gear stage Inertia torque 1)

i kgm2
1st 15.858 0.092
1.287
2nd 12.326 0.143
1.289
3rd 9.565 0.096
1.287
4th 7.435 0.150
1.266
5th 5.873 0.106
1.287
6th 4.565 0.167
1.314
7th 3.474 0.112
1.287
8th 2.700 0.176
1.289
9th 2.095 0.151
1.287
10th 1.629 0.241
1.266
11th 1.287 0.252
1.287
12th 1.000 0.409
R1 14.683
1.287
R2 11.413
N K1 – – 0.090
N K2 – – 0.140
1328 765 101 2-5 2000-09


Overdrive
Length: 910 mm
Oil quantity: 11 l
Weight: 250 kg**
(Chapter 4.1.1)

i kgm2
1st 12.326 0.118
1.285
2nd 9.590 0.186
1.290
3rd 7.435 0.123
1.285
4th 5.784 0.195
1.267
5th 4.565 0.137
1.285
6th 3.552 0.218
1.316
7th 2.700 0.155
1.285
8th 2.101 0.247
1.290
9th 1.629 0.225
1.285
10th 1.267 0.362
1.267
11th 1.000 0.406
1.285
12th 0.778 0.662
R1 11.413
1.285
R2 8.880
N K1 – – 0.181
N K2 – – 0.115
1328 765 101 2-6 2000-09


Direct gear
Length: 898 mm
Oil quantity: 11 l
Weight: 250 kg**
Reverse 11.41 For centre of gravity, see installation drawing
(Chapter 4.1.1)
z 34
z 46

i kgm2
1st 9.590 0.186
1.290
2nd 7.435 0.123
1.285
3rd 5.784 0.195
1.267
4th 4.565 0.137
1.285
5th 3.552 0.218
1.316
6th 2.700 0.155
1.285
7th 2.101 0.247
1.290
8th 1.629 0.225
1.285
9th 1.267 0.362
1.267
10th 1.000 0.406
R 11.413
N K1 – – 0.181
N K2 – – 0.115
1328 765 101 2-7 2000-09

2.2.8 Technical data 10 AS 2301 Input torque*: max. 2300 Nm (OD)

Overdrive
Length: 898 mm
Oil quantity: 11 l
Weight: 250 kg**
Reverse 11.41 For centre of gravity, see installation drawing
(Chapter 4.1.1)

i kgm2
1st 7.435 0.123
1.285
2nd 5.784 0.195
1.267
3rd 4.565 0.137
1.285
4th 3.552 0.218
1.316
5th 2.700 0.155
1.285
6th 2.101 0.247
1.290
7th 1.629 0.225
1.285
8th 1.267 0.362
1.267
9th 1.000 0.406
1.285
10th 0.778 0.662
R 11.413
N K1 – – 0.181
N K2 – – 0.115
1328 765 201 2-8 2000-09

2 Transmission system - components 2.3 Transmission components
2.3 Transmission components ➢ The integrated transmission electronics contain all

functions required for transmission and clutch
2.3.1 Transmission actuator control/feedback.
➢ The electro-pneumatic valves control the gear
All functions required for transmission shift cylinders and the transmission brake.
control/feedback are contained in the transmission
actuator. The actuator has a mechanical, electrical ➢ The pneumatic shift cylinders actuate the
and pneumatic interface and is integrated in the mechanical gear shift elements in the
transmission housing in a space-saving manner. transmission.
➢ The sensors record
Integrated – the current position of all

Compressed air connection shift cylinders
transmission electronics
and pressure control valve – the transmission input speed
– the transmission temperature
– the amount of air pressure
available
➢ The vehicle connector is the
electrical interface with the vehicle’s
Transmission
CAN system network, the display,
connector
014869
the range selector, the voltage supply,
diagnosis devices etc.
Vehicle connector Sensors ➢ The transmission electronics are
• Travel integrated in the housing cover. The
• Temperature figure (010834) shows the
• Speed transmission actuator with the
• Pressure housing cover open.
➢ The individual components are connected
electrically and pneumatically within the
Valves transmission actuator and by means of short
• Shifting connection lines.
• Selecting
• Transmission
brake
010834 Gear shift cylinder

• Splitter group
• Range-change group
• Main transmission
(shifting, selecting)
1328 765 101 2-9 1999-12

2 Transmission system - components 2.3 Transmission components

Travel
sensor
Valves for
clutch open
Actuation
piston
Valves for
clutch closed
014871
Electronic
module
The clutch actuator is flange-mounted on the The clutch can be engaged in a very gentle manner
integrated clutch bell housing of the transmission. for sensitive setting off and manoeuvring operations.
The clutch is actuated by the clutch actuator, which in For very rapid clutch actuations, if necessary, the
turn is activated by the electronics in the transmission clutch opening and closing times and/or cycle
actuator. frequencies can be changed to ensure adjustment
Robust wiring – connected to the clutch actuator speeds suitable for the situation in question.
connector and to the transmission connector of the The clutch actuator calibrates the current clutch
transmission actuator – makes the electrical engagement point for every start procedure and
connection with the transmission electronics. passes this information on to the transmission
electronics.
In addition to the pneumatic actuation piston The electronics therefore always have information on
responsible for clutch release, the following the current wear status and the friction lining.
components are also integrated in the clutch actuator:
pairs of redundant, cyclical-actuation valves are each The driver is warned in good time of complete clutch
used for opening and closing the clutch. During these wear.
processes, the two valve orifices (with different
diameters) are energized in succession.
The position of the pneumatic piston and therefore

also of the clutch is recorded by a travel sensor. An
electronic module, fitted directly to the sensor,
provides the sensor signal for transmission control.
1328 765 101 2-10 2000-09

2 Transmission system - components 2.4 Peripheral components
Console range selector Rotary switch Steering wheel switch
N R
D
014 872
014 873
014 871
A/M changeover D = Drive + Upshift – Downshift

A = Automatic (forwards, automatic
+ + Accumulated – – Accumulated
M = Manual or manual)
upshift downshift
N = Neutral
R = Reverse
The following range selectors can be obtained from The shift positions are sensed electrically. The digital
ZF for the ZF-ASTRONIC system: signals are converted into CAN signals in the ZF E
module (☞ see Chapter 2.4.2) and made available to
Order no. Drawing no. the transmission control unit via the ZF CAN bus.
Console range selector
If necessary, the range selector can be replaced by a
with integrated
rotary switch 6006 029 018 6006 629 024 range selector produced by the vehicle manufacturer,
provided that this is compatible with the interface.
Steering wheel switch* 0501 211 185 0501 211 185
Rotary switch 6006 199 031 6006 629 022 ☞ For more information on the range selector,
please refer to installation drawing 6006 629 024.
* The steering wheel switch is used in conjunction with the rotary switch.
The range selector is the control element used to

➢ select the drive range
➢ select the gear
➢ activate/deactivate automatic mode
➢ call up the error display
(☞ see diagnosis in Chapter 3.5)
1328 765 101 2-11 2000-09

2.4.2 Electronic module (E module) The following inputs / outputs are available.
Order no. 6041 322 033
Drawing no. 6041 622 023 CAN interface
1x CAN interface (250 k Baud, interface with
The E module is required whenever the range selector ISO/DIS 11898)
information and various vehicle input / output signals
(door switch, PTO unit request … ) are not available Inputs
as CAN signals of the transmission control unit. 11x digital inputs “low active” for range selector
5x digital inputs “low active” for vehicle signals
These digital input / output signals are converted into 3x digital inputs “high active” for vehicle signals
a CAN signal in the E module and are communicated
to the transmission electronics via the ZF CAN bus. Outputs
2x digital outputs “low active” for vehicle signals
4x digital outputs “high active” for vehicle signals
Range selector Additional interfaces for

ZF-AS TRONIC
(e.g. buzzer, PTO unit, …)
E module
ZF CAN
Transmission electronics
ZF-AS TRONIC
1328 765 101 2-12 1999-12

2.4.3 Display
Drawing no. 0501 211 422
The display shows operating messages, warning If necessary, the display may be replaced by a display
instructions and system errors. Communication with unit with compatible interfaces produced by the
the transmission electronics occurs via a ZF specific vehicle manufacturer.
interface.
DISPLAYS
OPERATING MESSAGES WARNING INSTRUCTIONS

System self check Insufficient air pressure
(with ignition ON) (airless)
008 010 008 128
Transmission in Neutral Accelerator error

position
008 011 008 012
Gear selected Clutch overloaded.

Selector lower gear (clutch)
008 015 008 021
Manual operating mode, Clutch worn

gear selected, reversing
options (2 gears)
016 893 008 029
Reverse gear “Slow” selected Communication error

with display
(Electronic error)
008 109 008 122
Reverse gear “Rapid”

selected
008 107 SYSTEM ERRORS

PTO unit 1 is active (P). System error. Vehicle
Transmission neutral (N). can only be driven in
a restricted manner.
008 024 008 026
PTO units 1 and 2 are System error.

active (P). Starting gear 3 Stop!
selected (3).
008 102 008 027
Automatic operating mode is Example of error code: 53

indicated in the display by
4 bars and 2 arrows. (8th gear
013 586 is selected in the transmission). 008 103
Example of error code: 168

If 4 bars are displayed in
addition to the number, this
008 106 means: error no. +100.
1328 765 101 2-13 2000-09
2 Transmission system - components 2.5 Auxiliary units
2.5 Auxiliary units 2.5.1.3 Oil grades and oil fill quantities
2.5.1 Intarder The Intarder and ZF-AS TRONIC transmission form

the common oil supply. The oil fill quantities are
The Intarder is a hydrodynamic and therefore zero- increased as a result and can be taken from the
wear transmission brake. Intarder technical manual (order no. 6085 765 004).
The ZF-AS TRONIC with integrated Intarder may

2.5.1.1 General only be filled with SAE 30 engine oil, semi-synthetic
or fully synthetic oils.
Please refer to the manual (order no. 6085 765 004)
for an overview of system concept, layout, method ☞ The list of lubricants TE-ML 02 (see Chapter 4.3)
of operation, operating elements, function variants, provides information on the exact oil specification
periphery and safety functions, as well as for and the oil change intervals.
installation and diagnosis instructions.
☞ A separate technical manual is available for the 2.5.1.4 Coolant connection

