Professional Documents
Culture Documents
Nov.2006
Systems Operation
Description of
Fault Codes
Three Speed Power Shift
Transmission
3WG 116/161
Forklifts
Important Safety Information
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional
safety precautions are listed in the: Safety” section of the owner/operation/maintenance publication. Specific
safety warnings for all these publications are provided in the description of operations where hazards exist.
WARNING labels have also been put on the product to provide instructions and to identify specific hazards.
If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons.
Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read
and understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at
the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and
other items can change at any time. These changes can affect the service given to the product. Obtain the
complete and most current information before starting any job. DOOSAN dealers have the most current
information available.
1
Index
At stationary engine, the oil level in the transmission is rising essentially, according to the installation
conditions !
At every oil change, the Fine filter must be exchanged. In addition, it is recommended to start the
autonomous calibration of the shifting elements (AEB).
The independent calibration of the shifting elements (AEB) must be started after the initial installation of
the transmission and the Electronics in the vehicle at the Vehicle Manufacturer and after every
replacement of the transmission, the electrohydraulic control or the TCU in case of a failure.
After every AEB-start the ISK (Inch-Sensor-Calibration) should be started for vehicles with inching device.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be engaged or the service brake be
actuated, to prevent the vehicle from rolling.
The engagement of the speed out of Neutral is only possible under the programmed transmission input
speed (turbine speed).
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
At stopped engine, there is on the Controller, despite a preselected gear, no power flow between
transmission and engine, i.e. the transmission is in the idling position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission will be damaged due to
insufficient oil supply !
At a longer distance, the best solution would be to transport the defective vehicle with a Low loader.
Operating temperature behind the converter at least 65° and 100° C in continuous operation, a short-time
increase up to max. 120° C is permitted.
In case of irregularities on the transmission, put the vehicle out of service and ask for Specialists.
At the following operations, the ignition must be switched off and the control unit plug must be pulled off
from the Electronics:
From
engine
TP
To
gearbox
Condition at the NT = 0
time of starting 1 1,5 TR 2,5 Vehicle standing still
Reaction element
(Reaction wheel)
Intermediate <n
1 <1,5 <2,5 n T = Mot
condition
The converter is working according to the Trilok- Pressure oil from the transmission pump is constantly
System, i.e. it assumes at high turbine speed the streaming through the converter. In this way, the
characteristics, and with it the favourable efficiency of converter can fulfill its task to multiply the torque of
a fluid clutch. the engine and at the same time, the heat created in
The converter is designed according to the engine the converter is dissipated via the escaping oil.
power so that the most favourable operating The oil which is streaming out of the impeller, enters
conditions are obtained for each installation case. the turbine wheel and is there reversed in the
direction of flow.
The Torque converter is composed of 3 main According to the rate of reversion, the turbine wheel
components: and with it also the output shaft is receiving a more or
Impeller – Turbine wheel – Stator (Reaction less high reaction torque.
member) The stator (reaction member), following the turbine,
has the task to reverse the oil streaming out of the
These 3 impellers are arranged in such a ring-shaped turbine once more and to deliver it under the suitable
system that the fluid is streaming through the circuit discharge direction to the impeller.
components in the indicated order.
Transmission control, see Schedule of measuring The main pressure valve is limiting the max. control
points, Oil circuit diagram to Electro- hydraulic control pressure to 16+2.5 bar and releases the main stream
unit, see Table- 4.5 and 10. to the converter and lubricating circuit.
Controller DW-3
N N N D
Waiting for Controller-Neutral: Indication on the Display: NN (Central and Right Side).
In this condition, Neutral is pending on transmission.
To engage a gear, at first Neutral must be shifted on the Controller
before the electronics allows to engage a gear again.
Preselected Driving range: The number of the lines indicates the driving range, resp. the gear
(Special characters b, c, d, e) preselection:
1 Bar: Manual Mode 1 speed
2 Bars: Manual Mode 2 speed
3 Bars: Manual Mode 3 speed
Display Manual/ Automatic: If the two Symbols a , f (Arrows) and the bars b, c, d, e are indicated,
(Special characters a, f) the system is in the Automatic mode (automatic up- and
downshiftings).
Error display: If the system is recognizing an error, the spanner (Special symbol “g”)
is flashing.
