DW23215604

System manual CF75
CF85
AS Tronic XF95
D955
E590
B385
G350 Reverse DAVIE A021

D954
lights
F705
VIC
D900 D899
CAN
network
©200632 DAF Trucks N.V., Eindhoven,
The Netherlands.
In the interest of continuing product development,

DAF reserves the right to change specifications
or products at any time without prior notice.
No part of this publication may be reproduced

and/or published by printing, by photocopying, on
microfilm or in any way whatsoever without the
prior consent in writing of DAF Trucks N.V.
©
200632 DW23215604
STRUCTURE
AS Tronic
TECHNICAL DATA
Structure
0
DIAGNOSTICS
1
AS TRONIC
2
©
200632
TECHNICAL DATA
AS Tronic Contents
CONTENTS
Technical data
Page Date 0
1. AS TRONIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632
1.2 Tightening torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 . . . . . 200632
©
200632 1
TECHNICAL DATA
Contents AS Tronic
©
2 200632
TECHNICAL DATA
AS Tronic AS Tronic
1. AS TRONIC
1.1 GENERAL 0
Gearbox type
Each gearbox has a type plate attached to it,
indicating the type of gearbox. You can also find
this data on the identity card for the vehicle
concerned.
ZF gearbox type plate
1. Transmission type and number of gears
2. Transmission part number
3. Transmission serial number 1 1
4. Specification number
5. Total gear ratio 2 3
6. Speed sensor gear ratio 4
7. PTO type
5 6
8. PTO gear ratio
9. Oil change capacity 7 8
10. Oil specification 9 10
V300739
Required air pressure for gearbox modulator 7 ≥ 1 bar

Warning ‘low system pressure’ < 5.8 ≥ 0.1 bar
Required air pressure in clutch unit 10 ≥ 2 bar
Set value for pressure relief valve 6.5 ≥ 0.1 bar
Maximum operating temperature 110"C
Short-time maximum operating temperature
(max. 30 min.) 130"C
Maximum engine speed with manoeuvring
position switched on approx. 1050 rpm
Maximum engine speed when shifting down
automatically with engine brake control in fully
automatic mode approx. 2350 rpm
Resistance value of clutch unit solenoid valves at
20"C 17 ≥ 3 #
Capacity of additional air reservoir for pneumatic
system 7l
©
200632 1-1
TECHNICAL DATA
AS Tronic AS Tronic
Gearbox modulator
0 Supply voltage
Terminating resistor in gearbox modulator,
18 - 32V
connection points A3 and A6 ≥ 120 #

Terminating resistor in gear lever unit,
connection points C1 and C3 ≥ 120 #
Note:
When measuring the resistance value between
connection points C1 and C3, the wire loop
between connection points C14 and C15 must be
present.
CAN connection
Resistance value between gearbox modulator

and gear lever unit
Minimum Nominal Maximum
(1) (1)
54 # 60 # 66 #(1)
(1) Resistance value measured between CAN-H and CAN-L. Before measuring the resistance, disconnect the earth lead from the
battery.
Clutch
The clutch of the AS Tronic gearbox is a pull-type
clutch with a standard clutch plate.
Type of clutch plate Valeo F202

Lining thickness 3 mm
©
1-2 200632
TECHNICAL DATA
AS Tronic AS Tronic
1.2 TIGHTENING TORQUES
The tightening torques stated in this section are

0
different from the standard tightening torques
stated in the overview of the standard tightening
torques.
The other threaded connections not specified
must therefore be tightened to the torque
mentioned in the overview of standard tightening
torques.
When attachment bolts and nuts are replaced, it
is important that - unless stated otherwise - these
bolts and nuts are of exactly the same length and
property class as those removed.
Gearbox to engine
M8 attachment bolts - 10.9 30 Nm
Clutch
M12 attachment bolts, clutch lever to gearbox 79 Nm
Drive flange
Attachment bolts 120 Nm
Gearbox front cover

Sealant Loctite 574
Bearing cover
Attachment bolts of output shaft bearing cover 46 Nm
Sealant for output shaft bearing cover Loctite 574
Gearbox modulator
Bleeder 10 Nm
Clutch unit
Clutch unit attachment nut 23 Nm
Clutch unit stud 10 Nm
Bleed screw 22 Nm
Compressed air connection 50 Nm
Speed sensors 50 Nm
Neutral switch 45 ≥ 5 Nm
©
200632 1-3
TECHNICAL DATA
AS Tronic AS Tronic
©
1-4 200632
DIAGNOSTICS
AS Tronic Contents
CONTENTS
Diagnostics
Page Date
1. FAULT-FINDING TABLE, AS TRONIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632

1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632
1.2 Fault-finding table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 . . . . . 200632 1
©
200632 1
DIAGNOSTICS
Contents AS Tronic
©
2 200632
DIAGNOSTICS
AS Tronic Fault-finding table, AS Tronic
1. FAULT-FINDING TABLE, AS TRONIC

1.1 INTRODUCTION
If there is a fault in the system, it is usually

detected by the electronic unit in the form of a 1
fault code. This fault code can be read out using
DAVIE. The fault-finding table contains possible
causes of symptoms not detected by the
electronic unit.
©
200632 1-1
DIAGNOSTICS
Fault-finding table, AS Tronic AS Tronic
1.2 FAULT-FINDING TABLE
Using DAVIE, the air pressure can be examined

after the pressure regulator. The air pressure
1 before the pressure regulator can be measured

using a pressure gauge on the screw valve of the
AS Tronic air reservoir.
SYMPTOM: AIR SUPPLY PRESSURE TOO LOW
Possible cause Remedy
Air supply pressure too low due to: Check the following air connections:
- air leakage in air pipe from air supply unit to - non-return valve at output 26 of the air supply
modulator pressure regulator unit
- Pressure regulator factory setting disrupted - pressure relief valve on transverse support in
front of left front wheel
- both connections and valve on air reservoir of
AS Tronic
- air connection of T-piece on modulator
pressure regulator
- sealing ring between pressure regulator and
modulator upper cover
- pressure regulator set screw seal (underside
of pressure regulator under plastic cover)
- air lead-hrough sealing ring between
modulator upper and lower covers
- air connection on clutch unit
- bleed screw, clutch unit
Defective or incorrectly functioning pressure - Replace pressure regulator
regulator on modulator
SYMPTOM: AIR SUPPLY PRESSURE TOO HIGH

- Defective or incorrectly functioning pressure - Replace pressure regulator
regulator on modulator - Check whether the pressure regulator set
- Pressure regulator factory setting disrupted screw seal (underside of pressure regulator
under plastic cover) is broken
SYMPTOM: SYSTEM NOT AVAILABLE ONCE ENGINE STARTED

During the system self-test clutch conditions cannot Check whether clutch is released during self-test.
be stored due to: - Remove inspection cover from clutch and
- jammed clutch plate on gearbox input shaft check whether clutch operating unit changes
- clutch valves in clutch unit mechanically locked position during self-test
in open or closed position - If necessary replace the clutch unit
- If necessary remove the gearbox so as to
check the clutch parts
©
1-2 200632
DIAGNOSTICS
AS Tronic Fault-finding table, AS Tronic
SYMPTOM: GEAR IS NOT ENGAGED AFTER BEING SWITCHED ON VIA

OPERATING UNIT SELECTOR SWITCH
Signal of selected driving position from selector
switch not received by gear lever unit
Check whether the wire from the relevant selector
switch driving position to the gear lever unit is
interrupted.
1
SYMPTOM: VEHICLE DRIVING DIRECTION DIFFERENT FROM THE SELECTED
DRIVING DIRECTION AND THE INDICATION ON DIP
Incorrect software programmed in the modulator Program new software that matches the vehicle
(from a 16 AS in a 12 AS or vice versa). configuration.
©
200632 1-3
DIAGNOSTICS
Fault-finding table, AS Tronic AS Tronic
©
1-4 200632
AS TRONIC
AS Tronic Contents
CONTENTS
AS Tronic
Page Date
1. SAFETY INSTRUCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632

1.1 Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632
2. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 200632

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 200632
2.2 Location of electrical components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 Location of pneumatic components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-4 . . . . .
2-6 . . . . .
200632
200632
2
2.4 Pneumatic diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 . . . . . 200632
2.5 Gear selector matrixes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 . . . . . 200632
2.6 Overview drawing, gear-shift mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 2-13 . . . . 200632
2.7 Overview drawing, pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 . . . . 200632
2.8 Overview drawing, clutch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15 . . . . 200632
3. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 200632

3.1 Mechanical gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 200632
3.2 AS Tronic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8 . . . . . 200632
3.3 Operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 . . . . 200632
3.4 Gearbox modulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 . . . . 200632
3.5 Clutch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 . . . . 200632
4. DESCRIPTION OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 200632

4.1 Mechanical gear change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 200632
4.2 Transmission brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7 . . . . . 200632
4.3 Operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9 . . . . . 200632
4.4 Gearbox modulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 . . . . 200632
4.5 Clutch unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 . . . . 200632
4.6 AS Tronic speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26 . . . . 200632
4.7 Pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28 . . . . 200632
4.8 Pressure-relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30 . . . . 200632
5. CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 200632

5.1 Shift situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 200632
5.2 Switching on ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 . . . . . 200632
5.3 Neutral position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 . . . . . 200632
5.4 Shifting at standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6 . . . . . 200632
5.5 Engaged gear at standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7 . . . . . 200632
5.6 Driving off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8 . . . . . 200632
5.7 Shifting when driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13 . . . . 200632
5.8 Manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17 . . . . 200632
5.9 Switching off ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20 . . . . 200632
6. INSPECTION AND ADJUSTMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 200632

6.1 Items requiring special attention when checking the system. . . . . . . . . . . 6-1 . . . . . 200632
6.2 Connection points on the gearbox modulator . . . . . . . . . . . . . . . . . . . . . . 6-2 . . . . . 200632
6.3 Connection points on the operating unit . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 . . . . . 200632
6.4 Key to block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8 . . . . . 200632
6.5 Block diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 . . . . . 200632
6.6 Inspection of electrical system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11 . . . . 200632
6.7 Simulation of vehicle speed signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14 . . . . 200632
6.8 Checking the vehicle speed signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15 . . . . 200632
©
200632 1
AS TRONIC
Contents AS Tronic
©
2 200632
AS TRONIC
AS Tronic Safety instructions
1. SAFETY INSTRUCTIONS
1.1 SAFETY INSTRUCTIONS
- Various oils and lubricants used on the

vehicle constitute a health hazard. If a
ZF intarder is fitted, this also applies to the
coolant. So avoid inhaling and direct contact.
- When working on the air supply system, bear
in mind that it may be pressurised.
2
- When working on the clutch unit, pressure
regulator and additional air reservoir of the
AS Tronic gearbox, bear in mind that they
may be pressurised.
- When working on the AS Tronic gearbox,
always put the vehicle's parking brake on.
- Due to incorrect programming the actual
driving direction of the vehicle may differ
from the one selected and from the display
on the DIP.
Modulators should therefore always be
programmed so that they match the vehicle
configuration.
©
200632 1-1
AS TRONIC
Safety instructions AS Tronic
©
1-2 200632
AS TRONIC
AS Tronic General
2. GENERAL
2.1 INTRODUCTION
This system manual describes the layout,

operation and inspection of the AS Tronic
gearbox.
The AS Tronic gearbox is a fully automatic
gearbox based on a conventional mechanical
gearbox combined with an electropneumatic gear
2
and clutch control system. The gearbox may
have 12 or 16 gears.
The AS Tronic gearbox automatically selects the
gear that gives the most favourable engine speed
for every vehicle speed. This means that every
gear change is made at the most economical
engine speed, so fuel consumption is not higher
than necessary. The gearbox is also equipped
with a fully automatic clutch operating unit. The
clutch pedal is therefore no longer fitted.
Use of a control unit allows the driver to drive the
vehicle in both the semi-automatic and fully
automatic positions.
The operating unit facilitates driving in the semi-
automatic gearbox mode, thanks to the clear
gear-change pattern on the gear lever.
In the fully automatic mode, shift control takes
place by the electronic shift control in the
gearbox.
©
200632 2-1
AS TRONIC
General AS Tronic
Vehicles with "fleet" software

If the vehicle is fitted with "fleet" software only the
fully automatic position is available and it is thus
not possible to change gears manually.
These vehicles also have a differerent shift
strategy compared with the standard software, for
example:
- lower drive-off gear at low vehicle weights
2 - earlier changing up when driving on level
roads
- no kick-down function
These vehicles can be recognised by the gear
lever and other features. A is the standard
version, B is the version with "fleet" software.
The gear lever is only used for the following
functions:
- selecting a lower drive-off gear than the one
calculated.
- selecting reverse high (RH), standard MA S
reverse gear is reverse low (RL).