ZF-Intarder (order no. 6085 765 004).
An oil and water heat exchanger is fitted to the
Intarder and this must be incorporated in the water
2.5.1.2 Mechanical interface circuit of the engine cooling system.
The Intarder is integrated in the ZF-AS TRONIC ☞ Please refer to the ZF-Intarder technical manual,
transmission. The Intarder can only be fitted at a later order no. 6085 765 004 for more information.
date if the transmission is converted. A decision on
also having the Intarder delivered must therefore be
made when ordering the ZF-AS TRONIC 2.5.1.5 Pneumatic interface
transmission.
The air connection can either be made via the air
The installation length between the SAE 1 flange boiler of the ZF-AS TRONIC transmission (☞ see
and the output flange is the same as that in the ZF- Chapter 4.5) or via a separate connection on the air
AS TRONIC without the Intarder fitted. tank for auxiliary consumers.
☞ The installation length of the transmission should ☞ See information in ZF-Intarder technical manual,
be taken from the standard installation drawings order no. 6085 765 004.
(see Chapter 4.1).
An electronics unit supplied with the Intarder is 2.5.1.6 Electrical interface

housed in the dry area of the vehicle (e.g. driver’s
cab). The Intarder has an electrical interface with the
vehicle wiring. There is no direct electrical
☞ For more information, please refer to the ZF- connection with the ZF-AS TRONIC.
Intarder technical manual, order no. 6085 765 004.
☞ Please refer to the ZF-Intarder technical manual
6085 765 004 for the circuit diagrams and wiring
plans of the various Intarder systems.
1328 765 001 2-14 1999-12

2 Transmission system - components 2.5 Auxiliary units
2.5.1.7 Communication interface 2.5.2 PTO units
The Intarder electronics contain a CAN interface as Engine-dependent PTO units are not available.
specified in SAE J 1939. Signals are exchanged via
this interface rather than via the vehicle’s other
system-compatible electronic units. 2.5.2.1 Clutch-dependent PTO units
☞ Please refer to the ZF-Intarder technical manual, The clutch-dependent PTO units can either be fitted
order no. 6085 765 004 for the signal contents in the workshop and supplied with the ZF-AS TRONIC
and specifications. or can be fitted to the ZF-AS TRONIC at a later date.
It should however be noted that the control unit of the
controllable PTO units must be integrated in the ZF-
2.5.1.8 Speedo signal AS TRONIC electrical system with its automated dry
clutch.
☞ When using the Intarder, the speedo signals should
be ensured in accordance with the information ☞ Please refer to the type sheet, order no.
provided in the ZF-Intarder technical manual, 1328 757 051, for an overview of the ZF PTO
order no. 6085 765 004. units available with regard to permissible levels
of torque and speeds attainable.
The roadspeed-dependent PTO units (for additional

steering pump or emergency steering pump) can
either be fitted in the workshop and supplied with the
ZF-AS TRONIC or can be fitted to the ZF-AS TRONIC
at a later date. The speed of these PTO units depends
on the output speed of the ZF-AS TRONIC.
☞ For more information on this PTO unit, please

refer to the type sheet, order no. 1328 757 051.
The PTO unit can be fitted at a later date. The

transmission electronics unit must be adapted.
1328 765 101 2-15 1999-12

3.1 Operating modes
3.2 Automatic drive program

3.2.2 Fully automatic gear changing
3.2.3 Automatic selection of start gear
3.2.4 Switching off the automatic drive program
3.2.6 Manoeuvring
3.2.6.1 Forwards gears
3.3 System safety

3.3.1 Principles
3.3.2 Clutch concept
3.3.3 Transmission control unit concept
3.4 Responses to faults
3.5 Diagnosis
1328 765 101 1999-01

3 Function description 3.1 Operating modes
3.1 Operating modes
The ZF-AS TRONIC transmission control unit is

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

signals or by signals via the communication system.
☞ Please refer to the TKI “Shift functions and

operating modes” (ZF no. 1328 761 019) for an
overview of the operating modes and their
functions.
1328 765 101 3-1 1999-12

3 Function description 3.2 Automatic drive program
3.2 Automatic drive program 3.2.3 Automatic selection of start gear
The automatic drive program of the ZF-AS TRONIC When the automatic drive program is active, the start
allows the vehicle to be driven in a fully automatic gear is calculated and selected fully automatically in
manner. To continue moving the vehicle, the driver accordance with the setting off conditions (gradient,
simply has to actuate the accelerator and brake loads, etc.).
(service brake and 3rd brake). The automatic drive
program is integrated in the electronics of the AS If the driver believes that the start gear, as shown in
TRONIC transmission system. the display, is too high, he can correct and lower this
using the range selector (☞ for more information,
refer to the functions of the range selector in Chapter
2.4).
To extend the clutch service life, corrections cannot
Once the electrical system has been switched on (by be made into a higher gear.
turning the ignition key) and the engine has been
started, the automatic drive program starts to operate A start gear will even be selected and engaged once
when the driver activates the forwards travel range. the ignition has been switched off and the vehicle
restarted.
Once the parking brake has been released and the
accelerator has been depressed, the vehicle sets off.
The fully automatic drive program determines when
gears should be shifted and the gear into which shifts 3.2.4 Switching off the automatic drive program
should be made.
Should a critical drive situation arise and the driver
wish to avoid automatic gear changing (retain a gear)
or shift gear manually (manual drive mode), the
3.2.2 Fully automatic gear changing automatic drive program can be switched off by
actuating the range selector accordingly (☞ for more
To adapt these fully automatic gear changes to the information, refer to the functions of the range
drive situation in question and to do this in a fuel- selector in Chapter 2.4).
efficient manner, numerous pieces of information from
the transmission and other electronic systems are This intervention can be made at any time when the
evaluated in the electronics of the transmission system vehicle is in motion. Appropriate failsafe
via data communication. mechanisms have been implemented to rule out the
risk of the engine ever being overrevved.
☞ For detailed information on the signals used for
the drive programs, please refer to the interface If the automatic drive program is switched off and the
specification 1328 761 005. vehicle moved through manual operation of the range
selector, the fuel consumption levels may then rise
depending on the manual gear selection made by the
driver.
Despite manual driving mode, the automatic start

gear is retained as in the automatic drive program.
Should an error occur in the transmission system or

in a data exchange with other systems, the automatic
drive program may switch itself off depending on the
effect of the error.
1328 765 101 3-2 1999-12

3 Function description 3.2 Automatic drive program
The automatic drive program can be re-activated at

any time when the vehicle is in motion. This is done
by operating the range selector accordingly.
☞ For more information, refer to the functions of the

range selector in Chapter 2.4
3.2.6 Manoeuvring
3.2.6.1 Forwards gears
The manoeuvring gears are

➢ 1st, 2nd and 3rd gear in the 16 AS 2601,
➢ 1st and 2nd gear in the 12 AS 2301 and
➢ 1st gear in the 10 AS 2301 (bus)
In certain driving modes, the automatic start gear

may be in the same range as the manoeuvring gears.
If the system selects a start gear which is outside the

manoeuvring range, the driver must change this to the
manoeuvring gear desired by intervening manually
on the range selector.
Automatic gear changes are not made when the

vehicle is in the “Manoeuvring” operating mode. If a
change into a lower gear is to be made during
manoeuvres, this must be done manually via the
range selector.
In the ZF-AS TRONIC systems for truck applications

16 AS 2601 and 12 AS 2301, the slower R gear is
usually selected. As a rule, automatic gear changes do
not occur in the reverse travel range – regardless of
the accelerator position. The rapid R gear must be
selected by manual intervention on the range selector.
When using the bus application (10 AS 2301), only

one R gear is available.
☞ For more information on the issue of

“Manoeuvring”, please refer to
TKI 1328 761 019.
1328 765 101 3-3 1999-12

3 Function description 3.3 System safety
3.3 System safety The system responses to simple faults are described
in a malfunction specification. Since the vehicle
3.3.1 Principles manufacturer is responsible for vehicle responses,
agreement is reached with the manufacturer on
The principles behind the ZF-AS TRONIC system responses to faults within the framework of a vehicle
safety concept are the requirements made by the integration FMEA. This includes vehicle faults which
Automobile Safety Act. The clutch and transmission may have an effect on the ZF-AS TRONIC. The
are not therefore considered as safety components definition of the malfunction response is written in
such as the brakes or steering systems. This means accordance with the principles of the
that the law does not believe that malfunctions caused aforementioned system analyses.
by faults in the clutch or transmission can lead
directly to safety-related malfunctions resulting in High levels of reliability were even provided for in
accidents. the conception stage of the ZF-AS TRONIC (number
of components, integrated module, reduction in scope
Since the ZF-AS TRONIC is however an automation of wiring).
system, which unlike conventional driveline The function and service life of the mechanical and
components takes on some of the processes otherwise pneumatic components have been designed in
controlled by the driver, it is also assigned an accordance with state-of-the-art technology and tried
increased level of responsibility. and tested in various trials.
System analyses undertaken: The defined nominal mode cannot be set if voltage
fails or the air supply is suddenly interrupted during a
➢ risk analysis as specified in DIN 19250 shift. In such instances, the last mode is retained
➢ system FMEA (extended duration is rare and probability of
➢ vehicle integration FMEA’s occurrence very low in accordance with riskograph
➢ K FMEA’s from DIN 19250).
The following situations have been defined as safer

and those to be aimed for in instances of error:
➢ “driveline closed” when vehicle in motion

➢ “driveline open” when vehicle at standstill
The following vehicle behaviour has been defined as

relevant to safety as a result of the system analyses:
➢ independent setting off

➢ setting off in opposite direction of travel
➢ blocked driveline when in motion
Special measures were undertaken during the

development of the ZF-AS TRONIC (e.g
redundancies, verification checks etc.) to avoid these
circumstances wherever possible.
Errors which do not lead to the drive behaviour listed
above will only influence agreed functions of the
AS TRONIC and therefore the reliability and/or
availability of the vehicle.
1328 765 101 3-4 1999-12

3.3.2 Clutch concept Exception: the clutch is closed, the nominal mode is
“open driveline” and the air supply or the voltage
The clutch actuator and the relevant software supply is interrupted. In this instance, the driver must
functions have been designed to ensure that switch off or stall the engine.
individual faults cannot cause undesired responses
(figure 1). The redundant valve system, travel
measurement aid and check valve ensure that a
defined nominal mode is ensured and/or set should
individual faults occur.
electrical Clutch actuator Operating and

pneumatic Check MV4 display elements
valve
MV3
Range
selector
Sensor
Power supply
MV2 interfaces for ZF-
AS TRONIC
MV1
Display
E module
Transmission actuator
Sensor
Pressure Pressure
relief sensor
Range change group valve ZF system CAN
Sensor
Splitter
ZF-ASTRONIC
Sensor
transmission ABS Intarder Engine
electronics ASR electronics
Select Sensor
Shift valves
Y1 ➠ Y9
Main transmission Main cutoff valve
Vehicle CAN
Figure 1: System diagram of ZF-AS TRONIC 2 014 876
1328 765 101 3-5 1999-12

3.3.3 Transmission control concept
The transmission control unit is designed to ensure

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

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

driving modes:
➢ independent setting off
➢ setting off in opposite direction of travel
➢ vehicle not setting off (gear already selected)
➢ driveline interruption during travel
➢ acceleration not OK
➢ blocked driveline during travel
The measures to be initiated ensure compliance with
the aforementioned criteria for behaviour in response
to errors and faults.
1328 765 101 3-6 1999-12