If Neutral is preselected on the Controller, a two-digit error number
appears on the two alphanumeric indicating positions (Central and
Right Side).
If more than one error is pending, the different error numbers will be
indicated one after the other on the Display in cycles (about 1 second).
Warning display: At exceeding the warning threshold Temperature – Sump / behind the
Converter and the warning threshold Speed – Engine, changes the
indication on the Display to the actual gear and the corresponding
warning indicator.
Warning
Warning Priority
code
WT Temperature behind Converter 1
WS Temperature in the Sump 2
WE Engine speed 3
F or R flashing Driving direction F or R selected, while the turbine speed is too high.
) Speed will be engaged when the turbine speed is
decreasing.
Main reasons:
- EST-37A is in TOTAL RESETTING MODE
(e.g. because of output train disconnection or external power supply
at the lines to the gear-solenoid valves).
- EST-37A without supply
Data line not correctly connected, etc.
The Powershift transmission of 3 WG-116/161 is equipped with the Electronic control unit EST-37A, developped
for it.
The system is processing the desire of the driver according to the following criteria:
* Gear determination depending on controller position, driving speed and load condition.
* Protection from operating error as far as necessary, is possible via electronic protection (programming).
* Protection from over-speeds (on the base of engine and turbine speed).
* Change-over possibility for Auto- / Manual mode.
* Electronic inching
7
14 10
5
4
8
1
13 12
2
3
11
15
(1) Display (2) Controller DW-3 (3) Power supply connection (4) Switch for enable inching
(5) Automatic Transmission Switch (6) TCU (7) Wiring
(8) Cable to Inductive transmitter Speed Central gear train (9) Cable to Inductive Speed Engine
(10) Cable to Inductive transmitter Speed Turbine
(11) Cable to Temperature measuring point behind the Converter “No. 63”
(12) Cable to Plug connection on the electrohydraulic Control unit
(13) Cable to filter contamination switch (14) Cable to Speed sensor Output
(15) Cable from angle sensor/inch-sensor
The AEB has the task to compensate tolerances (plate clearance and pressure level) which are influencing the
filling procedure of the clutches. For each clutch, the correct filling parameters are determined in one test cycle for:
The filling parameters are stored, together with the AEB-Program and the driving program in the transmission
electronics. Because the Electronics will be separately supplied, the AEB-Cycle must be started after the
installation of both components in the vehicle, thus ensuring the correct mating (Transmission and
Electronics).
) After a replacement of the transmission, the electrohydraulic control or the TCU in the vehicle, the
AEB-Cycle must be as well carried out again.
) At the operating of the transmission, the paper friction linings, installed in the transmissions are
settling, i.e. the plate clearance becomes creater.
Because these settling appearances can affect the shifting quality, it is recommended to repeat the
AEB-Cycle at the Maintenance intervals.
) At a deterioration of the shifting quality, it is recommended likewise as first measure to repeat the
AEB-Cycle.
It allows to reduce the driving speed infinitely variable without modification of the engine speed in such a way that
driving with a very low speed will be possible. In this way, the driver can move the vehicle very exactly to a
determined position.
At the same time, an important part of the engine power for the output of the hydraulic system is at disposal by the
high engine speed.
Operation is carried out by a separate inching pedal, where an angle of rotation sensor is mounted.
By means of the proportional valve technology the TCU regulates the pressure in the driving direction clutch in
such a way that the driving speed is adjusted in accordance with the inch rotating angle sensor position. Clutch
overloading is avoided thanks to the electronic protection.
) After each new adjustment of the inch linkage , the ISK (Inch Sensor Calibration) must be carried out.
During the inch calibration modus the position of the inch pedal in neutral position and with full
actuation is controlled by the calibration process and stored in the TCU.
) The inching function is only active after successful completion of AEB and ISK start.
) Because the converter and also the heat exchanger, installed in the vehicle, as well as the pipes can
empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission.
At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load.
Upshifting under load will be then realized if the vehicle can continue to accelerate by it.
- Downshifting under load.
Downshifting under load will be then realized if more traction force is needed.
- Upshifting in overrunning condition.
In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling position, if the speed of the
vehicle on a downgrade should not be further increased.
- Downshifting in overrunning condition.
Downshifting in overrunning mode will be then carried out if the vehicle should be retarded.