- in the case of a failure in which the semi-
automatic position is activated and the driver
therefore has to change gears manually.
The electronic shift control is incorporated in the
modulator. Every intended gear change is
immediately checked by the modulator and, if
necessary, ignored to prevent overloading of the
engine and drive line.
The instrument panel provides the driver with all R
N D
R
N D
necessary system information, for instance
neutral position, gear currently engaged, clutch
overloading, air supply and any system failures..
A B
V300947
©
2-2 200632
AS TRONIC
AS Tronic General
The principal functions of the AS Tronic

gearbox are:
1. automation of gearbox and clutch operation.
2. selection of the proper gear at the most
economical engine speed.
3. engine and drive overload protection by
continuously checking the selected gear.
4. prevention of mistakes when shifting up or
2
down in difficult driving conditions. The driver
can therefore pay more attention to traffic,
which benefits road safety.
5. longer clutch life and minimum wear of the
internal gearbox components thanks to
electronically controlled gear
synchronisation.
6. failure reduction by integrating the critical
components in the gearbox.
©
200632 2-3
AS TRONIC
General AS Tronic
2.2 LOCATION OF ELECTRICAL COMPONENTS
MA S
N D
R
E590
2 D955
D954 F705
B385
F533 V300690
©
2-4 200632
AS TRONIC
AS Tronic General
Basic code Description Location Note:

D954 AS Tronic gearbox modulator On top of the gearbox against
the clutch housing
D955 AS Tronic gear lever unit Next to the driver’s seat in the
operating unit
E590 AS Tronic selector switch Next to the driver’s seat in the
operating unit
F705 AS Tronic speed sensor In the rear gearbox cover near
the output shaft drive flange
2
B385 AS Tronic clutch unit Bottom of gearbox on clutch
side
F533 Vehicle speed sensor In the rear gearbox cover near
the output shaft drive flange,
under the AS Tronic speed
sensor
©
200632 2-5
AS TRONIC
General AS Tronic
2.3 LOCATION OF PNEUMATIC COMPONENTS
2
4
11
5
10
6
7
8
9
V300796
©
2-6 200632
AS TRONIC
AS Tronic General
Designation Location Note:

1 Gearbox air supply non-return valve Air supply unit, front right of the Connected to
vehicle circuit 4, output 26
Only applicable to air
suspension.
2 Air supply to air supply unit Extra air reservoir on chassis cross Central connection
member behind gearbox
Note:
On an FTG vehicle the extra air
2
reservoir is located to the right of the
chassis, in front of the rear axle.
3 Air supply provision for gearbox Extra air reservoir on chassis cross Side connection
member behind gearbox
4 Pressure regulator Left side of modulator, on top of
gearbox
5 Gate selection engaging cylinder Integrated in modulator transversely
to gearbox
6 Solenoid valve block, all gear Integrated in modulator
changes
7 Splitter box engaging cylinder Integrated in modulator
8 Main box engaging cylinder Integrated in modulator
9 Range box engaging cylinder Integrated in modulator
10 Air supply provision for clutch unit Bottom of gearbox on clutch unit Connection 1
11 Pressure-relief valve On transverse bracket in front of left Only applicable to air
front wheel suspension.
©
200632 2-7
AS TRONIC
General AS Tronic
2.4 PNEUMATIC DIAGRAM
21
4
62 12 23 2911 22
u u
0 2 1 p p 23
64 25
1
24 26
2
3
19 5
2 4
D954 B385
12 11 10 9 8 18
13 p 14 15 16 17
7 u
Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y14 Y15 Y16 Y17
K1 K2 1/2 R 3/4 2/4R N 1/3 H L

Splitter Gate Main Range
V300795-2
Explanation of pneumatic diagram
1. Air compressor
2. Air supply unit
3. Air supply non-return valve (only with air
suspension)
4. Air supply to circuit 4
5. Extra air supply (7 l)
6. Pressure regulator
7. Pressure sensor
8. Air supply main valve
9. Range box selector valves
10. Main box selector valves
11. Gate selection selector valves
12. Splitter box selector valves
13. Transmission brake clutch selector valve
14. ‘Close clutch rapidly’ selector valve
15. ‘Close clutch slowly’ selector valve
16. ‘Open clutch rapidly’ selector valve
17. ‘Open clutch slowly’ selector valve
18. Clutch unit non-return valve
19. Pressure relief valve (only with air
suspension)
©
2-8 200632
AS TRONIC
AS Tronic General
2.5 GEAR SELECTOR MATRIXES
The gear-change diagrams show which gears are

possible in a specific position of the main 12AS K1
gearbox.
Y2 Y3
K2
2
1,2,7,8 5,6,11,12
1 3
Y6
Y4 Y5
Y7
R 2
RL,RH 3,4,9,10
Y8 Y9
L
V300916-2
©
200632 2-9
AS TRONIC
General AS Tronic
Note:
The position of the main gearbox referred to in the 16AS K1
gear-change diagrams and the pneumatic
diagram relates to the gear-change position in the Y2 Y3
gearbox; these are not the gears, then.
K2
3,4,11,12 RL,RH 7,8,15,16

2 2 R 4
Y6
Y4 Y5
Y7
1 3
1,2,9,10 5,6,13,14
Y8 Y9
L
V300917-2
D954
p
u
Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10
16AS K1 K2 1/2 R 3/4 2/4/R N 1/3 H L

12AS K1 K2 R/1 2/3 1/3 N R/2 H L

V300913-2
©
2-10 200632
AS TRONIC
AS Tronic General
The following gear selector matrixes show the

valves (Y10 to Y1) that must be activated for each
gearbox type in order to engage a particular gear.
12 AS 1930 TD N 1 2 3 4 5 6 7 8 9 10 11 12 RL RH
Y10 Central air supply x x x x x x x x x x x x x x x
Y9 Range box 'high' x x x x x x
2
Y8 Range box 'low' x x x x x x
Y7 position of main box 1/3 x x x x x x x x x
Y6 position of main box R/2 x x x x x x x
Y5 position of gate R/1 x x x x x x
Y4 position of gate 2/3 x x x x x x x x
Y3 position of splitter K1 x x x x x x x
Y1 transmission brake
12 AS 2330 TO N 1 2 3 4 5 6 7 8 9 10 11 12 RL RH
Y10 Central air supply x x x x x x x x x x x x x x x
Y9 Range box 'high' x x x x x x
Y8 Range box 'low' x x x x x x
Y6 position of main box R/2 x x x x x x x
Y5 position of gate R/1 x x x x x x
Y4 position of gate 2/3 x x x x x x x x
©
200632 2-11
AS TRONIC
General AS Tronic
16 AS 2230 TD N 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 RL RH
Y10 Central air supply x x x x x x x x x x x x x x x x x x x
Y9 Range box 'high' x x x x x x x x
Y8 Range box 'low' x x x x x x x x x x
Y7 position of main box 2/R/4 x x x x x x x x x x x
2 Y5
Y4
position of gate 1/2
position of gate 3/4
x x x x
x x x x
x x x x
x x x x
x
x
x
x
Y3 position of splitter K1 x x x x x x x x x
16 AS 2630 TO N 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 RL RH
Y10 Central air supply x x x x x x x x x x x x x x x x x x x
Y9 Range box 'high' x x x x x x x x
Y8 Range box 'low' x x x x x x x x x x
Y7 position of main box 2/R/4 x x x x x x x x x x x
Y5 position of gate 1/2 x x x x x x x x x x
Y4 position of gate 3/4 x x x x x x x x x x
©
2-12 200632
AS TRONIC
AS Tronic General
2.6 OVERVIEW DRAWING, GEAR-SHIFT MECHANISM
10 9 8 7 6 4 5 3 16 2 1
12 AS Range - R/1 2/3 Splitter

16 AS Range R 1/2 3/4 Splitter
13 14 15
V300797
1. Gearbox modulator
2. Solenoid valve block
3. Gate selection selector cam
4. Splitter box selector fork
5. Main box selector shaft
6. Gear 2/3 selector fork for 12 AS
Gear 3/4 selector fork for 16 AS
7. Selector and locking ring
8. Gear R/1 selector fork for 12 AS
Gear 1/2 selector fork for 16 AS
9. Gear R selector fork for 16 AS
10. Range box selector fork
©
200632 2-13
AS TRONIC
General AS Tronic
2.7 OVERVIEW DRAWING, PRESSURE REGULATOR
1. Pressure regulator cover