3 Function description 3.4 Responses to faults
3.4 Responses to faults Error class 1
If the AS TRONIC system detects faults or errors, Unrestricted drive operation possible
then the system reacts using back-up functions. The ➢ No errors shown in display
errors themselves are divided into error classes and
entered in the error memory once the ignition has ➢ Entry in error memory
been switched off. Error classes 2 and 3 are shown in ➢ Levels of comfort may be reduced
the display. The error message and the resulting
response to the fault can be deleted from the display ➢ Error can be rectified next time the vehicle goes
after a “vehicle stop” implemented via “ignition into the workshop
OFF” (reset). The error numbers can be called up via
the range selector, refer to Chapter 3.5 Diagnosis.
Error class 2
Restricted drive operation possible
Error class Display ➢ Error display shows “wrench” symbol

➢ Entry in error memory
1 none
➢ Reduced levels of comfort
➢ Increased shift times
2 ➢ Worsening in levels of manoeuvring and setting
off quality
3 ➢ Find a specialist workshop
Error class 3
Drive operation no longer possible

➢ Error display shows “STOP” and “wrench”
symbols
➢ Entry in error memory
➢ Gears can no longer be selected during travel, the
selected gear is retained
➢ When vehicle comes to standstill, shift is made
into neutral
➢ Contact nearest specialist workshop
1328 765 101 3-7 1999-12

3 Function description 3.5 Diagnosis
3.5 Diagnosis ZF-AS TRONIC diagnosis specification:
ZF diagnosis systems: ☞ refer to TKI 6009 774 004
The following ZF diagnosis systems are available for

the ZF-AS TRONIC: Error number display
on the ZF-AS TRONIC display:
➢ TESTMAN, for description, refer to
6008 750 001 (ZF diagnosis system for PC If an error has occurred, the error number can be
applications incl. ZF diagnosis adapter DPA 03 called up on the display. If serious system errors
and connection cable with ISO and/or SAE (Stop +wrench) have occurred, the vehicle cannot be
connection) driven any further.
➢ A terminal tester is available for electrical To call up error messages, the rotary switch is
troubleshooting of input and output signals of the positioned at neutral and the flick lever held in the +
vehicle interface with the ZF-AS TRONIC. This direction.
tester comes complete with an adapter for 20 or
18-pin plug connections. If the service brake is actuated at the same time, all
the errors stored in the error memory are displayed.
Communication: If the service brake is not actuated, only the errors

currently in place are displayed.
The hardware interface is implemented as specified
in
➢ ISO 14230-1
The following communication protocols are available

➢ ZF protocol
➢ keyword protocol 2000
– Data Link Layer Recommended Practice
(Status: Version 1.1; Date: 31.1.1999)
– Implementation of Diagnostic Services
Recommended Practice
(Status: Version 1.5; Date: 1.10.1999)
The protocol is transmitted via the “K-line”.
1328 765 101 3-8 1999-12

4 Installation
4.1 Transmission installation investigation

4.1.1 Standard transmission installation drawings
4.1.2 Installation drawings for PTO units + emergency steering pumps
4.1.3 Input shafts
4.1.4 Clutch bell housing
4.1.5 Clutch
4.1.8 Mounting
4.1.9 Transmission installation angle
4.1.10 Propeller shaft connection
4.1.11 Torsional vibrations
4.1.13 Cover / impact protection
4.1.15 Fording ability
4.1.16 Accessibility
4.1.17 Additional guidelines for vehicle body manufacturer
4.2 Temperatures
4.2.1 Permissible ambient temperatures on the transmission
4.2.2 Permissible oil temperatures
4.2.4 Additional transmission cooling
4.2.5 Use at very low temperatures
4.2.6 Storing the transmission at very low temperatures
4.3 Oil filling

4.4.2 Connector descriptions
4.4.3 Operating voltages
4.4.4 CAN bus installation
4.4.5 Requirements placed on wiring quality
4.4.6 Connector and mating connector designations
4.4.7 Other electrical interfaces on the ZF-AS TRONIC
4.4.8 CAN signals
4.5 The pneumatic system
4.6 Additional units

4.6.1 ZF-Intarder
4.6.3 ZF PTO units
4.6.4 Externally produced PTO units
4.7 Transmission installation on assembly line

4.7.1 Transport
4.7.2 Delivery of main transmission
4.7.3 Anti-corrosion protection
4.7.6 EOL programming

4.8.1 Operating and maintenance instructions
4.8.2 Handing over vehicle to end customer
4.9 Application and documentation

4.9.1 Application
4.9.3 Type plate
4 Installation 4.1 Transmission installation investigation
4 Installation 4.1.4 Clutch bell housing
4.1 Transmission installation The AS TRONIC has an integrated clutch bell

investigation housing. The AS TRONIC can therefore only be
supplied with an SAE1 engine connection. (☞ for
4.1.1 Standard transmission installation drawings connection dimensions, see installation
drawing).
Truck
Fastening to the flywheel housing
12 AS 2301 1327 600 015
➢ Use very strong (8.8) screws
16 AS 2601 1328 600 015
➢ Use shims as specified in DIN 125
12 AS 2301 IT
(heat exchanger, rear left) 1327 600 016 ➢ Observe the tightening torques specified
M10 46 ± 5 Nm
16 AS 2601 IT
M12 79 ± 8 Nm
(heat exchanger, rear left) 1328 600 016
CAUTION
Bus
Do not use toothed locking screws.
10 AS 2301 IT
(heat exchanger, rear right) 1327 600 007 Fastening with stud bolts
If the AS TRONIC is fastened by threaded pins
attached to the flywheel housing on the engine side,
the stud bolts must not protrude by more than 62 mm.
4.1.2 Installation drawings for PTO units + Reason: if they protrude by a greater distance than that
emergency steering pumps specified, it is very difficult to dismantle the
transmission actuator during servicing. In extreme
AS TRONIC with NAS/10 6091 607 003 cases, the transmission has to be removed before the
actuator can be dismantled.
AS TRONIC with NAS/PL 6091 615 003
6091 615 005
AS TRONIC with NH/1 6090 601 018
4.1.5 Clutch
AS TRONIC with NH/2 6090 602 015
AS TRONIC with NH/4 6090 604 010 Drawn clutches may only be used if they are torsion
dampened and if they have been deemed suitable for
the engine transmission combination in question. Pay
particular attention to the increased clutch service life
4.1.3 Input shafts associated with the AS TRONIC.
Standard:
The standard shaft is shown under 4.1.6.
1 - disc clutch, max. diameter 430 mm
An additional charge will be made for the supply of Optional:
other input shafts. 2 - disc clutch, max. diameter 400 mm
To ensure optimum shift processes, the following

clutch disc inertia torques must not be exceeded:
single disc clutch = 0.12 kgm2
twin disc clutch = 0.19 kgm2
If these values are exceeded, agreement must first be
reached with ZF.
1328 765 101 4-1 2000-09

ZF-AS TRONIC is supplied with a clutch release The OEM must provide ZF with the dimensions and
bearing as standard. The clutch actuator therefore no tolerances shown in Fig. 1. These are queried in the
longer has to be fitted at the OEM on the assembly customer specification.
line. The snap-on ring on the clutch release bearing is
the ZF-AS TRONIC interface with the clutch.
A
“Y” wear + tolerance
“X” release + tolerance
Engine connection length approx. 34 mm max. clutch release
Disc flywheel housing bearing travel
Set length
for clutch Z
31,75
Ø 25 f7
Ø 50,3
102,3
Length of push rod

is designed by ZF
Max. travel of
clutch actuator
70
109
Fig. 1
014878
014 878
1328 765 101 4-2 2000-09


Engine housing Magnetic stand
To ensure perfect function of the “engine/
transmission” combination,
Flywheel
➢ the centre of the pilot bearing (usually the centre
of the crankshaft) relative to the centre of the
transmission input Crank-
and shaft
➢ the connection face on the engine

may only deviate from the geometrically ideal
position if within certain limits. Dial gauge A
The following tolerances are permitted in relation to
the crankshaft axes:
016 855
➢ 0.1 mm roundness tolerance A for the

crankshaft bore (for the roller bearing which
guides the transmission input shaft)
➢ 0.2 mm roundness tolerance B for the centring
bore (to support the transmission) in the flywheel Engine housing Dial gauge B
housing
➢ 0.1 mm planeness tolerance C for the
transmission connection surfaces on the flywheel
housing
Crank- Flywheel
For these tolerances, we also make reference to the shaft
dimensions and tolerances specified in ISO 7649.
Magnetic stand
Pilot bearing
A life-long lubricated ball bearing, sealed on both

sides is required for permanent input shaft guidance. 016 856
The seal material must be resistant to temperatures of

between –40 and +150 °C. The roller bearing grease
must also be resistant to temperatures of between –40
and +150 °C. The seal material must be resistant to Dial gauge C
corrosion. Engine housing
Flywheel
Crank-
shaft
Magnetic stand
016 857
1328 765 101 4-3 2000-09

4.1.8 Mounting ZF proposal for the mounting
Only those screw-on surfaces on the trans- Fig. 3: Transmission flange-mounted on engine
mission housing and/or auxiliary intended for
transmission mounting may be used for such E
purposes. The nominal strength values defined for the
screw design is housing material GD-ALSI9CV3.
A B
Transmission mountings on the vehicle frame must
be designed following discussions with ZF ensuring
that additional forces are not
transmitted to the transmission housing by any
Mounting at A + B (both sides)
distortion of the vehicle frame.
Additional mounting point E possible, but not
necessary – even in ZF auxiliary units.
☞ Connection dimensions of the transmission
mounting, transmission weight and the site of the
centre of gravity are specified in the relevant
installation drawing. C E
The screws used for the transmission mounting must

comply with 8.8 quality. The specified tightening A
torque must be calculated in accordance with
VDI 2230 for mounting points C and E.
014877
The additional mounting point E is only required if
the measurements, calculations or tests in question
indicate the influence of critical levels of vibration or Mounting at A + C (both sides)
extreme shock loads. Care should however be taken Only for bus application 10 AS 2301.
to ensure that no forces are transmitted in the zero Special approval is required for other
position of the rubber bearing E and that the strength applications. Additional mounting point
of E is less than bearing A + C or A + B. E possible, but not necessary – even in ZF
auxiliary units.
NOTE
➢ Other threaded bores must not be used as
mounting points on the ZF-AS TRONIC.
➢ The minimum screw-in depth at mounting point C
must be 32 mm.
➢ The maximum vertical loading permitted at point
E is ± 3g. Otherwise E will have to be supported.
! DANGER
The bending torque of the bearing blocks on the
mounting face C must not exceed the limit value of
1900 Nm.
1328 765 001 4-4 2000-09