If the vehicle will be stopped and is standing with running engine and engaged transmission, the engine cannot be
stalled. On a level and horizontal roadway it is possible that the vehicle begins to crawl, because the engine is
creating at idling speed a slight drag torque via the converter.
It is convenient to brake the vehicle at every stop securely in position with the parking brake.
At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a converter transmission it
might not immediately be noted to have forgotten this quite normal operating step because a converter, due to its
high ratio, can easily overcome the braking torque of the parking brake.
Temperature increases in the converter oil as well as overheated brakes will be the consequences to be find out
later.
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
After the indication on the Display is extinguished, the full driving programm can be utilized out of NEUTRAL.
Towing
See Important Instructions – Page 5.
Oil temperature
The oil temperature in the transmission sump is monitored by a temperature sensor in the electrohydraulic control
unit.
The service temperature in the sump of 60° - 90°C must not be exceeded!
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour. The notice "WS"
results at the display, the vehicle has to be stopped and controlled for external oil loss and the engine must run
with a speed of 1200 – 1500 min-1 at NEUTRAL POSITION of the transmission.
Now, the temperature must drop quickly (in about 2 – 3 minutes) to normal values. If this is not the case, there is a
trouble pending, which must be eliminated prior to continue working.
The monitoring of the oil temperature is additionally realized behind the converter with an indication on the Display.
Operating temperature behind the converter at least 65°C and 100°C in continuous operation, a short-time
increase up to max. 120°C is permitted.
NOTE : The errot code "F6" will be shown in the display TCU
as long as the AEB or ISK is not done. After the
replacement of TCU, the inching fuction is only active
after successful completion of AEB and ISK start.
<D110/130/160S-5>
- List of abbreviations
AEB : Automatic Filling Parameter Adjustment ISK : Inching Sensor Calibration TCU : Transmission Control Unit
To prevent the transmission oil temperature from falling down during AEB calibration, keep the transmission
oil temperature about 85°C before starting AEB.
(Temperature Range : 70°C ~90°C)
1) When 'IP' is displayed with ISK start after pressing the button of AEB starter with the engine ignition switch
turned at 'On' position, Turn the switch further to 'Start' position and then start to push down the inching
pedal.
2) In case of D100/150 truck models installed with air type brake, push down the inching pedal after air is
charged enough.
Gearbox diagram
1 2 4 3 5 7
10
12
11
(1) Engine connection (2) Converter (3) Input shaft (4) Transmission pump (5) Input gear (6) Clutch shaft “K2”
(7) Power take-off (8) Clutch shaft “KV” (9) Clutch shaft “KR” (10) Clutch shaft “K1” (11) Output flange
(12) Clutch shaft “K3”/Output
1 2 3 4
11 10 9
(1) Converter (2) Converter bell (3) Lifting lugs (4) Inductive transmitter n Central gear train
(5) Inductive transmitter n Turbin (6) Gearbox housing – front section (7) Oil level tube with oil dipstick(rear side)
(8) Gearbox housing – rear section (9) Transmission suspension holes
(10) Attachment possibility oil level tube with oil dipstick(rear side) – 3 WG161 (11) Oil drain plug
1 2 3
14
13
6
12 11 10
(1) Power take-off; coaxial (2) Lifting lugs (3) Breather (4) Electro – hydraulic control
(5) Measuring point for temperature behind the converter (6) Connection to the heat exchanger
(7) Filter head (8) Connection from the heat exchanger (9) Exchange filter
(10) Transmission suspension holes (11) Speed sensor n Output (12) Output flange (13) Oil filler tube with oil dipstick
(14) Type plate
10
65 51 54 10
49
60
57
34 48
53
52
58 55
55 56
63
21
15 16
47 Coding
The marked positions(e.g. 53) correspond with the positions on the table – 5!