2. Upper pressure spring
3. Ring 1
4. Pressure piston
5. Thrust sleeve
2 6.
7.
Lower pressure spring
Pressure spring retainer
8. Pressure regulator housing 2
9. Adjusting screw
10. Bleed seal
11. Bleed cover
3
9
10
11
V300697
©
2-14 200632
AS TRONIC
AS Tronic General
2.8 OVERVIEW DRAWING, CLUTCH UNIT
2
1
7
V300675-2
1. Rear cover with integrated wire harness
2. Seal
3. Clutch unit housing with integrated
solenoid valves and electronics
4. Operating piston
5. Spring
6. Clutch unit cylinder
7. Pressure pin
©
200632 2-15
AS TRONIC
General AS Tronic
©
2-16 200632
AS TRONIC
AS Tronic System description
3. SYSTEM DESCRIPTION
3.1 MECHANICAL GEARBOX
The AS Tronic system is an automated selector

system based on a conventional mechanical
gearbox combined with an electropneumatic shift
and clutch control system.
The AS Tronic gearbox (4) is equipped with
an automatically controlled, single dry-plate 1 3 5
2
clutch (1). The gearbox modulator (3) consists
of an electronic unit, various sensors, a pressure
limiting valve (5) and the pneumatic shift control.
Automatic engaging and disengaging of
the clutch is controlled pneumatically by the
clutch unit (2).
The gearbox consists of a main box with 3 or
4 gears and an integrated splitter box and range
box. The splitter box and range box are
synchronised.
The main box is of the jaw-clutch engagement
type. Synchronisation of the main box is
regulated by the gearbox modulator. 2 kr. 4 4
V300660
Synchronisation when changing up is regulated
by the transmission brake in the gearbox. When
changing down, the gearbox modulator sends an
instruction to the engine management system to
increase the engine speed temporarily. This
ensures correct synchronisation when changing
down.
Two auxiliary shafts provide a favourable power
distribution of the input engine torque and reduce
the mechanical load on the gear wheels. This
construction leads to a compact, low-weight
gearbox. The drawings below show gearboxes
with 12 and 16 gears.
©
200632 3-1
AS TRONIC
System description AS Tronic
12 AS
1 3 4 10 9 6 7
3 2 1 R
A B C
2 5 8
V300662
A. Splitter box (2 gears)
B. Main box 3 gears, 1 reverse gear
C. Range box (2 gears)
1. Input shaft
2. Transmission brake
3. Lubricating oil pump
4. Auxiliary shaft
5. Auxiliary shaft
6. Range box
7. PTO-mounting transport cover
8. Output shaft
9. PTO prop shaft (if PTO installed)
10. Main shaft
©
3-2 200632
AS TRONIC
16 AS
1 3 4 10 9 6 7
4 3 2 1 R
A B C
2 5 8
V300661
A. Splitter box (2 gears)
B. Main box 4 gears, 1 reverse gear
C. Range box (2 gears)
1. Input shaft
2. Transmission brake
3. Lubricating oil pump
4. Auxiliary shaft
5. Auxiliary shaft
6. Range box
7. PTO-mounting transport cover
8. Output shaft
9. PTO prop shaft (if PTO installed)
10. Main shaft
©
200632 3-3
AS TRONIC
The gears of the reverse gear on the auxiliary

shafts (1) and (2) are not the same for the 12 AS 12AS
and the 16 AS gearboxes (3).
The 16 AS gearbox has a wider gear wheel,
which drives both the reverse gear and the 1st
gear on the main shaft.
The 16 AS gearbox therefore also has
2 different shift control for the reverse than the
12 AS gearbox.
1 3
2
V300720
16AS
3
1
2
V300719
©
3-4 200632
AS TRONIC
A. Integrated splitter box

This is a splitter box accommodated in the front
gearbox housing. Using an additional set of
gears, the auxiliary shafts of the main box can be
driven by two different ratios. In this way, each
gear in the main box can be engaged in a low or
high ratio, so it can be split into two. This doubles
the number of gears in the main group. The
splitter box has been synchronised so as to
restrict the number of times the transmission
brake is activated.
2
B. Main box
The main box consists of three or four forward
gears and one reverse gear. The main box is not
synchronised; synchronisation is effected by the
transmission brake and the electronic control in
the modulator (combined with engine
management). The splitter box and range box, on
the other hand, are synchronised.
C. Planetary range box
This is a gearbox mounted onto the rear of the
main gearbox, consisting of one planetary gear
wheel set.
Using this set of gears, all gears in the main box
can be used once with the range box in a low ratio
transmission and once with the range box in a 1:1
ratio.
This doubles the number of gears in the
main box.
In popular terms, the number of gears in the
main box is 'stacked'. This is how the term
'stacking box' arose (analogous to the English
term 'range box').
The diagrams alongside show the power
distribution across the individual gear pairs for
each gear.
©
200632 3-5
AS TRONIC
AS Tronic 12 AS
By means of the splitter box, the three gears in
the main box are multiplied by two, while the use
of the range box multiplies this figure by two
again, which results in 2x3x2 = 12 forward gears.
2
1
2
3
4
5
6
7
8
9
10
11
12
R1
R2
V300663
©
3-6 200632
AS TRONIC
AS Tronic 16 AS
By means of the splitter box, the four gears in the
main box are multiplied by two, while the use of
the range box multiplies this figure by two again,
which results in 2x4x2 = 16 forward gears.
2
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
R1
R2
V300664
©
200632 3-7
AS TRONIC
3.2 AS TRONIC SYSTEM
The AS Tronic system consists of the gearbox (1)

and the components required for gearbox
automation.
The gearbox modulator (2) and the clutch unit (3)
are integrated in the gearbox housing.
2 5
7A
! !
2 1
V300673
©
3-8 200632
AS TRONIC
On the vehicle side, you will also find the

operating unit (6) as well as the function and
warning indicators via VIC (4) and DIP (5).
The vehicle is also linked to other vehicle
systems (e.g. UPEC, EBS, MTCO and ZF
Intarder EST42) via CAN communication. This
communication is necessary to enable the correct
gear to be selected under all driving conditions.
Via the V-CAN the modulator (2) uses important 2
information such as the accelerator pedal
position (UPEC) and brake pedal position (EBS).
The wheel speed sensors (EBS) provide the
modulator with information as to whether the
vehicle is driving straight ahead or rounding a
corner. When rounding a corner, you normally
should not shift down.
©
200632 3-9
AS TRONIC
3.3 OPERATING UNIT
The operating unit (2) is no longer mechanically

connected to the gearbox.
The operating unit (2) consists of the selector
switch (3) and the gear lever unit (1).
The operating unit contains various position
2 sensors that register the position of the gear

lever. In this way the information relating to the
correct gear is transmitted to the gearbox
3
modulator via the internal electronics of the 1

operating unit and the cab wiring.
2
V300726
©
3-10 200632
AS TRONIC
3.4 GEARBOX MODULATOR
The gearbox modulator (3) consists of the

gearbox control electronics, solenoid valves, 4 1 5 3 2
engaging cylinders and various sensors.
The modulator controls the internal solenoid
valves. The solenoid valves in turn control the
internal air-pressure-controlled pistons (1, 2, 4
and 5), enabling the selector shafts to ultimately
engage/disengage the correct gear.
12 AS 2
Engaging cylinder (1) engages the main box and
the selector cylinder (2) ensures that the right
gate is selected for the main box.
The splitter box (GV) is operated by engaging
cylinder (4). The splitter box (GP) is operated by GV
2/3
engaging cylinder (5).
1/R
GP
V300659
The adjacent drawings show gearboxes

with 12 and 16 gears. 4 1 5 3 2
16 AS
GV
3/4
2/1
R
GP
V300658
©
200632 3-11
AS TRONIC
3.5 CLUTCH UNIT
The clutch unit (1) is attached to the integrated

gearbox clutch housing. 1 4 2
The clutch is operated fully automatically by
the electropneumatic clutch unit, which, in turn,
is controlled by the electronics inside the
2 modulator (5). The wiring harness (2) is

permanently connected to the cover of the clutch
unit (1) on the one hand, and to the gearbox
modulator via a connector (4) on the other.
In addition to the pneumatic operating piston, the
clutch unit contains four electropneumatic valves
to open or close the clutch slowly or rapidly.
The moment of engaging and the position and 3
stroke of the operating piston are processed by
the internal travel sensor and the electronics and
then transmitted to the gearbox modulator.
V300674
In this way the modulator can adjust the opening

and closing of the clutch to the driving conditions. 4 5 2 3
ZF FRIEDRICHSHAFEN AG
8 1 9
V300718
A bleed screw (2) has been fitted to

enable manual aerating and bleeding of 1 2
the clutch unit (1).
3
V300730
©
3-12 200632
AS TRONIC
AS Tronic Description of components
4. DESCRIPTION OF COMPONENTS
4.1 MECHANICAL GEAR CHANGE
The AS Tronic gearbox is equipped with a

normal, mechanical operating system for shifting 5 2
the selector shafts of the splitter box in the front
section (8), the main box in the central section (9)
and the range box in the rear section (10) of the
gearbox housing. 2
By energising a certain combination of solenoid
valves, the electronic unit of the modulator (5) will
operate the engaging cylinders in such a way that

any desired gear can be engaged.
9 10 11
7 8 1
V300717
4 1 5 3 2
12 AS
GV
2/3
1/R
GP
V300659
The integrated engaging cylinders (1, 2, 4 and 5)

in the gearbox modulator (3) operate the selector 4 1 5 3 2
shafts and selector forks.
The main difference between the mechanical
operation of the 12 AS and 16 AS gearboxes is
the way in which the reverse gear is operated.
The 16 AS version has an additional selector fork 16 AS
for the reverse gear.
The 12 AS gearbox uses the combined “1/R”
selector fork for operating the reverse gear.
An extra selector fork in the 16 AS gearbox
means that an extra position of the selector shafts
is needed in respect of the 12 AS gearbox. GV
3/4
2/1
R
GP
V300658
©
200632 4-1
AS TRONIC
Description of components AS Tronic
For instance, the pneumatic engaging cylinder for

operating the splitter box (1) and range box (3) is
a 2-position cylinder.
These engaging cylinders have only 2 extreme
positions. The engaging cylinder for the
gate selection and main box (2), however, is
a 3-position engaging cylinder.
These 3-position engaging cylinders also have
2 a 3rd position, the centre position, in addition
to the two extreme positions.
2 3
13
9
12
10
11
6
4 5 7
V300732
©
4-2 200632
AS TRONIC
Engaging 1st gear

The selector shafts can be shifted alternately.
The selector forks are not locked mechanically by
the selector shafts and can therefore move freely
relative to the selector shafts.
As an example, the situation with a 16 AS
gearbox is discussed. Depending on the
3 positions of the gate selection engaging
cylinder (16), the selector cam (3) will also have
3 positions. If, for instance, the 1st gear is shifted,
2
the selector cam (3) is pushed inwards by the
gate selection cylinder (16). This means that the
selector ring (7) can also be turned anticlockwise
(viewed from the rear of the selector shaft
mechanism). A pin in the selector shaft (5) locks
selector fork (8) with selector shaft (5). Next, the
main box engaging cylinder (14) will move the
selector shaft (5) in the longitudinal direction to
the rear of the gearbox. The gear wheel of the 1st
gear is now connected to the main shaft.
10 9 8 7 6 4 5 3 16 2 1

13 14 15
V300797
©
200632 4-3
AS TRONIC
Selector and locking ring
3
1
2 2 5
V300801
When a different gate is selected, the gate
selection engaging cylinder will take up a different
position. The selector cam is connected to the
gate selection selector shaft. The selector cam in
turn drives the round bolt (3), so that the selector
shaft of the main box (5) is rotated.
The shape of the gearbox housing (7) prevents
the selector and locking ring (2) from moving
in the longitudinal direction of the
gearbox housing (7).
Since locking pin (4) is also fitted in the selector
shaft (5), the selector and locking ring (2) will also
rotate. In this way locking pin (4) is as it were
placed in the relevant selector fork.
©
4-4 200632
AS TRONIC
12AS 6
5
3
2
1 8 2
4
V300842
The modulator can also move the selector

shaft (5) in the longitudinal direction of the 16AS 7
gearbox via the round bolt (3).
The selector and locking ring (2) ensures that the
6
correct selector fork (1 or 6) is locked with the
selector shaft (5). Locking is performed by the 5
locking pin (4) in the selector shaft and the 3
recesses in the cam of the selector forks.
2
If either of the two selector forks is selected, the 1
non-selected selector fork will automatically be 8
locked thanks to the shape of the selector and
locking ring (2). It is thus never possible to
engage 2 gears simultaneously.
The same gearshift mechanism is used for
4
the 12 AS and the 16 AS gearboxes, but the 9
16 AS gearbox has an additional selector fork (7)
V300843
for the reverse gear.
Note:
In later versions of the AS Tronic gearbox the
selector shaft in the main box has been modified.
The locking pin (8) is now placed “suspended” in
the selector shaft (9).
Reverse gear of 16 AS gearbox