Rough calculation for mounting at C Fig. 6
Fig. 4 40 +- 20
C
SM
A
016999
C
a
b
Fc
c
2
mG = mass of transmission with all accessories, oil
and + water fill, propeller shaft, clutch release The central position of the screw connection on the
device frame and the screw connection on the transmission
mM = mass of engine with all accessories, oil + may not be offset by more than 20 mm (Fig. 6).
water, clutch
g = 9.81 m
s 2
Fc Fc
l l
2 2
016998
Fig. 5
l • (mM • a + mG • c) • g
MC = b•2 MC ≤ 1900 Nm
1328 765 101 4-5 2000-09

4.1.9 Transmission installation angle The vehicle may only be driven short distances if
inclines are greater than those stated.
The longitudinal transmission angle must not
exceed 5°. The ZF-AS TRONIC can tolerate an overall ZF must be contacted if the route gradients are often
angle (vehicle angle including transmission angle) of larger than those stated when the vehicle is used and
17° without incurring damage. This corresponds to a if other transmission combinations are in use.
route gradient of:
➢ 21% with 5° transmission angle The transverse transmission angle must not
➢ 30% with 0° transmission angle exceed 3°. ZF must be contacted if this figure is
exceeded.
Installation angle Route gradient (longitudinal) Route gradient

(longitudinal direction) Gradient (up) Gradient (down) Time (transverse)
30 % 30 % continuous
0°
Front 50 % 50 % ≤ 1 min
installation 10 %
21 % 40 % continuous
(truck) up to 5°
40 % 0% ≤ 1 min (20 % for
longitudinal
30 % 30 % continuous route gradients
0°
Rear 50 % 50 % ≤ 1 min of 0 %)
installation 40 % 21 % continuous
up to 5°
60 % 40 % ≤ 1 min
1328 765 101 4-6 2000-09

4.1.10 Propeller shaft connection Limit values for permitted deflection angles will be
indicated in the following sub-sections. If these are
A propeller shaft may cause torsional vibrations and observed, you can be certain that the vibration
bending vibrations in the driveline. The following amplitudes created by the propeller shaft will not
standard values should therefore be observed. The exceed the aforementioned value.
vehicle manufacturer is responsible for this
compliance. The limit values for the deflection angles are of
Specific approval must be granted to exceptions from particular use if there are no calculations or
the values given. measurements of the vibration amplitudes
available.
Permitted rotational irregularity

Permissible resultant deflection angle per joint
The maximum permitted angular acceleration
amplitudes (∆ε) in the driveline are 1500 rad/s2. If the propeller shaft is relocated, the resultant angle
Lower values will not cause vibrational damage. βR must first be calculated using the
following formula:
The rotational acceleration in the driveline can be
checked by means of calculation or measurement. tan βR = √ tan2 βH + tan2 βV
Alternatively, the rotation angle error (∆α, Fig. 7) can
also be used. where βH -deflection angle when viewed
horizontally (plan view),
Fig. 7 Rotational
∆α
angle error where βV -deflection angle when viewed
vertically (front view).
0.2
∆α
+0.1
Here the deflection angle β is defined as the angle
0 between the rotary axes in front of and behind the
0.1 joint in the relevant view.
0.2
1 rev. S 0013
For relationship between ∆α and ∆ε, see Fig 8:

β
∆εzul. ≤ 1500 rad = ∆α [°] • n [rpm ]
2 2
s 2 1306 007927
1.8
Rotational angle ∆α
1.6 ∆α An approximate value of angle βR can also be

1.4 determined from the diagram in Fig. 9.
1 rev.
1.2
1.0 Limit curve for

0.8
measurements
εzul. ≤ 1500 rad
s2
0.6
0.4
0.2
S 0014
1000 2000 3000
Propeller shaft speed n (rpm)
Fig. 8
1328 765 101 4-7 1999-12

angleββRR
20°
βR
18°
Beugewinkel
16°
Deflection
14°
standard range
Standard-Baureihe
12° max.
max. 7° with
7° bei PTO
Nebenabtrieb
10°
flange Ø 150 150
Flansch-Ø
8°
6°
flange Ø 165/180/225
Flansch-Ø 165/180/225
4°
2°
0°
500 1 000 1 500 2 000 2 500 3 000 3 500 4 000
Propeller shaft speednn(1/min)

Gelenkwellendrehzahl (rpm)
Fig. 10 Permissible propeller shaft deflection angle βR
Permissible resultant deflection angle of all joints

The resultant deflection angle βE is calculated from
001 100
the resultant angle of the individual joints. The

Fig. 9 Resultant deflection angle βR during
following formula is used:
spatial propeller shaft arrangement
βE = √  ± βR12 ± βR22 ± βR32 ± . . . 
Calculation example:
The plus or minus rule for the individual β angles is:
Plan view Front view
+ if the journal cross
90°
is vertical to the
Input Output
ßV=13° ßH = 9° output fork
– if the journal cross

S 0012 90°
is vertical to the
Input Output
input fork
tan βR = – 0.162 + 0.232 = 0.28 βR = 15.6°
S 0010
Following diagram: βR ≈ 15°

Limit value: ßE < 3°
☞ Propeller shafts calculation programs (graphs)

The reliability of βR depends on the type, size and
can be ordered from the ZF After-Sales Service by
speed of the propeller shaft, see Fig. 10.
quoting the following numbers: CD-ROM
(0000 766 707), diskette (0000 766 708).
CAUTION
Basis: Windows 3.11, 95, 98, NT
When working with PTO units, the
permissible deflection angle βR must not exceed 7°
1328 765 101 4-8 1999-12

Z arrangement W arrangement Angle error Res. defl. angle

∆β = β1 – β2 βE = √  – β12 + β22 
Example 1 ß1 =12°
ß1 =12°
(exact ß2 = 12° ß2 = 12°
Z or W 0° 0°
arrangement)
Example 2
(small ß1= 5° ß1= 5°
deflection
ß2 = 4° ß2 = 4° 1° 3°
angle with
angle error)
Example3
ß1 = 15° ß1 = 15°
(large
ß2 = 14° ß2 = 14°
deflection 1° 5,4°
angle with
angle error)
S 0011
Example 3 shows that even an angle error of 1° in larger deflection angles creates an impermissibly high resultant deflection angle
Fig. 11 Application examples showing the influence of

the deflection angles sizes β 1 and β 2 on the resultant deflection angle β E
1328 765 101 4-9 1999-12

Single arrangements Multiple arrangements

By guiding the shafts appropriately, attempts should
be made to create an exact Z arrangement of the The propeller shaft can often be optimized in
propeller shaft (β1 = β2) for all vehicle load statuses. multiple arrangements through the appropriate
selection of the cross journal position and by
varying the height of the intermediate bearing
(β angle division).
ß1 Axle
ß2 Fig. 13 shows one such example.
Transmission
S 0015
More information on this can be found in Fig. 12.
Leaf spring suspension produces a favourable Z Unfavourable arrangement

arrangement using parallel axle guidance.
Condition β1 = β2 also remains to some extent βE = √  – β12 + β22 – β32  = (13.6°)
during extreme suspension movement.
ß1 =9.5°
ß1 Spring travel h
ß2 ß2 =5° Axle
loaded
empty Transmission
ß 3 =11°
Axial movement
S 0016 S 0017
A swing axle produces an unfavourable Z

arrangement using axle swinging movements. Optimized arrangement
Condition β1 = β2 is only satisfied in the central (by modifying the cross journal position)
position. During axial movement, the angles are
not equal. βE = √  – β12 – β22 + β32  = (2.4°)
ß1 =9.5°
ß1 h
ß2 ß2 =5° Axle
Swing travel
loaded Transmission
central position ß3 =11°
-0+ S 0017
Axial movement S 0016
Fig. 12 Influence of axial guidance Fig. 13 Optimization of the propeller shafts drive by
on the propeller shaft deflection angle changing the position of the universal joint
1328 765 101 4-10 1999-12

Further information 4.1.11 Torsionsional vibration
– Balancing: the propeller shafts must be The driveline must be designed and co-ordinated in a
dynamically balanced to quality level 16 as manner which ensures that no points of
specified in VDI Guideline 2060 (Fig. 14). resonance arise in the operating speed range.
Vibrations permissible on the transmission input

(input shaft)
250
S 0018
Permissible residual imbalance per mass
200
150 Full load characteristics

Vollastkurve
TMot.
of balancing weight [gmm/kg]
+15%
100 100% +15%
80
Permitted
zulässige
Q
16
60 Schwingungs-
levels of
überhöhungen
excess
vibration
40
30
300 500 700 900 1500 3000 4000
Propeller shafts speed n (rpm) 0

nMot.
Fig. 14 Balancing quality Q 16
as specified in VDI guideline 2060
– Permissible concentricity and planeness errors Vertical vibrations caused by road surface
of connection flange: unevenness
Concentricity & plane- Centring The supports recommended by us ensure the

ness deviation (mm) adapt. following vibration strengths:
0.06 h7 ➢ continuous load: ± 5g (< 30 Hz)

➢ peak load max: ± 7g (< 30 Hz)
– Lubrication:
The propeller shaft manufacturer specifications for Bending vibrations caused by the propeller shaft
lubrication should be observed. and/or engine
You must be able to easily move the sliding piece
when under load. The vehicle manufacturer is responsible for design
and co-ordination.
– Rotational irregularity:
Permissible amplitude of rotary angle To prevent bending vibrations caused by the
acceleration (ε) on the input shaft and on the output propeller shafts, the maximum length should be
limited to 1500 mm. With lengths of > 1500 mm, the
εzul. ≤ 1500 rad
s2 propeller shafts manufacturer should undertake
calculation and present this to ZF.
1328 765 101 4-11 2000-09

4.1.13 Cover / impact protection 4.1.16 Accessibility
When the vehicle is used in instances where there is For identification, test, maintenance and repair
the risk of transmission damage caused e.g. by bulk purposes, the following parts of the AS TRONIC
cargo and increased levels of dirt as a result of snow, (☞ see figure*) system must be accessible.
salt water, dust and water, the relevant cover plates
should be used. ➢ Type plate on E module (☞ see drawing
Furthermore, the vehicle and vehicle body 6041 622 023), transmission actuator and
manufacturers must ensure that all overhead plug transmission (☞ see installation drawing)
connections are protected from damage (e.g. impact
➢ Oil fill and oil drain screw and overrun
protection).
measurement (☞ see installation drawing)
➢ Compressed air connection with at least
40 mm clearance
➢ 24 mm clearance for connector dismantling on
transmission actuator.
Screw connections on the ZF-AS TRONIC must not
Furthermore, a minimum of 110 mm
be released at a later date to attach
clearance should be available above this for the
additional brackets.
removal and installation of the transmission
actuator (☞ see installation drawing)
➢ 220 mm clearance for connector dismantling on
4.1.15 Fording ability E module (☞ see drawing 6041 622 023)
➢ Vehicle’s diagnosis connector ( preparation site
CAUTION
defined by the OEM) must have sufficient
ZF-AS TRONIC is not capable of fording in its
clearance for Testman (at least 80 mm)
volume production version.
➢ 10-pin connector on clutch actuator, at least
50 mm
➢ Both speedo sensors
For service purposes
*den
Bitte fŸr Servicezwecke
please do not obstruct * Please in case of any service
Aus/Einbauraum des
12
installation space
Getriebestellers
of
freihalten
activities, we need de/installation
space for the transmission actuator ➢ All connection connectors
transmission actuator.
There must be a free space of at least 50 mm behind
50*
the transmission for the transmission to be removed
110*
150*
without the engine first having to be removed.