The measurements have to be carried out at hot transmission(about 80° - 95° C)
KR K1 K3 KV K2
F 60 E 55 D 56 C 58 B 53 A 57
P1 P2 P3 P4 P5 P6
B D B D B D B D B D B D
Y1 Y2 Y3 Y4 Y5 Y6
NFS NFS NFS NFS NFS NFS
RV-9
TEMP
HDV K 65
Converter
51
H WSV
Fine filter
63 52
Legend
WT FDV
= Main pressure
WGV
= Regulate main pressure
= Pilot pressure Bypass- 15 WS
= Converter input pressure Bypassvalve
p=1,5 bar Transmission pump
= Converter output pressure P = 16 + 2 bar
= Lubrication 16
= Return into the sump
Coarse filter
Coding
WT = Heat exchanger
WGV = Converter back pressure valve 4.3+3 bar • Pressure regulator active Engaged clutches
Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
WSV = Converter safety valve 11+2 bar Forward 1 N • • K1 KV
HDV = Main pressure valve 16+2.5 bar 2 o
t
• • KV K2
3 • • K3 KV
RV-9 = Pressure reducing valve 9 bar Reverse 1 • • KR K1
u
NFS = Follow-on slide 2 • • KR K2
s
3 e • • KR K3
D = Vibration damper Neutral d
B = Orifice Engaged clutches K4 KR K1 K3 KV K2
Position on the valve block F E D C B A
P1 = Not used Consecutively No. of the measurement points 60 55 56 58 53 57
P2 = Proportional valve KR
P3 = Proportional valve K1
P4 = Proportional valve K3
P5 = Proportional valve KV
P6 = Proportional valve K2
Y1...Y6 = Pressure regulators
TEMP = Temperature sensor
UEDV = Pressure relief valve 40±5bar
WS = Maintenance switch
FDV = Filter pressure differential valve
(Bypass-valve) Δp=5.5 bar
The marked positons (e.g. 53) correspond with the positions on the table-4
KV
AN PTO
AN
KV
KR
K2
KR
K1
K3/AB
K1
K3/AB
K2
Diagram Clutches
AN = Input Driving direction Speed Clutch
KV = Clutch forward
Forward 1 KV/K1
KR = Clutch reverse
K1 = Clutch 1st speed 2 KV/K2
K2 = Clutch 2nd speed 3 KV/K3
K3/AB = Clutch 3rd speed / Output
Reverse 1 KR/K1
PTO = Power take-off
2 KR/K2
3 KR/K3
KV KV KV
AN AN AN
KR KR KR
K2 K2 K2
K1 K1 K1
K3/AB K3/AB K3/AB
Transmission diagram
AN PTO
Diagram Clutches
Driving direction Speed Clutch
KV Forward 1 KV/K1
2 KV/K2
3 KV/K3
KR Reverse 1 KR/K1
2 KR/K2
Opinion direction 3 KR/K3
of rotation
K1
AN = Input
KV = Clutch forward
KR = Clutch reverse
K3/AB K1 = Clutch 1st speed
K2 = Clutch 2nd speed
K3/AB = Clutch 3rd speed / Output
PTO = Power take-off
K2
KV KV KV
AN AN AN
KR KR KR
K2 K2 K2
K1 K1 K1
K3/AB K3/AB K3/AB
Transmission diagram
AN PTO
Diagram Clutches
Driving direction Speed Clutch
KV
Forward 1 KV/K1
2 KV/K2
3 KV/K3
KR Reverse 1 KR/K1
2 KR/K2
Opinion direction 3 KR/K3
of rotation
K1
AN = Input
KV = Clutch forward
KR = Clutch reverse
K3/AB K1 = Clutch 1st speed
K2 = Clutch 2nd speed
K3/AB = Clutch 3rd speed / Output
PTO = Power take-off
K2
Housing
Plug(cable harness)
A A
Y6 Y1
Y5 Y2
B
Y4 Y3
Cover Cover
Main pressure valve 16+2.5 bar Valve block Pressure reducting valve 9 bar
Plug(cable harness)
SECTION A - A
Y5
Vibaration damper
Pressure regulator
Follow-on slide
SECTION B - B
Proportional valve P5
EU2 4
3
4
37 14 1 3
AU1 SD1 2
38 EU1
24 1
VMGA1 56 1
VP AIP1 3
4 43 A1 10 2 AMP MNL
ED4 AIP2 Y2 4-pin
N 5 67 ED6 AIP3 32 3
Y3 6029 199 xxx
R 6 64 ED5 AIP4 55 4 Y4
A2 B1 7 63 ED1 AMP Timer AIP5 9 5
Y5
B2 8 65 ED2 68-pin AIP6 51 6
9 Y6
B3 6029 199 063 VPS1 12 7 VPSI (+)
Fully – Automatic control EST - 37A
29
3 6 9 12 2
A3
ER2 49 1
2 5 8 11 85 1 41 EF2 22
68 45
B2 2
1 4 7 10 1 2
3 4 5
K1 B15 6 7 8 9 Kostal
1 42 ER3 17
EF3 VGS CANF_H CANF_L CANF_T VM1 VM2 VPS2 VPS2 ADM5 16-pin
AMP M-N-L B3 2 10 11 12 13
12-pin 28 25 26 27 2 53 8 57 6029 199 072
14 15 16
6029 199 xx
AMP Miniyimer
4 2-pin
85 6029 199 011
86
K9
1 2
4 3 2 1
2 1 A7
S10
AMP JPT
4-pin K1.31
6029 199 076 1
2
AMP Superseal
2-pin
6029 199 045
TWISED LINES (30 WINDINGS/METER) FROM A LENGTH OF > 2 METERS ON
pole patterns are corresponding with the plugs on the wining!