In the 12 AS version only the 2 extreme positions
of the gate selection engaging cylinder (16) are
used. In the 16 AS version this engaging cylinder
uses a 3rd position, the centre position. This
centre position enables the additional "R"
selector fork to be operated.
©
200632 4-5
AS TRONIC
If the gate selection engaging cylinder (16) is in

the centre position, the selector cam (3) is also in
the centre position. By activating a particular
combination of solenoid valves (2), the internal
electronics of the modulator will transmit the
pneumatic command to the engaging cylinder of
the main box (14) to shift towards the modulator
front. Selector fork 9 of the reverse gear is now
operated. As a result, the reverse gear is shifted.
2
10 9 8 7 6 4 5 3 16 2 1

13 14 15
V300797
The cam of selector fork 8 of the 16 AS gearbox

is narrower than that of the 12 AS version. This is
necessary to position the cam of selector fork 9
centrally between selector forks (6 and 8). This
explains the need for the centre position of the
gate selection engaging cylinder.
©
4-6 200632
AS TRONIC
4.2 TRANSMISSION BRAKE
The transmission brake is located in the front

cover (2), which is situated in the clutch housing.
The transmission brake consists of a piston (4),
multiple lamella transmission brake (5, 6) and the
transmission brake cover (7).
5
2
10
9
8
7
4
3
1 2
V300708
The transmission brake is needed to shift the

main box of the gearbox. The main box itself has
no synchroniser.
When changing up, you can brake the auxiliary
shaft using the transmission brake. Because of a
minor speed difference between the main shaft
and auxiliary shaft, the gearbox modulator can
make the gearbox change up to a higher gear.
The transmission brake is actuated by a solenoid
valve in the gearbox modulator.
©
200632 4-7
AS TRONIC
This valve actuates the piston (4) pneumatically

via an air duct in the gearbox housing and the air 5 6 13
duct (1) in the cover.
The adjustable air pressure will cause the piston
(4) to move the lamellae (5, 6) against the clutch
cover (7). The transmission brake cover (7) and
the pressure plates (5) are locked in position 3
relative to the gearbox housing by means of 4
2 recesses and pins (12). 1
In this way the auxiliary shaft (13) can be braked,
so that gears can be shifted.
After a change of gear, the clutch of the
transmission brake is no longer operated. 11
The spring (10) and hollow pin (9) in the 9
auxiliary shaft (13) force the piston back, so
that the transmission brake is released.
A metal hit pin (11) serves to reduce wear of the
lightweight-metal piston (4). 10
8
2 7
12
V300709
©
4-8 200632
AS TRONIC
4.3 OPERATING UNIT
Via the operating unit, the driver transmits

information about the desired gear change to the
AS Tronic gearbox.
The gear lever (1) and selector switch (3) are
integrated in the operating unit (2). The signal for
the driving direction, D or R, is given via the
selector switch. The selection of the driving
situation (normal driving or manoeuvring) is also
3
2
transmitted to the gearbox modulator by the 1
selector switch.
2
V300726
The operating unit is made up of the following

components:
1. Switch button
2. Selector switch and button 1
3. Operating unit cover
4. Connector 2
5. Connector
6. Gear lever with integrated position sensors
and AS Tronic CAN system
7. Mounting bracket for connectors
8. Seal 3
9. Mounting bracket for gear lever
The operating unit is no longer linked

mechanically to the gearbox. The operating unit
sends the control signals for the required gear 2
and driving position via the internal electronics (6)
and the AS Tronic CAN network to the gearbox
modulator.
6
4
5
7
9
V300723
©
200632 4-9
AS TRONIC
9 8
6 5
V300733
After the modulator has received the signal

specifying the required gear to be engaged via
the internal CAN and the gear has actually been
engaged, the current gear indication is displayed
to the driver via the V-CAN and VIC/DIP.
The position of the gear lever (2) is recognised by
the position sensors (5, 7). The position sensors
(5) for manual shifting up and down and the
position sensors (7) for selecting the search
function, fully automatic and semi-automatic
mode record the gear lever movement effected
by the driver.
©
4-10 200632
AS TRONIC
With every manual shifting movement, a thrust

pin (3) with spring fitted in the gear lever arm (2)
runs through a gear-change pattern in the cover
of the gear lever unit.
Changing up and down one gear is done
via pattern 9. The spring underneath the
thrust pin (3) need not be compressed very hard.
To shift up or down two gears, the thrust pin (3)
must abut against the higher shifting pattern (8).
The spring must be compressed harder, which 2
gives the driver a heavier feel. The driver feels as
if he were operating the gear lever unit manually.
Semi-automatic mode
Changing up or down manually (+ / -) puts the AS
Tronic gearbox in semi-automatic mode.
All movements are spring return movements,
meaning that only the outward movement has to
be made. The gear lever always returns to the
centre position by spring action.
Every time the engine is started, the AS Tronic
gearbox will always start in fully automatic mode.
To change the gearbox from fully automatic to
semi-automatic mode, the gear lever need not be
moved in the 'M' direction first. The driver can
shift directly in the '+, ++' or '-, --' direction. The
internal electronics of the gear lever unit activate
the DIP via the modulator. The 'A' following the
gear indication immediately changes to 'M'. This
indicates that the semi-automatic mode has been
selected.
The following shifting positions are possible in
semi-automatic mode: 1
1. Changing up two gears 2
2. Changing up one gear
3. Centre position MA S 4
4. Search function 3
5. Changing down one gear
5
6. Changing down two gears
7. Fully automatic operation MA S 6
8. Semi-automatic operation
8 7
N D
R
V300734
©
200632 4-11
AS TRONIC
Search function
The 'S' indicates the search function.
The search function can be used if too high a gear
has been selected via the semi-automatic mode.
By activating the search function, the gearbox
automatically returns to the optimal gear for the
current driving conditions. So there is no need for
various manual shifting movements to select the
correct gear as quickly as possible.
2 Selector switch
The selector switch (2) is accommodated in the
operating unit cover (3). The selector switch is a
5-position rotary switch. Every desired driving
position transmits a voltage signal to the internal
electronics of the gear lever unit (6). Via the 6-pin 1
connector (5) the selector switch is directly
linked to the gear lever unit (6). Via the 8-pin 2
connector (4) and the vehicle wiring the internal
electronics communicate with the gearbox
modulator.
When the engine has been started, the AS Tronic 3
gearbox will always start in fully automatic mode.
However, the driving direction of the vehicle must
be selected. The driver also has to select the
driving situation, for instance driving off normally
or manoeuvring. 2
4
5
7
9
V300723
©
4-12 200632
AS TRONIC
For this reason, the selector switch (6) has the

following positions:
1. Neutral position MA S
2. Normal forward drive-off position

3. Forward manoeuvring position
4. Normal reverse drive-off position
5. Reverse manoeuvring position
5 4 1 2 3
R
N D
2
N D
R
V300735
Reverse lights
Control of the reversing lights is not effected by a
D955
mechanical switch in the gearbox. They are
controlled via the internal electronics in the gear
lever unit. The gear lever unit directly activates E590
the relay of the reversing lights without the
gearbox modulator being involved. B385
G350 Reverse
lights DAVIE A021
D954
F705
VIC
D900 D899
CAN
network
V300736
©
200632 4-13
AS TRONIC
4.4 GEARBOX MODULATOR
The gearbox modulator (2) is integrated in the

gearbox housing (1) (to save space) and has all
mechanical, electrical and pneumatic
connections that are necessary for correct
shifting of the gearbox.
V300698
©
4-14 200632
AS TRONIC
The gearbox modulator ensures that the gearbox

shifts fast and correctly, depending on the driving
conditions. All functions that are necessary for
selection and checking of the correct gear are
controlled inside the gearbox modulator.
The gearbox modulator contains the following
components:
-
-
the electronic unit (ECU)
pneumatic solenoid valves and engaging 2
cylinders
- travel sensors to determine the current
position of all engaging cylinders
- sensors for checking the gearbox and
modulator temperatures, rpm of input shaft
and pressure sensor for the air supply to the
pneumatic system
Gearbox electronics
The integrated gearbox electronics (9) are
situated in the upper cover of the modulator (1).
The electronics serve to actuate and control the
entire automated gear selector system (gearbox,
clutch, PTO), depending on the driving conditions
(correct gear, fully automatic mode, operating
condition of the vehicle).
Items such as the solenoid valves in the solenoid
valve block (2) are controlled via the internal
connectors (6 and 8) and the print tracks.
©
200632 4-15
AS TRONIC
7 10 11
8
6
12
5 4 3 2 1
V300703
©
4-16 200632
AS TRONIC
Solenoid valves and engaging cylinders

The gearbox control is actuated
electropneumatically by 10 separate pneumatic
solenoid valves in the solenoid valve block (2).
One solenoid valve functions as the main cut-off
valve for the air supply. A combination of 8
solenoid valves ensures that the engaging
cylinders (13, 14, 15 and 16) are actuated. One
solenoid valve actuates the clutch of the 20
transmission brake via air duct (11).
13 14 15
2
After gear shifting, the control pressure is 19
switched off via the main solenoid valve.
The solenoid valves (2) required for shifting the
relevant gear are also immediately switched off
after a gear change.
When the gear is engaged the solenoid valves
remain pneumatically bled.
The locking device of the selector shafts locks the
16
gearbox mechanically until the next gear-change
is required.
The 4 pneumatic engaging cylinders in the
modulator are 2 or 3-position cylinders.
The 2-position engaging cylinder is used to 17
operate the splitter box engaging cylinder (15)
and the range box engaging cylinder (13). 18
V300704
The 3-position engaging cylinder is used for the

gate selection engaging cylinder (16) and the
main box engaging cylinder (14). Besides two
extreme positions, the 3-position engaging
cylinder also has a controlled centre position.
To check whether the engaging cylinders have
shifted properly, travel sensors (3, 4, 5 and 18)
are fitted on the engaging cylinders. The gearbox
modulator contains the following travel sensors:
- splitter box travel sensor S1 (3)
- main box travel sensor S2 (4)
- range box travel sensor S3 (5)
- gate selection travel sensor S4 (18)
The signals from the travel sensors are
constantly processed by the gearbox electronics
to check the correct shifting of the engaging
cylinders.
©
200632 4-17
AS TRONIC
Pressure sensor
Pressure sensor S7 (10) in the modulator is
connected directly to the reduced output of the
pressure regulator (17) via a bore in the upper
cover of the modulator. The electronic unit uses
the signal from the pressure sensor (10) for
checking and diagnostics. 10 11
V300844
The pressure sensor checks whether the reduced

pressure of the air supply to the modulator (1) is
not too low or too high. In either case the DIP
gives a warning.
Too low a pressure causes incomplete shifting or
no shifting at all. Too high a pressure causes
extra mechanical load on the entire selector 20
system and all seals, which affects the service
life. The reduced operating pressure is kept 13 14 15
constant by the pressure regulator (see 19
'Technical data').
The pressure regulator (17) is fitted against the
modulator housing and is also the external air
connection for the pneumatic system in the
modulator. A coarse filter to capture
contamination from the air supply system is fitted 16
in this external air connection. The purpose of this
is to prevent the pneumatic system in the
modulator from being damaged.
17
18
V300704
©
4-18 200632
AS TRONIC
Modulator connectors
Vehicle 2
Transmission
V300729
The modulator has two external connectors.
The position of the connectors is imprinted on the
modulator housing.
The text 'TRANSMISSION' is shown on the left-
hand connector. This connection is meant for the
internal components of the AS Tronic system,
namely the AS Tronic speed sensor and the
clutch unit.
The text 'VEHICLE' is shown on the right-hand
connector. Via this connector the AS Tronic
system communicates with the so-called vehicle
side.
This means: voltage supply and communication
with the operating unit and other vehicle systems
such as the engine management, EBS, VIC/DIP,
ZF intarder and the tachograph.
©
200632 4-19
AS TRONIC
Temperature sensor
Like the S6 input shaft speed sensor (20) the S8
temperature sensor (19) is integrated in the
bottom of the modulator.
The gearbox temperature is indirectly checked by
measuring the gearbox oil temperature.
The temperature sensor is only used by the
electronics in the modulator. 20
2 In this way the current gearbox operating
temperature is stored in the electronic unit. Brief 13 14 15
maximum temperatures are admissible (see 19
'Technical data').
16
17
18
V300704
Input shaft speed sensor