150 *
016859
1328 765 101 4-12 2000-09

4.1.17 Additional guidelines for the The vehicle body manufacturers should pay
vehicle body manufacturer particular attention to
☞ Chap. electrical system, TKI 6029 705 003
The reciprocal relationships of the vehicle’s
vehicle wiring, TKI 1328 761 005 transmission
electronic units must not be disturbed through the
actuator
use of a different wiring routing system (see system
structure). In the event that fundamental changes ☞ Chap. pneumatic system
are made to the installation and these effect the
AS TRONIC system, the ZF installation approval CAUTION
ceases to apply. No consumers may be inserted downstream of the
non-return valve.

(observe TKI 6029 705 003 vehicle wiring)
➢ Do not bend cables.

➢ Observe the temperature range (sees ambient
temperature Chapter).
➢ Do not fit to water, oil or pressure lines.
➢ Wiring must not be subjected to load.
➢ Avoid relative movements (chafing) between the
wiring and its surroundings, e.g. vehicle frame.
➢ The cabling must be at a distance of at least
200 mm from the generator.
➢ Note any possible EMC interferences. Do not
route cables close to HF lines.
➢ Do not connect any earth/ground cables with the
transmission.
➢ When undertaking arc welding on the vehicle

ensure that currents do not flow through the
transmission and the associated electronic units.
➢ Limitations must not be placed on wiring when
undertaking any work on the vehicle.
Once work has been completed near the lines, these
should be checked for damage. Also check that the
connectors are fitted correctly. The same applies to
the pneumatic lines, oil lines and water lines (e.g.
with the Intarder).
1328 765 101 4-13 2000-09

4 Installation 4.2 Temperatures
4.2 Temperatures • In bus applications, we recommend that

temperature measuring journeys are undertaken
Temperature measuring journeys are required for since the installation conditions and the maximum
approval of all ZF-AS TRONIC applications. speed sometimes deviate considerably from those
Emphasis should be placed on the following of other applications.
measurements
Here, e.g. with an outside temperature of 20 °C, in
➢ on uphill inclines a journey lasting approx. 2 hours at maximum
speed, the transmission oil temperature should not
➢ on downhill inclines and exceed 90 °C.
➢ once the vehicle has been parked
• In special vehicles (cranes, fire engines etc.), we
also recommend that temperature measuring
During these measuring journeys, the customer must journeys are undertaken. The same permissible
prove that temperatures apply as for normal commercial
vehicle applications.
➢ the max. ambient temperature
➢ the temperature on the transmission actuator and • For transmissions with a ZF-Intarder and for
the ZF-Transmatic (WSK), the permissible
➢ the permissible permanent temperature temperatures specified in the relevant manual
are below the limits specified here. apply.
If this is not the case, measures will have to be taken

to reduce the temperature.
The following could cause the the permissible

4.2.1 Permissible ambient temperatures on the temperatures to be exceeded:
transmission ➢ encapsulated and noise-insulated transmission
installation
Max. ambient temperature: 95 °C
(at 50 mm distance from transmission) ➢ insufficient distance between exhaust and
transmission
This temperature is measured in the area around the ➢ exchange of air with transmission environment
transmission actuator cover. not possible (measures on vehicle)
➢ influence of heat from attached externally
produced retarder
4.2.2 Permissible oil temperatures ➢ very high or very low roadspeed
The permissible permanent temperature – ➢ oil level too high
measured in the transmission oil sump – in ➢ PTO unit operated with vehicle at standstill
commercial vehicle applications is 110 °C. Brief
peaks in temperature (max. 30 min.) of up to The following measures are required:
130 °C are permitted. The total of these peak values
may amount to a maximum of 10 % of the oil change ➢ Distance between exhaust, water pipes, other
interval. sources and transmission: min. 100 mm
➢ Attach screen sheets to vehicle
1328 765 101 4-14 2000-09

4 Installation 4.2 Temperatures
4.2.4 Additional transmission cooling Outside temperatures down to – 40 °C
If the permanent temperature in the oil sump is above When using vehicles in outside temperatures
110 °C, additional cooling is required. This applies in permanently between 0 °C and – 40 °C, there are
all instances in applications with some restrictions which must be noted:
➢ heavy goods vehicles
➢ ZF always recommends that a warming-up phase
➢ areas with outside temperatures of above of at least 10 minutes be observed at an increased
40 °C idling speed of approx. 1500 rpm when at
temperatures of – 20 °C.
➢ At transmission temperatures of below – 35 °C,
Connecting a heat exchanger
the transmission must be pre-heated before the
engine is started. This can be done e.g. using hot
The ZF-ASTRONIC has the connections required for
air which must not however exceed + 150 °C on
a heat exchanger.
the transmission.
☞ See installation drawings in Chapter 4.1.1
CAUTION
Do not preheat on the transmission
actuator.
Please note the following when connecting a heat
exchanger:
– The engine may be started at transmission
A by-pass line (by-pass valve 0.5 bar) must be fitted
temperatures of between 0 and – 35 °C.
in front of the heat exchanger between the suction
and pressure side. The transmission must not be – The transmission can operate at trans-
operated if the heat exchanger is not connected. mission temperatures above – 30 °C and all
functions are available. Longer shift times
☞ When undertaking oil filling and oil level should be expected.
monitoring in conjunction with a heat exchanger,
the relevant operating manuals and installation
drawings should also be observed.
4.2.6 Storing the transmission at very low
temperatures
4.2.5 Use at very low temperatures The transmissions can be stored at outside
temperatures of – 40 °C.
Outside temperature of down to – 30 °C
The ZF-AS TRONIC may only be used with oils in

accordance with relevant valid ZF list of lubricants
TE-ML 02. There are however certain restrictions
which must be noted.
➢ ZF always recommends that a warming-up phase

of at least 10 minutes be observed at an increased
idling speed of approx. 1500 rpm when
temperatures are of below – 20 °C.
1328 765 101 4-15 2000-09

4 Installation 4.3 Oil filling
4.3 Oil filling Information on transmission ventilation
The ZF-AS TRONIC transmission is supplied with oil The transmission is fitted with a vent on the
as standard. transmission actuator module as standard. The vent
should be protected from great amounts of water.
The oil change intervals are adapted to the Special applications such as off-road vehicles, refuse
appropriate oil grade of the oil filled into the collection vehicles, milk-collecting vehicles which
transmission (see TE-ML 02). are often cleaned with a water jet, dampness or damp
air can be sucked through the vent through sudden
☞ For the approved oils and the oil change cooling of the transmission, resulting in the
intervals attainable with them, please refer to the formation of condensate in the transmission. Even
latest relevant addition of the list of lubricants coaches, in which the transmission is located in the
TE-ML 02 (ZF no. 1205 754 022). water ejector of the rear wheels, can be affected by
this. Since water in the transmission oil is harmful for
When attaching an Intarder and/or a PTO unit, the oil the transmission, ZF provides a hose ventilation
filling quantity in the transmission rises. system in the vehicle dry compartments. This is
available as a retrofitting set rather than the standard
☞ Reference is made to the oil quantities required in vent and can be ordered from ZF After-Sales Service
the installation drawings, the Intarder technical using ZF number 1315 298 021.
manual (ZF no. 6085 765 004), standard
operating manuals and the PTO unit type sheet
(ZF no. 1328 757 051).
The AS TRONIC transmission has one oil filler plug

on each side and, depending on version (with/without
Intarder), it has one or more oil drain plugs.
☞ For the position of these plugs and the tightening

torques, please refer to the relevant installation
drawing (Chapter 4.1), the Intarder technical
manual (ZF no. 6085 765 004) and the operating
manuals (ZF no. 1327 758 001 and 1328 758 004).
Even if reference is made to oil quantities in the

aforementioned documents, the oil level must
however be correct on the transmission itself. To
ensure that this is the case, with the vehicle standing
on horizontal ground, fill oil into one of the oil filling
apertures until the filling height has reached the
lower edge of the filling aperture and/or until oil
starts to escape from this oil filling aperture. For
Intarder applications, please note that complete
filling is only reached once the vehicle is moved and
after the second filling process (☞ see Intarder
technical manual ZF no. 6085 754 004).
1328 765 101 4-16 2000-09

4 Installation 4.4 The electrical system
The arrangements and networking of all Display Range selector

electronic components required for the Additional interfaces
function of the ZF-AS TRONIC trans- for ZF-AS TRONIC
mission system are shown as a diagram in
the system layout.
In the standard system layout, in addition to

the ZF-AS TRONIC electronic unit, this
Serial line
includes the engine’s (or vehicle’s) electronic ZF E module
unit, ABS and Intarder and also the display
and range selector with E-module. The ZF CAN
electronic units only communicate with one
another via the vehicle driveline CAN, as ZF-
Engine Intarder
defined in the Standard SAE J 1939. The ZF-AS TRONIC electronics ABS
electronics
ZF-AS TRONIC communicates with the E unit unit
module via another CAN interface (ZF
CAN). The ZF display is activated by a serial
data line. Vehicle driveline CAN
• Voltage supply
If the vehicle is fitted with an on-board • Diagnosis
• Speedo signal 014 879
vehicle computer, signals can pass via this
from/to range selector, displays, PTO units,
R gear relay etc. and the module interfaces Fig. 15 with ZF-E module
are no longer required.
Dashboard Range selector Additional interfaces for
The circuit diagram is the electrical wiring ZF-AS TRONIC
diagram of the ZF components in the system
layout. It is used to establish the wiring, for
which the connectors of the ZF components
are also shown.
If the wiring for connecting the ZF
OEM-bus
components, up to the transferred engine

connector (electrical connector in E box), Vehicle computer electronic
is supplied by ZF, then ZF will also draw s unit
up a connection diagram.
Vehicle driveline CAN
Standard wiring and connection

diagrams are: Engine ZF-
ZF-AS TRONIC electronics ABS Intarder
6029 713 016 Wiring diagram with unit electronics
unit
E module
6029 713 040 Connection diagram with
E module
• Voltage supply
6029 713 025 Wiring diagram with • Diagnosis
computer • Speedo signal
014 880
Fig 16 with computer
☞ Special version only available in agreement with ZF.