BUS TERMINATION IF PIN 26 AND 27 ARE CONNETED ALL RELAYS WITH PROTECTIVE DIODES 1A/400V
Systems Operation
ITEM LEGEND ITEM LEGEND
A1 ELECTRONIC CONTROL UNIT TCU F1 FUSE 7,5 A*
A2 CONTROLLER DW-3 F2 FUSE 7,5 A*
A3 ELECTRO HADRAULIC CONTROL UNIT
A5 DIAGNOSIS – INTERFACE(PLUG) H3 ACOUSTIC - / OPTICAL WARNING*
A6 DISPLAY
A7 CAN-INTERFACE(PLUG) S3 SWITCH DRIVING PROGRAM
AUTOMATIC/MANUAL
A9 SPEEDOMETER WITH FREQUEMCY DIVIDER* S8 SWITCH SELCTION STARTING GEAR(OPTION)
S10 SWITCH FILTER CONTAMINATION
B1 SPEED SENSOR N ENGINE S15 SWITCH ENABLE INCHING
B2 SPEED SENSOR N TURBINE S25 SWITCH LIMP HOME MONITORING
ON/OFF(OPTION)
B3 SPEED SENSOR N CENTRAL GEAR TRAIN S31 SWITCH ACKNOWLEDGMENT PARKING BRAKE
B4 SPEED SENSOR N OUTPUT
B6 INCHING POTENTIOMETER K1 RELAIY STARTER INTERLOCK*
B15 SENSOR TEMPERATURE BEHIND CONVERTER K2 RELAIY REVERSE DRIVE*
NEUTRAL INTERLOCK
CONDING CONTROLLER CONNECTION DIAGRAM CONTROLLER
(+)
OUTPUT KD
SPEED FORQARD REVERSE NEUTRAL
Controller DW – 3
1 2 3 4 1 2 3 4 1 2 3 4 X2:A
K1 K2
(-)
31
K2 = RELAY REVERSING LIGHTS
X2 X1
A1 = ELECTRONIC UNIT EST-37
A2 = CONTROLLER
F GEAR POSITIONS TYPE PLATE
CIRCUIT DIAGRAM CONTROLLER
F
SW
A AD3(B3)
N N D 1 1 1
N S6 S4 S5
2 2 2
R GN B AD2(B2)
BL C AD1(B1)
VI
D AD7(KD)
R X1
RT A ED1(+/VP)
F = FORWARD S1 1
N = NEUTRAL 3 2 GR D AD6(N)
R = REVERSE TYPE PLATE S2 1
D = MECHANICAL NEUTRAL INTERLOCK 3 2 GE B AD4(FORWARD)
CONTROL
1 = 1st SPEED 12/24 NR. S3
1
2 = 2nd SPEED 3 2 RS C AD5(REVERSE)
3 = 3rd SPEED STUECKL 0501 210 148
X2
Systems Operation
Description of Fault Codes
Introduction
Abbreviations
o.c. open circuit
s.c. short circuit
OP-Mode operating mode
TCU transmission control unit
EEC electronic engine controller
PTO power take off
Display
If a fault is detected, the display shows a spanner symbol
(g) for a fault. The display shows the fault code, left right
h f e d character character
if the gear selector is on neutral position.