To enable the input shaft speed to be measured, 3
the input shaft is fitted with a sensor wheel (2). An
S6 inductive speed sensor (1) is fitted in the
modulator housing.
This sensor is used to compare input shaft speed
and engine speed. The modulator then knows in
any circumstances whether the clutch is fully 1
opened or closed. Slipping of the clutch is also
checked. This is necessary to register whether
the clutch is operated correctly and also to check 2
the clutch for overloading.
Every time the engine is started, the clutch is
opened by the clutch unit. The command for this
checking phase originates from the gearbox
modulator and is used to check the clutch plate
(speed of input shaft) for slowing down when the
clutch is opened. 4
V300803
If this is done correctly, the checking phase is
completed. Only then can the gear be engaged
and the vehicle be driven off.
©
4-20 200632
AS TRONIC
4.5 CLUTCH UNIT
The clutch unit (1) is attached to the integrated

gearbox clutch housing (8). 4 5 2 3
2
8 1 9
V300718
The clutch is operated fully automatically. The

electropneumatic clutch unit (1) receives a 1 4 2
command from the gearbox modulator (5) to
open or close the clutch.
The clutch unit is linked to the gearbox modulator
(5) via connector 4. The wiring harness (2) is
integrated in the clutch unit (1) via a fixed
connection (9) and therefore has no connector.
V300674
©
200632 4-21
AS TRONIC
The clutch unit housing is made up of the front

housing (6), where the operating piston (4) is
located, and the rear housing (3), where the
solenoid valves, clutch travel sensor and internal
electronics are located.
The rear housing (1) contains the fixed
connection to the clutch unit wiring.
A special oblong shape in the seal (2) forms the
2 bleed duct of the clutch solenoid valves when the
clutch closes. In the rear housing (3) the
pressurised air in the front clutch unit housing (6)
(open clutch) is released via 2 bleed solenoid
valves. The bleeding is carried out via the
oblong shape in the seal (2), concave travel
sensor, concave travel sensor core on operating
piston (4) and the front of the clutch unit housing
to the gearbox clutch housing.
7
V300675-2
©
4-22 200632
AS TRONIC
In addition to the pneumatic operating piston for

operating the clutch lever, the housing (1) of the 1 2
clutch unit incorporates the following 9
components:
8
- 2 solenoid valves for opening the clutch (3, 4)
- 2 solenoid valves for closing the clutch (6, 7)
- internal electronics (2) 10
- travel sensor S5 (5)
-
-
flat cable (9)
manual bleeding (8) 2
- central air supply connection point with
integrated non-return valve (10)
Manoeuvring the vehicle and dosed driving off
require accurate engagement of the clutch.
Under particular driving conditions a very rapid
clutch operation is required.
In that case a variation in opening and closing
times of the solenoid valves is possible. 76 5 4 3
V300676
The clutch is opened and closed by 4 solenoid

valves in total. The 2 solenoid valves (Y15 and
Y17) with a small air inlet/outlet opening regulate
the slow closing and the slow opening of the
clutch respectively.
©
200632 4-23
AS TRONIC
2
1
3
Y14 Y16 Y17 Y15
7 6
V300802
Two redundant duty-cycle-controlled solenoid

valves (Y14 and Y16) with a large air inlet/outlet
opening arrange the rapid controlled closing and
the rapid controlled opening of the clutch
respectively.
If no electrical energising takes place, the valves
are closed pneumatically. In this way any position
of the operating piston can be selected and held.
©
4-24 200632
AS TRONIC
The position of the operating piston (11) and

hence the clutch position is recorded by the S5
travel sensor. The travel sensor consists of a
fixed coil (3) and a core (2) which moves in a
straight line and is attached to the operating
piston (1).
The gearbox modulator transmits a control signal
to the travel sensor in the clutch unit. Due to the
variable coil core position the self-induction of the
coil will change and the signal will be distorted. 2
The internal electronics in the clutch unit make 1 2 3
the signal suitable for being returned to the V300678
gearbox modulator. In this way, the gearbox
modulator is able to determine exactly the
position of the clutch parts.
The time of engagement as well as the position
and stroke of the operating piston are also
measured by the travel sensor.
In this way the modulator can adjust the opening
and closing of the clutch to the driving conditions.
Check when the engine is started
Every time the engine is started, the clutch unit
checks the current clutch engagement point
(wear-dependent). This is measured by the travel
sensor and the information is immediately made
available to the gearbox modulator. As a result,
the AS Tronic system is continuously informed
about any wear of the clutch plate.
Via connection 1 on the clutch unit housing,
control pressure is supplied to the clutch unit to
operate the clutch. The control pressure
originates from the connection on the gearbox
modulator but is passed on without being
reduced.
In the unlikely event of a leak in the air supply to
the clutch unit, an internal non-return valve will
ensure that if the clutch is open it is not suddenly
closed without the gearbox modulator
transmitting the relevant signal.
A bleed screw has been fitted to enable manual
bleeding of the clutch unit.
Conclusion
The clutch unit and clutch control are designed to
ensure that particular failures cannot provoke an
unwanted response from the clutch system.
Redundant solenoid valves, position sensor and
non-return valve ensure desired and safe
opening and closing of the vehicle clutch.
©
200632 4-25
AS TRONIC
4.6 AS TRONIC SPEED SENSOR
The AS Tronic speed sensor is fitted in the

gearbox rear cover.
The AS Tronic speed sensor is used by the
gearbox modulator of the AS Tronic system to
shift the gearbox correctly under all
2 circumstances.
V300699
So the speed sensor of the MTCO (3) is not used

for the shifting function. This is the tachosensor, 6
with which all other gearbox types are fitted as
standard. 5
Only if the AS Tronic speed sensor (5) is
defective will the signal from the redundant speed
sensor MTCO (3) be used to ensure that the
gearbox changes all gears correctly. 4
Both sensors have an identical connector and
operate in exactly the same manner. However,
the supply voltage of both sensors is different. 2
The synthetic connector can only be
distinguished by its colour:
- AS Tronic speed sensor = black, 1 3
24V supply voltage V300724
- MTCO speed sensor = white,

~6.5/9.5V supply voltage
Note:
The supply voltage of the AS Tronic
speed sensor (5) is higher than that of
the MTCO sensor (3).
The connectors should therefore never be
exchanged!
©
4-26 200632
AS TRONIC
The AS Tronic speed sensor likewise has two

connections for outgoing signals. Only one
connection sends the real-time speed signal to
the gearbox modulator. The signal is transmitted
as a square-wave signal generated by the
internal Hall IC.
K100871
©
200632 4-27
AS TRONIC
4.7 PRESSURE REGULATOR
The pressure regulator (2) is integrated in the

upper cover of the gearbox modulator (1). The 1
pressure regulator is directly connected to the
pressure sensor, the solenoid valve block and the
engaging cylinders via air ducts in the upper
cover of the modulator.
2 The pressure regulator regulates the system
pressure of the air reservoir back to the constant
operating pressure for the correct operation of all
engaging cylinders (see “Technical data”). The
pressure sensor continuously checks the
reduced operating pressure of the modulator.
2
V300845
©
4-28 200632
AS TRONIC
The pressure regulator is a normal

pressure control valve. The pressure control
valve is formed by the pressure piston (4) and
thrust bush (5). A rubber sealing ring is located
1
between the pressure piston (4) and the thrust
bush (5). The springs (2 and 6) together make for
an ‘equilibrium situation’. If the system pressure
is higher than the set operating pressure, the
pressure piston (4) will move up against the
2
2
spring pressure of spring 2 and allow the gauge
pressure to escape via the bleeder in the
pressure regulator housing.
Note: 3
The set screw has been set and sealed in the
factory.
The set screw must not be rotated!
9
10
11
V300697
©
200632 4-29
AS TRONIC
4.8 PRESSURE-RELIEF VALVE
The pressure relief valve (1) is located on the

transverse support in front of the left front wheel.
2 1
V300846
The pressure relief valve (6) is a simple pressure

2
control valve connected to the same output of the
air supply unit (2) as the air reservoir (4) in the AS
Tronic gearbox. The pressure relief valve is in
turn connected to the air reservoir of circuit 4.
The ECAS system is one item that uses this. 3
1 6
4
6
V300800
The pressure relief valve is closed until a certain

air pressure is reached. This means that when
the air pressure is being built up by the air supply
unit (2) on circuit 4 the AS Tronic system will
automatically be filled first. Above a fixed set
pressure value (see “Technical data”) the
pressure relief valve will open, so that the air
reservoir on circuit 4 is also filled.
This means that during filling the AS Tronic
system is given priority above the other air
consumers on circuit 4.
©
4-30 200632
AS TRONIC
21
4
62 12 23 2911 22
u u
0 2 1 p p 23
64 25
1
24 26 3
5
2
19
4 2
D954 B385
12 11 10 9 8 18
13 p 14 15 16 17
7 u
Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y14 Y15 Y16 Y17
K1 K2 1/2 R 3/4 2/4R N 1/3 H L

V300795-2
©
200632 4-31
AS TRONIC
©
4-32 200632
AS TRONIC
AS Tronic Control functions
5. CONTROL FUNCTIONS
5.1 SHIFT SITUATIONS
The AS Tronic system automatically controls the

various shift situations, for instance driving off,
stopping, manoeuvring, gear shifting when
driving and selecting the current gear.
5
2
7A
! !
2 1
V300673
©
200632 5-1
AS TRONIC
Control functions AS Tronic
The shift situations are recognised and recorded

by unequivocal sensor signals and CAN
communication systems.
For every shift situation specific conditions are
programmed to enable that shift situation to be
selected.
Moreover, only one shift situation at a time can be
active.
2 The AS Tronic system continuously checks
whether the conditions associated with a
particular driving condition are still valid.
However, if the new conditions are sufficiently
different from the current shift situation, the
modulator immediately switches to a different
shift situation that better suits the new conditions.
It is therefore impossible for the AS Tronic
gearbox to identify two shift situations at once
and carry out two shifts at the same time.
The following shift situations can be identified by
the modulator and if necessary shifted
mechanically:
- switching on ignition.
- neutraal position
- shifting at standstill
- engaged gear at standstill
- driving off
- shifting when driving
- current gear when driving
- manoeuvring
- switching off ignition
©
5-2 200632
AS TRONIC
5.2 SWITCHING ON IGNITION
The 16 AS gearbox is used as an example in the

description below.
Switching on ignition
When the ignition is switched on, the electronic
unit of the gearbox modulator checks whether
any errors, such as short-circuiting, interruption,
etc., have been stored in the memory. 2
If there are no errors, the gearbox modulator
checks whether the gearbox is mechanically in
the neutral position. A check is then run to make
sure that all signals from the fitted travel sensors
are credible.
The positions of all engaging cylinders are then
stored in the modulator.
The clutch is also bled and the maximum position
of the closed clutch is also stored in the
modulator’s memory.
Conditions for storing the “ignition switched on”
shift situation:
- modulator has received the "ignition
switched on" signal (1010).
- gearbox and clutch checks have not yet
been carried out.
Storing travel sensor conditions
The travel sensor conditions are stored as
follows. The main selector valve is briefly
actuated. As a result, the air pressure is admitted
to the rest of the pneumatic system of the AS
Tronic system via the air connection on the
pressure regulator.
Furthermore, the relevant solenoid valves in the
modulator are actuated in such a way that the
following gear changes are made by the gearbox:
- main box in neutral position
- gate selection in gate 3/4
- splitter and range boxes both in the high
position
When the relevant gear changes have been
made, the modulator stores these current
positions of the engaging cylinders in the
memory.
©
200632 5-3
AS TRONIC
Storing clutch conditions

As soon as the ignition is switched on and the
engine has started, the clutch is bled to check that
it completely closes mechanically.
This check is carried out by comparing the input
shaft speed with the engine speed. The
mechanical position is again stored in the
modulator memory.
2 Afterwards the clutch is opened fully.