1328 765 101 4-17 1999-12
4.4.2 Connector description
4.4.2.1 Connector on transmission
The wiring to the clutch actuator and output speed This wiring is supplied with the transmission.
sensor is connected to the transmission connector of
the transmission actuator.
Pin Pin Name Explanation

20-pin 18-pin
6 6 VMGA2 Earth and sensor supply analogue: for output speed sensor
7 7 ADS1 Activation of solenoid valve for clutch actuation: close slowly
8 8 ADS3 Activation of solenoid valve for clutch actuation: close rapidly
9 9 ADS2 Activation of solenoid valve for clutch actuation: open slowly
10 10 EU1 Clutch position as analogue voltage 0...5 V
11 11 EF Speed signal from transmission output. (Voltage supply 24 V)
12 12 ADS4 Activation of solenoid valve for clutch actuation: open rapidly
15 15 AU Voltage supply for clutch position 5 V
16 16 VM1 Earth supply for solenoid valves
17 17 VM2 Earth supply for solenoid valves
18 18 ADVP Voltage supply output speed sensor
20 2 VGMA1 Earth and centre supply analogue: for output speed sensor
☞ 18-pin only possible in agreement with ZF (special version)
1328 765 101 4-18 1999-12

4.4.2.2 Electrical connector for vehicle
The vehicle connector on the transmission connector into the vehicle dry compartment, can also
actuator is the connection with vehicle power supply. be supplied by ZF. The requirements and purposes of
The mating connector required is listed in the the individual lines are explained below in more
connector overview Chap. 4.4.6. detail and in relation to the pins.
Alternatively, a connection cable, running from this
Pin Pin Name Explanation

20-pin 18-pin
1 1 VPI Voltage supplied to term. 15, 24 volts (ignition key)
(supply of computer core and communication interfaces)
Fuse minimum 3 amps, maximum 10 amps
2 2 SDDK Serial interface for communication as specified in ISO/DIS 14230
Connection for ZF diagnosis tester.
3 3 CANF2-H ZF’s own CAN interface (CAN high signal), line colour: red.
Interface between transmission electronics unit and ZF components
4 4 VPE1 Voltage supply to term. 30, +24 volts, (continuous positive)
(supply of computer cores, communication interfaces and digital
outputs).
Once ignition, term. 15 is switched off, the electronics units is supplied via this
pin for a brief overrun time.
During this time, active errors are written into the memory and/or the
transmission is brought into defined state.
10 amp fuse.
5 5 VPE2 Redundant supply connection (see VPE1, pin 4)
6 6 CANF2-L ZF’s own CAN interface (CAN low signal), line colour: black.
Interface between transmission electronics unit and ZF components.
7 7 SDEF Input frequency signal.
Redundant recording of output speed from tachograph.
8 8 CANF1-H Vehicle or system CAN interface (CAN high), line colour: yellow.
Interface between transmission electronics unit and vehicle electronics units
(e.g. EDC,ABS ASR, Intarder etc.).
Communication interface as defined in SAE J1939 and/or ISO 11898.
9 9 SD Serial communication interface for connection of the electronic
components such as ZF display.
10 10 SDP Serial communication interface with power output stage (500mA).
11 11 ADVP1 Digital output of 24 volts to supply ZF components such as display, warning
buzzer and/or warning lamp.
Trigger output for E module (wake up function)
Output remains switched on after ignition “OFF” incl. overrun time of
transmission electronics unit to keep system functions active (e.g. E module,
warning, display and diagnosis functions); Imax. consumption: 390 mA
12 12 CANF1-L Vehicle or system CAN interface (CAN low), line colour: green,
Interface between transmission electronics unit and vehicle electronics units
(e.g EDC, ABS, ASR, Intarder etc.)
Communication interface as defined in SAE J1939 and/or ISO 11898
1328 765 101 4-19 2000-09

Pin Pin Name. Explanation

20-pin 18-pin
13 13 CANF1-L+ 2nd connection point for vehicle and/or system CAN interface (CAN low).
Allows simple contact as central or end consumer.
CANF1-L is bridged with CANF1-L+ on the printed circuit.
For more detailed description, see CANF1-L. Line colour: green.
14 14 CANF1-H+ 2nd connection point for vehicle and/or system CAN interface (CAN high).
CANF1-H is bridged with CANF1-H+ on the printed circuit.
Allows for simple contact as central or end consumer.
For more detailed description, see CANF1-H. Line colour: yellow.
15 15 CANF1-T For configuration of CAN end consumer.
This pin is bridged (open end terminal resistance) with CANF1-L+ on the end
consumer’s configuration.
16 16 VM1 Earth supply 1 (route VM1 and VM2 with separate line guidance to vehicle
earth neutral point)
17 17 VM2 Earth supply 1 (route VM1 and VM2 with separate line guidance to vehicle
earth neutral point)
18 18 VMHF1 Connection option of a possible CAN line sheathing
(high frequency earth)
19 – VMHF2 Connection option of a possible CAN line sheathing
(high frequency earth)
20 – VM3 Earth supply 3 (redundant to VM1 and VM2)
☞ 18-pin only possible in agreement with ZF (special version)
4.4.3 Vehicle supply voltages
Nominal vehicle supply voltage UN: 24 V DC

Permissible operating voltage: 18 - 32 V DC
Overvoltage strength: 36 V, 40°C 1h
1328 765 001 4-20 2000-09

4.4.4 CAN bus installation Non-linear CAN connection

(tap line not linear)
The vehicle manufacturer is responsible for the CAN ☞ see Fig. 18
bus installation.
The ASTRONIC can be integrated into all known The non-linear connection is more sensitive to faults
CAN bus topologies (linear CAN connection, non- but a simpler type of CAN network.
linear CAN connection). This creates what is commonly referred to as a tap
Experience has shown that sheathed line routing, line between intersection (point B) and the electronic
such as that described in the standards, is not unit (point A).
necessary. Line routing via twisted lines (twisted
pair) is normally sufficient. This tap line must not exceed the maximum length
defined in the standards (see standards SAE J 1939,
ISO/DIS 11898).
Linear CAN connection (no tap lines) Transmission problems may occur if there are
☞ see Fig. 17 deviations from the maximum length specified (e.g.
when using terminal testers or intermediate cable sets
From today’s viewpoint, the linear connection is an etc.).
economically and technically (EMC aspects) good
solution as it is relatively insensitive to faults, even at
higher transfer rates (500kb). Line version
The ZF transmission system supports this kind of The line version must also be designed as
CAN connection. The CAN lines are passed through specified in the existing standards (SAE J 1939 and
the control unit (2 connections each for CAN_H and ISO/DIS 11898), which envisages the lines being
CAN_L). twisted or twisted + sheathed.
Electronic Electronic
Electronic unit
unit unit
B
A …n
R1 CAN_H CAN_H+ CAN_L CAN_L+ R1*
CAN_H
014 881
Fig. 17 CAN_L * R1: bus terminal resistance
Electronic Electronic Electronic Electronic

unit unit unit unit
A B C …n
Point A Point A
R1 R1*
CAN_H
Point B
014 882 CAN_L

Point. B
Fig. 18 * R1: bus terminal resistance
014882
1328 765 101 4-21 1999-12

Bus terminal resistance
The transmission control unit has an integrated bus

terminal resistance which can be activated via the
wiring on the electronic connector.
The electronics unit can therefore be used as a CAN
BUS end consumer and/or central consumer.
If the transmission electronics unit is the CAN BUS

end consumer version, the line bridge in the
electronics unit connector (electrical connector) must
be used in accordance with Fig. 19 (bridge from
PIN 12 to PIN 15).
Transmission electronics unit as

CAN BUS end consumer
The electronics unit
Terminal
resistance
Vehicle wiring
014 884
Fig. 19
If the transmission electronics unit is the CAN BUS

central consumer version, this line bridge is no longer
required, see Fig. 20.
1328 765 101 4-22 1999-12

Transmission electronics unit as CAN BUS central consumers
Electronics unit
Terminal
resistance
Vehicle wiring
free
014 883
Fig. 20
4.4.5 Requirements placed on wiring quality Wiring must not hang freely.
The connector connections must not be tightened
A distinction is made between two fundamental down firmly.
installation situations.
The operator must ensure that the connector and
1. Wiring which is routed in the cab or in the vehicle mating connector are compatible and snapped into
frame. place.
2. Wiring which is routed on the ZF unit or in the area
directly next to the unit or engine. Stringent The operator must ensure that relative movements,
requirements apply here with regard to e.g. between vehicle frame and transmission, cannot
temperature, mechanical characteristics, resistance damage the wiring.
to operating fluids.
The fastening material must be selected ensuring that
the wiring is neither crushed nor damaged in any way
Routing and fastening or pre-damaged.
The wiring should be routed in the vehicle in a CAUTION

manner which ensures that it A sufficient distance should be maintained from
sources of heat such as the exhaust, heat
a) is not damaged exchanger etc. or protection from the heat should
b) can be accessed again at all times be provided.
The wiring should be routed and fastened on ☞ For more technical requirements, refer to
protected points in the vehicle. The cable must be TKI 6029 705 003.
fastened at no more than 20 cm after the transmission
electrical connector.
1328 765 101 4-23 1999-12

4.4.6 Connector and mating connector designations
Connector Use Type Manufact. ZF number Manu. no. CKD no.

X1 Transmission 20-pin Bu Kostal 6029 201 675 09432001 6029 199 090
actuator 22124472200
10800444521
10800472632
Transmission 18-pin Bu Kostal 0501 317 367
actuator
Special version
X36 ZF E module 35-pin AMP 6029 201 262 925379-1 6029 199 091
928544-1
925380-1
ISO-1481-
Screw
ST 2.9X9.5-F
Gasket ZF
6020 303 013
X21 Diagnosis 6-pin ST MNL AMP 6029 201 121 926682-3 6029 199 027
926887-1
X21 Diagnosis 6-pin Bu MNL AMP 6029 201 120 350715-1 6029 199 092
Mating connector 926882-3
X2 Range selector 14-pin Bu AMP 6029 201 403 927771-3 6029 199 042
J.P.T. 929504-5
X5 Display 8-pin Bu AMP 6029 201 676 927771-3 6029 199 108
J.P.T. 929504-3
A14 Output sensor 4-pin BU DIN AMP 6029 201 618
Bay. angle
X17 Junction 22-pin Bu JPT AMP 6029 201 336 927771-3 6029 199 043
Veh. power supply 929504-7
X17 A Junction 22-pin St JPT AMP 6029 201 354 928930-5 6029 199 025
Mating conn. Veh. power supply 929505-7
Veh. power supply 929504-6
X18 A Junction 18-pin St JPT AMP 6029 201 365 928930-5 6029 199 026
Mating conn. Veh. power supply 929505-6
X18 A Junction 6-pin Bu JPT AMP 6029 201 367 6029 199 109
Mating conn. Vehicle power
supply CAN
X18 A Junction 6-pin St JPT AMP 6029 201 366 6029 199 110
Mating conn. Vehicle power
supply CAN
Cab 929504-6
X20 Junction 18-pin St JPT AMP 6029 201 365 928930-5 6029 199 026
Mating conn. Cab 929505-6
to X19
S12 for neutral- 4-pin Bu DIN AMP
switch straight bay
1328 765 101 4-24 1999-12