If more than one fault is detected, each fault code
is shown for about 1 second.
S
T
O
P
a b c g
(special symbols a-h)
A problem occurred, release the pedal If the expected enposition could not be reached,
IP ⇑flashing slowly until endposition is reached release the pedal and try again
NORMAL
There's no failure detected in the transmission-system or the failure has no or slight effects on transmission control.
TCU will work without or in special cases with little limitations. (see following table)
LIMP-HOME
The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in
each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator must shift the
gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or
reverse, the TCU will select the limp-home gear .
If output speed is less than a threshold for reversal speed and TCU has changed into the limp-home gear and the
operator selects a shuttle shift, TCU will shift immediately into the limp-home gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The operator has to slow
down the vehicle and must shift the gear selector into neutral position.
TRANSMISSION-SHUTDOWN
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1). Transmission
shifts to Neutral. The park brake will operate normally, also the other functions which use ADM 1 to ADM 8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
TCU-SHUTDOWN
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The park brake will
engage, also all functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
contacted to battery
voltage or vehicle
ground
z shift lever is defective
an internal defect
z connector pin is
contacted to battery
voltage
to TCU
z clutch cut off sensor has
an internal defect
z connector pin is
contacted to vehicle
ground or is broken
contacted to battery
voltage
z cable has no connection
to TCU
z temperature sensor has
an internal defect
z connector pin is
contacted to battery
voltage or is broken
an internal defect
z connector pin is
contacted to vehicle
ground
to TCU
z speed sensor has an
internal defect
z connector pin is
contacted to battery
voltage or has no
contact
internal defect
internal defect
z sensor gap has the
wrong size
internal defect
z connector pin is
contacted to battery
voltage or has no
contact
internal defect
z sensor gap has the
wrong size
to TCU
z speed sensor has an
internal defect
z connector pin is
contacted to battery
voltage or has no
contact
internal defect
internal defect
z sensor gap has the
wrong size
contacted to battery
voltage or has no
contact
3C 5170 12 LOGICAL ERROR AT special mode z check the cable This fault is
OUTPUT SPEED INPUT for gear from TCU to the reset after
TCU measures a output selection sensor power up of
speed over a threshold OP-Mode: z check the TCU
and at the next moment substitute connectors
the measured speed is clutch control z check the speed
zero if a failure is sensor
z cable / connector is existing at z check the sensor
defective and has bad turbine speed, gap
contact TCU shifts to
z speed sensor has an neutral
internal defect OP-Mode: limp
z sensor gap has the home
wrong size
defect
defect
defect
defect
defect
contacted to vehicle
ground
contacted to battery
voltage
connection to TCU
switch is defective
D1 5810 3 S.C. TO BATTERY see fault codes z check cables and fault codes no.
VOLTAGE AT POWER no. 21 to 2B connectors to 21 to no. 2B
SUPPLY FORSEN SORS sensors, which are may be a
TCU measures more than supplied from AU1 reaction of this
6V at the pin AU1 (5V z check the power fault
sensor supply) supply at the pin
AU1
(should be appx.
5V)
D2 5810 4 S.C. TO GROUND AT see fault codes z check cables and fault codes no.
POWER SUPPLY FOR no. 21 to 2B connectors to 21 to no. 2B
SENSORS sensors, which are may be a
TCU measures less than supplied from AU1 reaction of this
4V at the pin AU1 (5V z check the power fault
sensor supply) supply at the pin
AU1
(should be appx.
5V)
KL30 missing
z TCU has an internal
defect
defect
defect
U
1 Bat
P (power supply)
TCU
R 1 2 Actuator/
Sensor
C (chassis)
2 Gnd
G
open circuit: R12 ≈ R1G ≈ R2G ≈ ∞ open circuit: R12 ≈ R1P ≈ R1C ≈ R2P ≈ R2C ≈
∞
short cut to ground: R12 ≈ R; short cut to ground: R12 ≈ 0;
R1G ≈ 0, R2G ≈ R or R1C ≈ R2C ≈ 0,
R1G ≈ R, R2G ≈ 0 R1P ≈ R2P ≈ ∞
(for s.c. to ground, G is short cut to battery: R12 ≈ 0,
connected to vehicle R1C ≈ R2C ≈ ∞,
ground) R1P ≈ R2P ≈ 0