The check is carried out by measuring the input
shaft speed. When the clutch is completely open,
the shaft must come to a halt within a few
seconds since, when the clutch is opened, the
transmission brake is briefly operated.
The clutch is now automatically slowly bled. As
soon as the input shaft speed is established, the
current clutch position is stored as the
momentary engagement point.
Every time the engine is started, the clutch
engagement point is determined afresh.
©
5-4 200632
AS TRONIC
5.3 NEUTRAL POSITION
When the ignition is switched off, the gearbox is

always shifted mechanically to the neutral
position.
The high range is also selected
This is so as to protect the gearbox range box in
the event of towing. The clutch is closed when it
has been established via the travel and speed
sensors that the gearbox is in the neutral position
2
and the engine is running.
Conditions for identifying and carrying out the
"neutral position" shift situation:
- gearbox and clutch checks have been
carried out. Positions stored.
- the main box is mechanically in neutral.
- no shift command received via the operating
unit.
©
200632 5-5
AS TRONIC
5.4 SHIFTING AT STANDSTILL
In general, during shifting at standstill the

modulator instructs the engine management
system, via the V-CAN, to start operating on the
no-load control. During standstill three types of
gear-change are possible.
2 Shifting out of the neutral position

When the gearbox is shifted out of the neutral
position, the clutch is opened at the same time
and the splitter box, range box and gate selection
are shifted to the appropriate position.
The input shaft is braked when the transmission
brake is actuated automatically.
When the input shaft speed drops below the
engine speed, the gear-change can take place.
Shifting from gear to gear
If a gear other than the calculated drive-off gear
is selected manually while the vehicle is standing
still, the clutch is already open.
Since the gearbox input and output shaft speeds
are already zero (all shafts are stationary), a
different gear can be engaged at once, without
delay.
'shifting at standstill' shift situation:
carried out. the positions of all selector shafts
are stored in the modulator memory.
- the engine is idling and the engine speed has
been identified.
- a shift command has been received via the
operating unit and the internal CAN system.
- the speed of the gearbox output shaft and
hence the speed of the vehicle must be less
than V < 1.5 km/h.
Shifting to the neutral position
If a drive-off gear has already been engaged and
the driver gives a signal via the operating unit for
the neutral position to be engaged, the neutral
position will be engaged at once, without delay.
The clutch then closes as well.
©
5-6 200632
AS TRONIC
5.5 ENGAGED GEAR AT STANDSTILL
If the vehicle is stationary with a gear engaged,

the AS Tronic system at that moment has no
control over the engine management system.
The fuel injection quantity is now determined
solely by the engine management system.
"shifting at standstill" shift situation:
2
carried out. The positions of the selector
shafts are stored in the modulator memory.
- no shift command has been received via the
internal CAN system.
- no speed signal from the output shaft speed
sensor (standstill).
- the “idling” accelerator pedal signal has been
received via the V-CAN and engine
management system.
- the position of the accelerator pedal position
sensor is smaller than the accelerator pedal
position for recognising the "manoeuvring"
shift situation.
©
200632 5-7
AS TRONIC
5.6 DRIVING OFF
Every time the engine is started, the AS Tronic

system selects the standard drive-off gear when
the vehicle drives off in fully automatic mode.
For the 12 AS gearbox this is the 2nd gear, for the
16 AS it is the 3rd gear.
If necessary, the automatically selected drive-off
2 gear can be changed manually by the driver.
Vehicles with production date < 2004-21
(chassis number <0E644080):
Using the gear lever, the 5th (12 AS) or 7th
(16 AS) gear is the highest that can be
selected as the drive-off gear.
Vehicles with production date $ 2004-21
(chassis number $0E644080):
Only a gear lower than the standard drive-off gear
can be selected.
When the vehicle drives off in fully automatic
mode for the second time, its mass has already
been calculated and the drive-off gear is
calculated fully automatically and engaged.
Note:
If the vehicle is driving up an incline in too high a
gear (fully laden), due to safety considerations
the clutch control will ensure that it continues to
move in the driving direction. If the accelerator
pedal is depressed in a high position, the gearbox
does not automatically change down to a lower
gear.
This should be avoided, since in this situation the

clutch is put under too much strain. The
accelerator pedal should therefore briefly be fully
released, so that the modulator ensures that a
lower gear is engaged via UPEC (accelerator
pedal idling switch).
©
5-8 200632
AS TRONIC
Clutch control
If the accelerator pedal is operated, the clutch
starts to close rapidly up to a pre-set point.
Beyond this point, the clutch closes in a
controlled manner. The clutch is closed in a
controlled manner until there is no longer a
difference between the engine speed and the
input shaft speed.
The clutch continues to close until the signal from
the travel sensor in the clutch unit indicates that
the “clutch completely closed” point has been
2
reached.
After this, the clutch unit is completely bled via the
internal bleed solenoid valves so that no residual
pressure remains.
Depressing the accelerator pedal makes it
possible to drive off comfortably in a variety of
driving conditions (laden-empty, flat road, uphill
or downhill) without causing any damage to the
clutch. If the vehicle starts to roll in the opposite
direction to the driving direction, the clutch control
ensures that the engine does not stall when
driving off.
The figure below shows the control of all
necessary changes while driving off with full load
by way of an example.
©
200632 5-9
AS TRONIC
2
C
B
t[S] 1 2 3 4
V300847
A. Accelerator pedal position signal
B. Engine speed
C. Current engine torque
D. Gearbox input shaft speed
E. Clutch travel
F. Vehicle speed
1. Phase 1
2. Phase 2
3. Phase 3
4. Phase 4
5-10 © 200632
AS TRONIC
Driving off basically consists of 4 phases.

During the first phase (1), the “empty stroke” of
the clutch is bridged. This phase, during which
the clutch cannot yet transmit any engine torque,
is bridged as quickly as possible. The first
phase (1) is necessary so as to assure a rapid
system reaction.
The accelerator pedal (A) is depressed while
driving off. 2
At the same time the modulator (via the V-CAN)
limits the engine injection quantity in such a way
that a properly controlled drive-off situation
occurs.
In phase 2 a clutch control is switched on; this
controls the desired engine speed by variation in
the clutch position (so also the driving torque that
the clutch can transmit). The clutch starts to close
in such a way that the input shaft speed (D)
comes close to the engine speed (B). The desired
engine speed is at that moment dependent on the
engaged gear, the input shaft speed and the set
idling engine speed.
If the difference between engine speed and
input shaft speed falls below a set value of 50
rpm, the third phase (3) is initiated. In the third
phase (3) the clutch (E) is rapidly closed in
a controlled manner, depending on the
accelerator pedal position (A). When the
clutch is approximately 90% closed, the
fourth phase (4) is initiated.
To prevent damage to the clutch caused by
unnecessarily long opening and closing times,
the clutch load is continuously calculated and
checked. If necessary the clutch load is limited by
the modulator. If overload is nevertheless
detected, the driver is informed about this by the
modulator via a message through the V-CAN and
VIC/DIP. The driver can then manually select a
lower gear.
©
200632 5-11
AS TRONIC
Note:
In the event of clutch overload, the clutch is
reopened when the accelerator pedal is released.
If the accelerator pedal is operated despite all
warnings, the system will automatically close the
clutch rapidly without any fine adjustment. The
engine torque will also be reduced. This prevents
further loading of the clutch.
If at that moment too high a gear has been
2 manually engaged, this may result in the
engine stalling!
} If the engine stalls due to the clutch

overload protection system, it is not
impossible that the vehicle could
start rolling on an incline. The
parking brake may then be used.
The fourth phase (4) comes into effect when the

clutch is 100% closed. When the clutch is
completely closed, a complete bleeding of the
clutch unit ensues, so that no residual pressure
remains in the clutch system.
"drive-off" shift situation:
- "engine running" signal.
carried out.
- valid drive-off gear is currently engaged.
- no shift command has been received via the
- accelerator pedal signal “idling” not received
via the V-CAN and UPEC.
- signal from accelerator pedal position sensor
greater than 70%.
- there is a difference in speed between
engine and gearbox input shaft.
©
5-12 200632
AS TRONIC
5.7 SHIFTING WHEN DRIVING
A gear-change can be carried out when driving by

the fully automatic mode programme or manually
by the driver.
Shifting proceeds in a number of steps, which are
shown in the corresponding figures. The following
steps are performed by the AS Tronic system so
that changing up and down can be carried out
correctly.
2
Shifting characteristics when changing up
Shifting up proceeds in the following steps as
shown in the figure below.
E
3
F
G
t[S] 1 2 4 5 6 7 8
V300848
A. Engine speed
B. Input shaft speed
C. Clutch closed
D. Clutch opened
E. Gear engaged
F. Gearbox neutral position
G. Transmission brake
©
200632 5-13
AS TRONIC
1∏2 During shifting up, the clutch is already

opened partially so that it can be fully
opened as rapidly as possible later on. At
the same time, the engine torque is
limited by reducing the injection quantity.
2∏4 The clutch is fully opened when the
engine torque has been completely
reduced.
2 3∏4 The modulator disengages the current
gear.
4 The travel sensors indicate that the
gearbox is in neutral position.
4∏5 To reduce the difference between the
speeds of the main shaft and the main
box gear wheels, the transmission brake
is actuated by the modulator. The gear
wheels in the main box are braked via the
auxiliary shafts.
5 When the maximum permitted speed
range is reached to enable changing-up
to be carried out correctly, the
transmission brake is switched off.
5∏6 The modulator engages the new gear.
6∏7 When the desired gear has been
engaged, the clutch will be closed and the
engine torque will be increased at the
same time.
7∏8 When the clutch has fully closed, the new
gear shift is completed and the system is
ready for the next gear-change.