4.4.7 Other electrical interfaces on the 4.4.7.2 Speedo sensor

ZF-AS TRONIC
There is an output speed sensor on the ZF-AS
4.4.7.1 Neutral switch (S12) TRONIC which provides the relevant signal for the
tachographs (see installation drawing).
The transmission neutral switch ( S12 ) is
located on the transmission at position G32 (see Drawing number: 0501 210 854
installation drawing). The circuit starter is connected
with transmission neutral switch via the relay E17 so Order number: 0501 210 855
that the engine cannot be started with a gear selected. (screw-in length 19.8 mm,
If the transmission is mechanically in neutral, the in ZF-AS TRONIC with Intarder)
neutral switch contact is closed.
Order number: 0501 210 859
One neutral switch is available for the ZF- (screw-in length 90 mm,
AS TRONIC: in ZF-AS TRONIC without Intarder)
➢ Switch 0501 210 058
(Bayonet connection as specified in DIN 72585)
4.4.8 CAN signals
Comment:
If the neutral signal is implemented via CAN, the
The requirements placed on external signals required
mech. neutral switch is no longer required.
to operate the ZF-AS TRONIC are described in the
ZF TKI 1328 761 005. Here you will also find
Fig. 21: Switch 0501 210 058
descriptions of the signals sent from the ZF-
G32 1:1 AS TRONIC. Furthermore, the quality, accuracy
BAJONETTANSCHLUSS DIN 72585-A1-2.1-A G/K1 and if necessary the repeat rate (CAN) required is
BAJONET CONNECTION
35.1
determined for all external signals.
1.5
Most of the requirements placed on the signals

correspond to SAE J1939.
Ø 23.6
1
2
SW27
The ZF-AS TRONIC expects different higher repeat
W.A.F. rates for a few signals only.
For today’s level of development these signals are

➢ the accelerator position (with idling switch)
➢ the wheel speeds from the ABS.
The signal specification from TKI 1328 761 005

must be confirmed by vehicle manufacturer. Special
agreement must be reached if there are deviations
from this.
The E1 certificate provided by the Federal office for

Motor Traffic can be obtained from ZF.
1328 765 101 4-25 2000-09

4 Installation 4.5 The pneumatic system
4.5 The pneumatic system The following should be noted:

➢ In example 1, the air supply takes priority over the
The air supply for the ZF-AS TRONIC shift system is shift system for the brake system as a pressure
of relevance to the safety of the vehicle. All statutory relief valve (> 5 bar) is mounted upstream of the
specifications, such as those regarding the brake ZF-AS TRONIC air circuit.
system, must therefore be observed.
➢ In example 2, the air supply has priority over the
The air supply can be connected to the vehicle in two other auxiliary consumers for the ZF-AS TRONIC
ways. Firstly in front of the 4-circuit protective valve as a pressure relief valve is mounted upstream of it
(example 1) or secondly after the 4-circuit protective (> 5 bar) .
valve on the auxiliary consumer circuit (example 2).
Example 1
Compressor 4-circuit
protective
Air dryer
valve
Overcurrent
valve 5 bar*
Transmission
actuator
with pressure sensor Inner Ø = 9 mm
014885
10 L
Clutch Non-return valve

actuator
D-I = 9 mm
* It is essential that the pressure set on the overflow valve is less than
max. 4 m the pressure of the overflow valves in the 4-circuit protective valve for
the auxiliary consumers
Example 2
Compressor 4-circuit
protective
Air dryer
valve
Transmission
actuator
with pressure sensor D-I = 9 mm
10 L
Clutch Non-return valve

actuator Over-
D-I = 9 mm current
Auxiliary
valve
max. 4 m consumer
5 bar
014886
1328 765 101 4-26 2000-09

4 Installation 4.5 The pneumatic system
Air tank Air lines
A separate air tank is provided for the shift The air lines between the ZF-AS TRONIC air tank
system. This has a non-return valve as its failsafe and transmission actuator and clutch actuator must
mechanism. No other air consumers may be have a nominal width (inner diameter) of at least
connected to this pneumatic circuit – with the 9 mm. Maximum lengths of 4 m must be observed.
exception of the ZF-Intarder.
The non-return valve prevents pressure from falling
in the tank should a leak occur or should there be no Air quality
air in the rest of the air system.
Air tank minimum volumes: The compressed air made available by the vehicle
➢ AS TRONIC 10 dm3 must be cleaned, dried and free of condensate.
➢ AS TRONIC + IT 20 dm3 Air particle filter: mesh width 40 microns.
Maximum permitted water content in the compressed

Air pressure air: 15% (relative air humidity).
Operating pressure required: 7.0 – 12.0 bar. Ambient Water content

When operated at the minimum pressure level of temperature [°C] [g/m3]
7.0 bar, the shift system shifts and engages in an -20 0.136
unreliable manner. For the driver still to be able to -10 0.332
perform a few shifts when there is a shortage of air in 0 0.726
the system, the ZF-AS TRONIC must have a system 10 1.41
pressure of at least 8 bar. 20 2.6
30 4.55
The transmission actuator uses an integrated pressure 40 7.66
reducing valve to reduce the air pressure to 7 bar to
preserve the shift elements and attain homogeneous
shift characteristics.
Pressure display/warning
Air consumption A pressure sensor is integrated in the transmission

actuator. This provides the driver with a warning
Air displacement volumes required: should the pressure fall to below 6.2 bar. This is
at least 5 dm3/min at 8 – 10 bar. shown on the ZF display (AL) and/or can be sent as a
message on the CAN.
The vehicle’s air system should be designed to ensure
that at least the aforementioned volumetric flow of air
is available to the ZF-AS TRONIC air circuit.
This assumed requirement is based on the

consumption of 9 shifts and 1 starting procedure
(“ignition on” with clutch actuator calibration) per
minute.
1328 765 101 4-27 1999-12

4 Installation 4.6 Auxiliary units
4.6 Auxiliary units 4.6.3 ZF PTO units
4.6.1 ZF-Intarder ZF PTO units can be attached in three ways. Firstly in

the plant when the transmission is supplied, secondly
The ZF-Intarder cannot be attached at a later date. at a later date by the vehicle manufacturer or lastly in
The ZF-Intarder must always be taken into the end customer’s finished vehicle.
consideration at the time when the transmission order
is placed. ☞ The attachment manual for ZF PTO units,
ZF no. 1328 757 051, provides information
During ZF-Intarder applications, particular attention on the selection of ZF PTO units and on the
should be paid to the peripheral components such as attachment specifications.
attachment of the electronic units, wiring and cooler
connection. The number of impulses issued by the This manual pays particular attention to the fact that
speedo sensor differs slightly to that issued when when a PTO unit is mechanically attached, the
used without the Intarder. electronics unit in the ZF-AS TRONIC will also
require additional programming to ensure the
☞ For installation instructions and interface operational safety of the system used in conjunction
descriptions, please refer to the ZF-Intarder with the automated clutch. If the vehicle
technical manual (ZF no. 6085 765 004). manufacturer is to attach the PTO units, the data set
required should be clarified with the technical sales
The ZF-Intarder electronics unit software takes into team. If supplied vehicles are to be retrofitted, this
consideration the necessary signal exchange with the task is undertaken by the ZF service centres. If the
ZF-AS TRONIC, performed by the CAN bus. PTO unit is attached and the ZF attachment
specifications (e.g. program changes to the
☞ For special features associated with oil filling of electronics unit) are not taken into consideration, then
the ZF-AS TRONIC and Intarder combination, ZF takes no responsibility for this unit combination
please refer to the ZF-Intarder technical manual or the functional and operational safety of the entire
(ZF no. 6085 765 004). system.
The initial installation of a ZF-AS TRONIC and ZF- The peripheral parts (wiring harness etc.) required for
Intarder system combination must be commissioned the ZF PTO units must be provided by the vehicle
and approved by ZF. manufacturer. When retrofitting a vehicle which has
already been supplied, the ZF service centres are
available to offer their assistance.
Whenever attaching externally produced retarders, 4.6.4 PTO units produced by external
always consult the technical sales team from ZF. companies
The requirements governing mechanical, pneumatic,
electrical interfaces and signal exchange with the When attaching PTO units produced by external
ZF-AS TRONIC must be adapted accordingly. Here, companies, the assistance of the ZF technical sales
it may be necessary to separately consider the system team should always be obtained. The requirements
safety of the entire unit and to have the vehicle governing mechanical, pneumatic and electrical
manufacturer undertake an overall vehicle system interfaces to the ZF-AS TRONIC must be adapted
FMEA. accordingly. Here, it may be necessary to separately
consider the system safety of the entire unit and to
If ZF does not expressly issue approval for an have the vehicle manufacturer undertake an overall
externally produced retarder, ZF takes no liability or vehicle system FMEA to ensure operational safety of
responsibility for these unit combinations or for the the system used in conjunction with the automated
functional and operational safety of the entire system. clutch.
1328 765 101 4-28 2000-09

4 Installation 4.7 Transm. installation on assembly line
If ZF does not expressly issue approval for an 4.7.3 Anti-corrosion protection

externally produced PTO unit, ZF takes no liability or
responsibility for these unit combinations or the We recommend that standard anti-corrosion
functional and operational safety of the entire system. protection is applied to the ZF-AS TRONIC. Special
anti-corrosion measures are required in instances of
special application with a high risk of corrosion (e.g.
snow clearing ...). This can be specified on request.
4.7 Transmission installation on the

assembly line
4.7.1 Transport
The ZF-AS TRONIC is supplied in black colour as
When transporting the transmission, only those lugs standard. If customers wish to paint the ZF-
fitted for transmission mounting to housings 1 and 3 AS TRONIC themselves, then this must correspond to
may be used. the ZF specification 0000 701 850. The customer
must provide confirmation that this is the case.
The ZF-AS TRONIC is supplied with a clutch release

bearing. None of the parts may be greased at a later
date. There must not be any grease on the guidance
pipe.
015027 This results in the following assembly procedure:

➢ Assembly of engine, clutch disc and pressure plate
The transmission must not be suspended by the input
(use drift etc. to centre pressure plate)
shaft (e.g. during transportation) (damage to bearings
and gears). ➢ Grease profile of input shaft and mount in the
The ZF-AS TRONIC must also not be placed in slings profile of clutch disc
for transportation purposes.
➢ Screw transmission bell onto the flywheel housing
If the transmission is flange-mounted on the engine, ➢ The clutch release bearing must now be pushed
the transmission must not be suspended. ZF is not forwards. This is done with the aid of a short lever
liable for instances where transmission components into which the clutch release fork is pushed
have been damaged by improper transportation. backwards onto the lower end through the lower
aperture.
WARNING: Do not damage pressure
4.7.2 Delivery of main transmission plate in the process !!!
➢ The clutch snaps into the snap-on ring of the
If requested by the customer, the ZF-AS TRONIC can
clutch release bearing
be supplied as follows:
➢ Seal lower aperture on housing 1
➢ with the highest gear selected
➢ in neutral
1328 765 101 4-29 2000-09

4 Installation 4.7 Transm. installation on assembly line
4.7.6 EOL programming Documentation of the EOL programming
To reduce delivery and service variants of the ZF- The delivery status of the ZF-AS TRONIC is
AS TRONIC, the ZF-AS TRONIC software can be documented at ZF by the order number of the vehicle
programmed by the vehicle manufacturer. manufacturer.
For the EOL (end of line) programming of ZF- Furthermore, ZF must also be able to fully understand
AS TRONIC-specific vehicle variants outside the ZF all the EOL programming / parameter setting
organization, agreement must be reached between the processes and modifications made outside the ZF
vehicle manufacturer and ZF on the program variants organization, which extend over the service life of a
needed and the requirements placed on documentation, control unit. A database is used for the ZF
production and service processes. documentation. The data transfer between “vehicle
manufacturer - ZF” should be specified by suitable
The vehicle manufacturer adapts the EOL processes.
programming to the appropriate vehicle
configuration using a vehicle parameter setting The OEM should be informed of the ZF-AS TRONIC-
process (e.g. ratio of the rear axle, tyre radius, PTO specific data for which ZF requires documentation
configurations, ...). and agreement should be reached on this.
The ZF-AS TRONIC is programmed using serial data

transfer. ZF external programming equipment
The following description summarizes the ZF-AS TRONIC-specific data which is available
requirements placed on ZF documentation and/or ZF during the EOL programming must be
service. automatically forwarded to ZF. A standardized
process should be specified for this.
☞ For the detailed requirements, please refer to
ZF TKI 6009 774 005.
A form is available for delivery monitoring and must

be completed when the vehicle is commissioned and
sent to ZF Friedrichshafen AG.
1328 765 101 4-30 2000-09

4 Installation 4.8 Additional information
4.8.1 Operating and maintenance

instructions
☞ The operating and maintenance instructions

which can be found in the ZF-AS TRONIC
operating manual should be observed
(1328 758 004 trucks, 1327 758 001 for buses).
This applies in particular to the oil filling and oil
level monitoring process. The ZF list of lubricants
should also be observed (see Chapter. 4.4.3).
4.8.2 Handing over vehicle to the end

customer
When the vehicle is handed over to the end

customer, attention should be drawn to the
function, operation and maintenance of the ZF-
AS TRONIC units and the customer should also be
provided the copy of the ZF-AS TRONIC operating
manual.
1328 765 101 4-31 2000-09

4 Installation 4.9 Application and documentation
4.9 Application and 4.9.3 Type plate

documentation
4.9.1 Application
1
The individual components (vehicle, engine, clutch,
transmission, ECUs, drive programs, etc) in the AS
TRONIC shift system are finely tuned with one 2 3
another. 4
5 6
The system components are defined as part of an
application and documented in a customer 7 8
specification (form 1328 755 001). During the 9 10
application process, the customer specification is
used for
1 = Transmission type and number of gears
➢ specifying the parts lists 2 = Parts list number of transmission
➢ documenting important application stages (e.g. 3 = Volume production number of transmission
FMEA, agreements on the safety concept, 4 = Customer order number, if known to ZF
responses to malfunctions) and 5 = Transmission ratio
6 = Speedometer ratio (impulse/rev)
➢ system interfaces (e.g. CAN). 7 = PTO type
8 = PTO ratio
The customer specification is confirmed by the 9 = Approx. oil quantity for first fill
customer and forms the basis for application approval 10 = ZF list of lubricants designation
by ZF.
To prevent installation approval ceasing to apply

when system-related modifications are made, any
modifications which affect the transmission system
must be clarified with ZF at an early date.
The scope of supply is defined with the

customer as part of the customer specification and is
documented in the ZF parts list. The parts list is
available as a computer printout.
CAUTION
Whenever installing parts, use the parts list
number to check from the type plates whether the
engine, transmission and electronic control unit
components comply with those of documentation.
In other words, that they match the data on the
computer printout.
Always specify the parts lists number and volume
production number of the AS TRONIC whenever
contacting ZF (see type plate)!
1328 765 001 4-32 2000-09

4 Installation 4.9 Application and documentation
The parts list is drawn up in accordance with the

specification of the AS TRONIC transmission system
by vehicle manufacturer and ZF.
The entire scope of supply is defined by the parts list,

see example below.
Superordinate parts list

Parts list number: 1327 XXX XXX (example))
A10 9999 501 537 Customer: VEHICLE MANUFACTURER *COUNTRY:D M

A14 9999 501 613 ORDER NO.: NONE M
A90 9999 511 101 APPROVAL: INITIAL INSTALLATION*INSPECTION REQUIRED M
A98 9999 541 465 SPECIFICATION: a 1327 761 XXX M
S02 9999 514 114 VEHICLE DATA 1: M

S04 9999 597 517 TYPE: BUS (COACH) XXXXXXXXXX b M
S06 9999 515 188 PERM.TOTAL WEIGHT:SINGLE DECKER XXT M
S08 9999 514 742 R DYN: XXX* M
S10 9999 514 575 RA: I=X,XX M
S12 9999 000 999 ITEM DELETED M
S14 9999 597 518 ADJUSTER/ENGINE *KWXXX/XXXX*N.MXXXX/XXXX c M
S30 9999 501 366 DRAWINGS: M
S46 9999 540 616 WIRING DIAGRAM: 6029 711 XXX M
S48 9999 597 520 CIRCUIT DIAGRAM: 6029 713 XXX M

930 9999 200 028 THE SUPERORDINATE PRODUCT CONSISTS OF: T
932 1 1327 040 XXX SS 10 AS 2301 IT 3 P
A1
952 1 6009 071 XXX SS EST 42 INTARDER 3 P
C2
988 1 1327 180 XXX SS ACCESSORIES NBE* PRE-VOLUME PRODUCTION 3 P MN
E8 MM
a = customer specification
b = type designation of vehicle manufacturer
c = engine data
1328 765 101 4-33 2000-09

5 Annex
Complete list of documents to which reference is made in the
technical manual
0000 701 850 ❍ Specification Preservation, painting

0501 210 854 EBZ Speedo sensor
0501 211 185 ❍ EBZ Steering wheel range selector
0501 211 422 ❍ EBZ Display
1205 754 005 List of lubricants TE-ML 02
1327 600 007 ❍ EBZ 10 AS 2301 + IT
1327 600 015 ❍ EBZ 12 AS 2301
1327 600 016 ❍ EBZ 12 AS 2301+ IT
1327 758 001 BA Bus standard
1328 600 015 ❍ EBZ 16 AS 2601
1328 600 016 ❍ EBZ 16 AS 2601 + IT
1328 755 001 Form Customer specification
1328 757 051 Type sheet PTO units
1328 758 004 BA Truck standard
1328 761 005 TKI Signal specification
1328 761 019 TKI Shift function
6006 629 022 ❍ EBZ Rotary switch
6006 629 024 ❍ EBZ Range selector
6008 750 001 Brochure Testman
6009 774 005 TKI EOL Programming
6029 705 003 TKI Vehicle wiring
6029 713 016 ❍ Wiring diagram
6029 713 025 ❍ Wiring diagram
6029 713 040 ❍ Connection diagram
6041 622 023 ❍ EBZ E module
6085 765 004 THB Intarder
6090 601 018 ❍ PTO unit NH/1
6090 602 015 ❍ PTO unit NH/2
6090 604 010 ❍ PTO unit NH/4
6091 607 003 ❍ PTO unit N AS/10
6091 615 003 ❍ Pump drive N AS/PL
6091 615 005 ❍ Pump drive N AS/PL
❍ documents attached

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1328 765 101b

The ZF standard application is described in this

1 Brief description of the ZF-AS TRONIC

2 Transmission system and its components

1 Brief description of the ZF-AS TRONIC

2 Transmission system and its components

2.1 System structure

2.2 Transmission and shift system

2.3 Transmission components

2.4 Peripheral components

2.5 Auxiliary units

3.1 Operating modes

3.2 Automatic drive program

3.3 System safety

3.4 Responses to faults

4.1 Transmission installation investigation

4.3 Oil filling

4.4 The electrical system

4.5 The pneumatic system

4.6 Additional units

4.7 Transmission installation on assembly line

4.8 Additional information

4.9 Application and documentation

Transmission actuator with

1328 765 101 1-1 1999-12

2.1 System structure

2.2 Transmission and shift system

2.3 Transmission components

2.4 Peripheral components

2.5 Auxiliary units

2.1 System structure

The transmission system consists of the transmission

Since the ZF-AS TRONIC is integrated in the vehicle

The ZF-AS TRONIC is integrated in the vehicle

1328 765 101 2-1 1999-12

Division of power: in constants K1 or K2

Transmission brake 4-speed transmission Range-change group

2.2.2 Description of the shift system

1328 765 101 2-2 1999-12

2.2.3 Technical data 16 AS 2601 Input torque*: max. 2200 Nm

16 AS 2601 Direct drive Powerflow diagram

Gear Ratio Gear stage Inertia torque1)

1) Values refer to input side

2.2.4 Technical data 16 AS 2601 Input torque*: max. 2600 Nm

16 AS 2601 Overdrive Powerflow diagram

Gear Ratio Gear stage Inertia torque1)

1) Values refer to input side

1328 765 101 2-4 2000-09

2.2.5 Technical data 12 AS 2301 Input torque*: max. 1900 Nm

12 AS 2301 Direct drive Powerflow diagram

Gear Ratio Gear stage Inertia torque 1)

1328 765 101 2-5 2000-09

2.2.6 Technical data 12 AS 2301 Input torque*: max. 2300 Nm

12 AS 2301 Overdrive Powerflow diagram

Gear Ratio Gear stage Inertia torque1)

1) Values refer to input side

1328 765 101 2-6 2000-09

2.2.7 Technical data 10 AS 2301 Input torque*: max. 2300 Nm

10 AS 2301 Direct drive Powerflow diagram

Gear Ratio Gear stage Inertia torque 1)

1) Values refer to input side

1328 765 101 2-7 2000-09