"shifting when driving" shift situation:
- storing mechanical shift and clutch system
closed.
- a shift command has been received via the
- output shaft speed sensor signal, vehicle
speed higher than 1.5 km/h.
©
5-14 200632
AS TRONIC
Shifting characteristics when changing down

Shifting down proceeds in the following steps as
shown in the figure below.
2
B
E
F
t[S] 1 2 3 4 5 6 7
V300849
A. Engine speed
B. Input shaft speed
C. Clutch closed
D. Clutch opened
E. Gear engaged
F. Gearbox neutral position
©
200632 5-15
AS TRONIC
1∏2 During shifting down the clutch is already

opened partially. At the same time, the
engine torque is reduced by reducing the
injection quantity.
2∏3 The clutch is fully opened rapidly when
the engine torque has been reduced.
3∏4 The modulator disengages the current
gear.
2 4 The travel sensors indicate that the
gearbox is in neutral position.
4∏5 Next, the clutch is partially closed again.
The temporary increase in the injection
quantity causes, as it were, intermediate
acceleration. The clutch speed and the
gearbox input shaft speed increase until
the input shaft speed virtually equals the
speed of the gear to be engaged.
5∏6 When the speeds are virtually equal, the
clutch opens fully. Next, the modulator
engages the desired gear.
Note:
The gearbox is synchronised between points 3
and 6 during shifting down.
6∏7 If the travel sensors report that the gear

has been shifted, the engine torque is
increased again at the same time as the
clutch closes.
7 When the clutch has fully closed, the new
gear shift is completed and the system is
again ready for the next gear-change.
©
5-16 200632
AS TRONIC
5.8 MANOEUVRING
If the forward or reverse manoeuvring position is

engaged, the lowest gear will always be selected.
If the driver depresses the accelerator pedal only
lightly, the clutch will only be closed
commensurately.
The AS Tronic system controls the activation of
the so-called “engine speed during manoeuvring”
of the engine management system. If the
2
accelerator pedal is depressed further, the clutch
is closed further and the engine speed increases.
The maximum engine speed during manoeuvring
and with the accelerator pedal fully opened is
about 1050-1100 rpm.
In the manoeuvring position the gearbox will also
not switch to a higher gear.
As a result of the partially closed clutch, friction is
produced on the clutch friction surfaces.
The engine torque to be transmitted is controlled
by the modulator in such a way that the vehicle’s
road drag is overcome. This means that slip is
continuously present. However, this does enable
the driver to manoeuvre the vehicle accurately
forward or backward with the accelerator pedal
(based on feel). During manoeuvring, the clutch
is actually operated by the accelerator pedal.
Manoeuvring proceeds as shown in the figure
below.
©
200632 5-17
AS TRONIC
2
B C
t[S]
V300850
A. Accelerator pedal signal
B. Engine speed
C. Current engine torque
D. Input shaft speed
E. Clutch travel
F. Vehicle speed
©
5-18 200632
AS TRONIC

"manoeuvring" shift situation:
- storing mechanical shift and clutch system
closed.
- desired gear (gear selected by selector
switch) corresponds with the available and
allowed gears when manoeuvring.
- no idling signal received from the accelerator
-
pedal sensor.
position of accelerator pedal between 2
approx. 4 and 70%.
Note:
When the manoeuvring position is engaged, it is
normally possible to drive off finely dosed
(slipping clutch). If however the AS Tronic system
ascertains that the clutch is overloaded, when the
accelerator pedal is pressed the modulator
independently sends the signal to close the clutch
rapidly. This is so as to prevent any further clutch
overload.
} Due to an overloaded clutch the

vehicle may unexpectedly drive off
faster than normal when in the
manoeuvring position. This may
lead to dangerous situations.
This control function may occur after very

prolonged driving in the manoeuvring position.
Under normal manoeuvring conditions this can
never occur. When the vehicle is put in the neutral
position via the selector switch, the drive line is
interrupted.
©
200632 5-19
AS TRONIC
5.9 SWITCHING OFF IGNITION
When the ignition is switched off, a check is run

to find out whether the gearbox is mechanically in
the neutral position and the clutch is closed. If not,
the gearbox main box is forced to the neutral
position by the modulator.
The splitter box is shifted to position “K1”. The
2 range box is always shifted in the high range. This
prevents mechanical damage to the range box
when the vehicle is being towed at too high a
speed with the ignition switched off (or AS Tronic
system dead).
Note:
If for whatever reason the gearbox cannot be
shifted to the neutral position when the ignition is
switched off and while idling, the clutch remains
open.
When the ignition is switched off the “voltage after

contact” supply voltage (1010) is automatically
switched off only after several seconds via the
internal electronics in the modulator,
independently of the position of the operating
unit.
Switching off is only possible when the vehicle is
standing still.
Note:
If the ignition is switched off during driving or if the
supply voltage after contact (1010) is interrupted,
the gearbox will not be shifted to the neutral
position. The engaged gear remains engaged,
the clutch remains closed. If the vehicle speed
falls below 1.5 km/h, the clutch is opened and the
neutral position is engaged.

"switch off ignition" shift situation:
- power supply after contact (1010) must
already have been switched off.
- vehicle must be stationary.
©
5-20 200632
AS TRONIC
AS Tronic Inspection and adjustment
6. INSPECTION AND ADJUSTMENT

6.1 ITEMS REQUIRING SPECIAL ATTENTION WHEN CHECKING THE SYSTEM
1. Failures can easily be traced by making

through-connections and/or carrying out
measurements on the lead-through
connector in the dashboard lead-through
and unplugging the connector on the
“TRANSMISSION” side of the gearbox 2
modulator.
2. When a reading is specified in the inspection

table, a through-connection must be made
with the multimeter. If no measured value is
specified, a through-connection must be
made.
3. Always turn the ignition off before removing

or fitting a connector.
4. To avoid damage to the connectors, the

measurements and through-connections
must if possible be made at the rear of the
connector.
5. Use a fuse-protected wire when making a

through-connection. 5
6. Always check the power and earth

connections first in the event of a fault. Also
check that the various connectors make
good contact (corrosion, etc.).
7. Variations in measurements may mean that

measured values differ slightly from those
specified.
W502002
©
200632 6-1
AS TRONIC
Inspection and adjustment AS Tronic
6.2 CONNECTION POINTS ON THE GEARBOX MODULATOR
17 14 9
5
20 13 8
2
19 16 12 4
2
1
18 11 7
3
15 10 6
17 14 9
5
20 13 8
2
19 16 12 4
1
18 11 7
3
15 10 6
B
V300798
Connector on 'VEHICLE' side

Connection Wire No. Function
point
A1 1234 Power supply after contact
A2 3065 Input/output signal for diagnosis
A3 3732 CAN-H signal, AS Tronic CAN network operating unit
A4 1604 Power supply before contact
A5 1604 Power supply before contact
A6 3731 CAN-L signal, AS Tronic CAN network operating unit
A7 - Not in use
A8 3701X CAN-H signal, V-CAN
A9 - Not in use
A10 - Not in use
A11 5715 Operating unit 'power supply after contact' output signal
A12 3700X CAN-L signal, V-CAN
A13 3700D CAN-L signal, V-CAN
A14 3701D CAN-H signal, V-CAN
©
6-2 200632
AS TRONIC
Connection Wire No. Function

point
A15 - Not in use
A16 9079 Earth
A17 9079 Earth
A18 - Not in use
A19
A20
-
-
Not in use
Not in use
2
Note:
The wiring on the 'TRANSMISSION' side of the
gearbox modulator is a standard part of the AS
Tronic gearbox.
As the wiring and connectors are fully insulated,

no wire numbers are used. However, several
measurements can be carried out by unplugging
this connector.
The connector on the AS Tronic speed sensor
can also be unplugged for measurements.
Use special tool (DAF no. 1453177) to remove
the pins from the A and B connectors.
Unlock the pins by pushing the lock (1) outwards
using a screwdriver.
V300958
©
200632 6-3
AS TRONIC
Then, using special tool (DAF no. 1453177),

press the pin out of the connector, press the
bottom part (A) around the pin until it abuts and,
using part B, press the pin out of the connector.
B
A
V300959
9 17
8
20
12
16
18
15
7 6 10 11
V300804
©
6-4 200632
AS TRONIC
Connector on 'TRANSMISSION' side

Connection Function
point
B1 Not in use
B2 Not in use
B3 Not in use
B4
B5
Not in use
Not in use
2
B6 AS Tronic speed sensor earth output signal
B7 Output signal to clutch unit solenoid valve 'Close clutch slowly' (Y15)
B8 Output signal to clutch unit solenoid valve 'Close clutch rapidly' (Y14)
B9 Output signal to clutch unit solenoid valve 'Open clutch slowly' (Y17)
B10 Clutch unit travel sensor input signal
B11 AS Tronic speed sensor input signal
B12 Output signal to clutch unit solenoid valve 'Open clutch rapidly' (Y16)
B13 Not in use
B14 Not in use
B15 Clutch unit travel sensor power supply output signal
B16 Clutch unit earth output signal
B17 Clutch unit earth output signal
B18 AS Tronic speed sensor power supply output signal
B19 Not in use
B20 Clutch unit travel sensor earth output signal
©
200632 6-5
AS TRONIC
6.3 CONNECTION POINTS ON THE OPERATING UNIT
3 2 1
D
1 7 14
6 5 4 C
3 6 9 15
V300799
Connector C
Connection Wire no. Function
point
C1 3731 CAN-L signal, AS Tronic CAN network to modulator
C2 Not in use
C3 3732 CAN-H signal, AS Tronic CAN network to modulator
C4 Not in use
C5 Not in use
C6 1604 Power supply before contact
C7 5715 Input signal, power supply after contact from modulator or
fuse E350
C8 9080 Earth
C9 5655 Output signal, activating reversing light relay
C10 Not in use
C11 Not in use
C12 Not in use
C13 Not in use
C14 3739 External through-connection, AS Tronic CAN network final
resistor
C15 3739 External through-connection, AS Tronic CAN network final
resistor
©
6-6 200632
AS TRONIC
Connector D
Connection Wire no. Function
point
D1 Input signal, selector switch "reverse manoeuvring position"
D2 Input signal, selector switch "forward driving position"
D3 Input signal, selector switch "reverse driving position"
D4
D5
Input signal, selector switch "forward manoeuvring position"
Input signal, selector switch "neutral position"
2
D6 Earth
D7 Not in use
D8 Not in use
D9 Not in use
©
200632 6-7
AS TRONIC
6.4 KEY TO BLOCK DIAGRAM
Basic code Description

number
A021 Diagnostic connector (16-pin)
B385 AS Tronic clutch unit
2 C026
C027
Reversing light, left
Reversing light, right
D954 AS Tronic gearbox modulator
D955 AS Tronic gear lever unit
E016 Gearbox neutral position fuse
E053 Diagnostic connector fuse
E301 Fuse, AS Tronic
E590 AS Tronic selector switch
F705 AS Tronic speed sensor
G350 Reversing light relay, automatic gearbox
G426 Contact relay
©
6-8 200632
-
-
©
200632
AS Tronic
1010 1000 AS Tronic 1010

diagnosis
C026 +
E016 E301 Connector E053 G426
C027 CAN CAN
Vehicle Network Network
1 reverse 10 2 1 87
lights
6.5 BLOCK DIAGRAM
1217
(chassis number <0E626381)
(chassis number <0E626381)
1 3 G350
Block diagram V300794 applies to:
Relay
1229
reverse
2 54 lights
4591
5655
5715
1604
3701D CAN-H
3700D CAN-L
3701X CAN-H
3700X CAN-L
3065
1234
Shift lever
version XF95, production date <2003-45
C9 C6 C7 A11 A4 A5 A14 A13 A8 A12 A2 A1

version CF75/85, production date <2003-45
D955 ECU, AS TRONIC D954
D1 D3 D5 D2 D4 D6 C14 C15 C8 C1 C3 A3 A6 B8 B7 B9 B12 B17 B16 B20 B10 B15 B11 B6 B18 A16 A17
3739
9080
9079
CAN-L 3731
CAN-H 3732
Signal
Ground
Power supply
Reverse crawl
Reverse
Neutral
Drive
Drive crawl
Ground
Clutch engage quick
Clutch engage slow
Clutch disengage slow
Clutch disengage quick
Ground
Ground
Clutch sensor ground
Clutch sensor signal
Clutch sensor power supply
4 2 1
1 3 5 2 4 6
E590 B385
Drive mode switch Clutch actuator with F705
clutch position sensor Sensor
output speed
V300794
Inspection and adjustment
6-9
AS TRONIC
2
AS TRONIC
Block diagram V300886 applies to:

- version CF75/85, production date $2003-45
(chassis number $0E626381)
- version XF95, production date 2003-45
$(chassis number $0E626381)
Modifications to CF75/85 and XF95, production
date $2003-45 (chassis number $0E626381)
- The power supply after contact (1010) of the
2 operating unit (D955) on connection point C7
is provided directly by fuse E350. As a result,
wire 5715 has been removed and wire 1380
has been added.
V300886
A16 A17
9079
+
A1
1234
87
G426
output speed
B11 B6 B18
Power supply
F705
Sensor
1010
Ground
2
1229
N
E053
Signal
4
1
Connector
AS Tronic
diagnosis
A021
B8 B7 B9 B12 B17 B16 B20 B10 B15

ECU, AS TRONIC D954
2
Clutch sensor power supply

10
A2
3065 Clutch sensor signal
clutch position sensor

Clutch actuator with
Clutch sensor ground
Ground
B385
Ground
Clutch disengage quick

Network
Clutch disengage slow

3700X CAN-L
CAN
A8 A12
Clutch engage slow

3701X CAN-H
Clutch engage quick
Network
3700D CAN-L
CAN
A14 A13
3701D CAN-H
E301
A4 A5
A3 A6
CAN-L 3731
1000
1604 CAN-H 3732

E350
C14 C15 C8 C1 C3
C7 C6
1010
1380
9080
C026
C027
reverse
Vehicle
lights
3739
Shift lever
D955
1
D1 D3 D5 D2 D4 D6
G350
reverse
Ground
Relay
lights
Drive mode switch

4
Drive crawl
E590
2
1010
Drive
3
54
1217 4591
5
E016
Neutral
3
1
Reverse
1
Reverse crawl
C9
5655
©
6-10 200632
AS TRONIC
6.6 INSPECTION OF ELECTRICAL SYSTEM
There are two inspection tables:

- Inspection table for signal and voltage
measurements
- Inspection table for measuring resistance
and activating components
Explanation of the inspection tables 2
The inspection table is divided into a number of
columns.
These columns may contain symbols and/or
abbreviations.
"MEASUREMENT" COLUMN
Symbol/abbreviation Explanation
V DC Measurement of DC voltage
V AC Measurement of AC voltage
A Current measurement
# Resistance measurement
% Measurement of duty cycle
Hz Frequency measurement
"READINGS" COLUMN
Symbol/abbreviation Explanation
* For the readings, see "Technical data".
' Open connection
©
200632 6-11
AS TRONIC
INSPECTION TABLE FOR SIGNAL AND

VOLTAGE MEASUREMENTS
No. INSPECTION MEASURE- IGNITION + PIN - PIN READING Note:
MENT
1 Earth connection on V DC ON A16 Battery <0.5 V Switch on as many
gearbox modulator earth consumers as
possible
2 2 Earth connection on
gearbox modulator
V DC ON A17 Battery
earth
<0.5 V Switch on as many
consumers as
possible
3 Power supply after V DC ON A1 A17 22 - 28 V Switch on as many
contact, modulator consumers as
possible
4 Power supply before V DC ON A4 A17 22 - 28 V Switching on
contact, modulator ignition
5 Power supply before V DC ON A5 A17 22 - 28 V Switch on as many
contact, modulator consumers as
possible
6 Power supply after V DC ON A11 A17 22 - 28 V Switching on
contact sent to gear ignition
lever unit (if fitted) by
modulator
7 Earth, AS Tronic V DC ON B6 A17 0V Switch on as many
speed sensor F705, consumers as
sent by modulator possible
8 Power supply, V DC ON B18 A17 22 - 28 V Switching on
AS Tronic speed ignition
sensor F705, sent by
modulator
9 Power supply for V DC ON B15 A17 5V Switch on as many
clutch unit travel consumers as
sensor possible
10 Earth for clutch unit V DC ON B20 A17 0V Switch on as many
travel sensor consumers as
possible
consumers as
possible
consumers as
possible
13 Power supply before V DC ON C6 C8 22 - 28 V Switch on as many
contact, gear lever consumers as
unit D955 possible
14 Power supply after V DC ON C7 C8 22 - 28 V Switch on as many
contact, gear lever consumers as
unit D955 from possible
modulator or fuse
E350
15 Earth, gear lever unit V DC ON C8 Battery <0.5 V Switch on as many
D955 earth consumers as
possible
16 Output signal to V DC ON C9 C8 22 - 28 V Selector switch in
activate relay G350, “R” position
reversing lights
©
6-12 200632
AS TRONIC

MENT
17 Output signal of V DC ON D1 C8 0V Selector switch in
selector switch E590 “RL” position
"reverse manoeuvring (manoeuvring
position" position)
selector switch E590 “D” position
"forward driving
position" 2
selector switch E590 “RH” position
"reverse driving
position"
selector switch E590 “D” position
"forward manoeuvring (manoeuvring
position" position)
selector switch E590 “N” position
"neutral position"
22 Earth, selector switch V DC ON D6 C8 0V In all positions of
E590 selector switch
INSPECTION TABLE FOR RESISTANCE

MEASUREMENT AND ACTIVATION OF
COMPONENTS
1. Switch the vehicle ignition off.
2. Remove the connector on the
"TRANSMISSION" side of the gearbox
modulator.

MENT
1 Solenoid valve (Y14) # OFF B8 B17 *
"Close clutch rapidly"
"Close clutch slowly"
"Open clutch rapidly"
"Open clutch slowly"
©
200632 6-13
AS TRONIC
6.7 SIMULATION OF VEHICLE SPEED SIGNAL
The speed signal can be simulated with DELSI

(DAF no. 0694941). DELSI must be connected to
the speed sensor connector.
V300425
Before connecting DELSI to the speed sensor

connector, an adapter cable must be made. The
adapter cable must consist of the following wiring:
Pin 1: speed sensor, power supply 2 4
Pin 2: speed sensor, earth
Pin 3: speed sensor, 'real-time' speed/ 3 1
distance signal
Pin 4: not in use
When the speed sensor connector is

K100873
disconnected, a fault is stored in the tachograph.
This error can be deleted using DAVIE.
©
6-14 200632
AS TRONIC
6.8 CHECKING THE VEHICLE SPEED SIGNAL
The vehicle speed signal can be checked in two

ways.
A. Using the duty-cycle function on the
multimeter.
B. By measuring the average voltage.
A. Duty cycle
An accurate method is to measure the duty cycle.
2
This measurement is carried out as follows:
1. Turn off the vehicle contact and connect
DELSI.
2. Connect the multimeter with one probe on

the vehicle speed signal connection point,
and the other probe on the earth terminal.
3. Select the duty-cycle function (%) on the

multimeter and DC voltage operation.
4. Turn on the vehicle contact and simulate a

vehicle speed of 50 km/h using DELSI.
5. At this speed the reading should be 22%.
6. If the speed is increased the percent reading

will rise and if the speed is decreased the
reading will fall.
B. Average voltage
1. Turn off the vehicle contact and connect
DELSI.
2. Connect the multimeter with one probe on

the vehicle speed signal connection point,
and the other probe on the earth terminal.
3. Select DC voltage operation on the

multimeter.
4. Turn on the vehicle contact and simulate the

vehicle speed to 50 km/h with DELSI.
5. The multimeter will then give a reading of

approx. 2V.
6. When the speed is increased or decreased,

the reading will increase or decrease.
©
200632 6-15
AS TRONIC
©
6-16 200632
English
Printed in the Netherlands DW23215604

DW23215604

Uploaded by

Copyright:

Available Formats

DW23215604

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DW23215604

Uploaded by

Copyright:

Available Formats

System manual CF75

G350 Reverse DAVIE A021

In the interest of continuing product development,

No part of this publication may be reproduced

Required air pressure for gearbox modulator 7 ≥ 1 bar

connection points A3 and A6 ≥ 120 #

Resistance value between gearbox modulator

Type of clutch plate Valeo F202

1.2 TIGHTENING TORQUES

The tightening torques stated in this section are

Gearbox front cover

1. FAULT-FINDING TABLE, AS TRONIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632

1. FAULT-FINDING TABLE, AS TRONIC

If there is a fault in the system, it is usually

1.2 FAULT-FINDING TABLE

Using DAVIE, the air pressure can be examined

1 before the pressure regulator can be measured

SYMPTOM: AIR SUPPLY PRESSURE TOO HIGH

SYMPTOM: SYSTEM NOT AVAILABLE ONCE ENGINE STARTED

SYMPTOM: GEAR IS NOT ENGAGED AFTER BEING SWITCHED ON VIA

1. SAFETY INSTRUCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 200632

2. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 200632

3. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 200632

4. DESCRIPTION OF COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 200632

5. CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 200632

6. INSPECTION AND ADJUSTMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 200632

- Various oils and lubricants used on the

This system manual describes the layout,

Vehicles with "fleet" software

reverse gear is reverse low (RL).

The principal functions of the AS Tronic

2.2 LOCATION OF ELECTRICAL COMPONENTS

Basic code Description Location Note:

2.3 LOCATION OF PNEUMATIC COMPONENTS

Designation Location Note:

2.4 PNEUMATIC DIAGRAM

Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y14 Y15 Y16 Y17

K1 K2 1/2 R 3/4 2/4R N 1/3 H L

2.5 GEAR SELECTOR MATRIXES

The gear-change diagrams show which gears are

3,4,11,12 RL,RH 7,8,15,16

16AS K1 K2 1/2 R 3/4 2/4/R N 1/3 H L

Splitter Gate Main Range

The following gear selector matrixes show the

2.6 OVERVIEW DRAWING, GEAR-SHIFT MECHANISM

12 AS Range - R/1 2/3 Splitter

2.7 OVERVIEW DRAWING, PRESSURE REGULATOR

1. Pressure regulator cover

2.8 OVERVIEW DRAWING, CLUTCH UNIT

The AS Tronic system is an automated selector

The gears of the reverse gear on the auxiliary

A. Integrated splitter box

3.2 AS TRONIC SYSTEM

The AS Tronic system consists of the gearbox (1)

On the vehicle side, you will also find the

3.3 OPERATING UNIT

The operating unit (2) is no longer mechanically

2 sensors that register the position of the gear

modulator via the internal electronics of the 1

3.4 GEARBOX MODULATOR