Documente Academic
Documente Profesional
Documente Cultură
2
ALL TERRAIN CRANE
AC 250-1
CONTENTS INHALT CONTENU INDICE CONTENIDO
1
Main boom Hauptausleger Flche principale Braccio base Pluma principal
Working ranges Arbeitsbereiche Portes Campo di lavoro Rangos de trabajo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Lifting capacities Tragfhigkeiten Capacits de levage Portate Capacidades de carga . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2
Main boom extension Hauptauslegerverlngerung Rallonge de flche Prolunga Plumn, extensin de pluma
Working ranges Arbeitsbereiche Portes Campo di lavoro Rangos de trabajo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Lifting capacities Tragfhigkeiten Capacits de levage Portate Capacidades de carga . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Working ranges Arbeitsbereiche Portes Campo di lavoro Rangos de trabajo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3
Technical description Technische Beschreibung Descriptif technique Descrizione tecnica Descripcin tcnica
Carrier Superstructure Optional equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Unterwagen Oberwagen Zusatzausrstung . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Chssis Partie suprieure Equipements optionnels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Carro Torretta Equipaggiamento opzionale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chasis Superestructura Equipamiento opcional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
21
4
3
DIMENSIONS ABMESSUNGEN ENCOMBREMENT DIMENSIONI DIMENSIONES
4
ALL TERRAIN CRANE
AC 250-1
DIMENSIONS ABMESSUNGEN ENCOMBREMENT DIMENSIONI DIMENSIONES
9 7
4
3
6
8
1
2
5
SPECIFICATIONS TECHNISCHE DATEN CARACTRISTIQUES
DATI TECNICI DATOS TCNICOS
AXLE LOADS ACHSLASTEN POIDS DESSIEUX PESI SUGLI ASSI CARGA POR EJE
Basic machine with hook block Grundgert mit Unterflasche Machine de base avec crochet-moufle Autogr in assetto stradale con bozzello
Mquina base con gancho
Axles Achsen Essieux Assi Ejes 6 x 12 000 kg
Total Gesamt Total Totale Total 72 000 kg
Mechanisms Normal speed High speed Max. permissible line pull 1) Rope diameter / Rope length
Antriebe Normalgang Schnellgang Max. zulssiger Seilzug 1) Seil / Seillnge
Mcanismes Marche normale Marche rapide Effort max. admis sur brin 1) Diamtre du cble / Longueur du cble
Funzioni Velocit normale Velocit rapida Tiro max. sulla fune 1) Diametro / lunghezza fune
Mecanismos Velocidad normal Velocidad rpida Carga mx. por reenvo 1) Diam. cable / long. cable
Travel speed Fahrgeschwindigkeit Vitesse sur route Velocit su strada Velocidad de traslacin 0 . . 85 km / h
Gradeability Steigfhigkeit Capacit sur rampes Pendenza superabile con gru in assetto stradale max. 67 %
Pendiente franqueable en orden de transporte
HOOK BLOCK / SINGLE LINE HOOK UNTERFLASCHE / HAKENGEHNGE CROCHET-
MOUFLE / BOULET BOZZELLO / A PALLA GANCHO / GANCHO DE TIRO DIRECTO
Type Possible load 1) Number of sheaves Weight Number of lines Heavy-lift attachment
Typ Mgliche Traglast 1) Anzahl der Rollen Gewicht Strangzahl Schwerlasteinrichtung
Type Charge possible 1) Nombre de poulies Poids D Nombre de brins Equipement levage lourd
Tipo Portata possibile 1) No di pulegge Peso No max avvolgim. Equipaggiamento pesante
Tipo Carga permitida 1) No de poleas Peso Reenvos mx. Equipo de carga pesada
6
WORKING RANGES MAIN BOOM ARBEITSBEREICHE HAUPTAUSLEGER
PORTES FLCHE PRINCIPALE CAMPO DI LAVORO BRACCIO BASE
RANGOS DE TRABAJO DE PLUMA PRINCIPAL
7
LIFTING CAPACITIES MAIN BOOM TRAGFHIGKEITEN HAUPTAUSLEGER
CAPACITS DE LEVAGE FLCHE PRINCIPALE PORTATE BRACCIO BASE
CAPACIDADES DE CARGA CON PLUMA PRINCIPAL
96,6 t 8,68 m x 8,50 m 360 DIN/ISO
Radius Ausladung Radius Ausladung
Porte Porte
Sbraccio Main boom Hauptausleger Flche principale Braccio base Pluma principal Sbraccio
Radio m 14,5 * 14,5 19,3 24,1 28,9 33,7 38,5 43,3 48,1 52,9 57,7 62,5 67,3 72,1 77,2 80,0 Radio
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m
250,0 ** -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
13 197,0 155,0 147,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 13
13,5 181,5 155,0 147,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 13,5
14 168,0 155,0 147,5 146,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14
14,5 156,5 155,0 144,5 146,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14,5
15 146,5 146,5 144,5 143,0 134,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 15
16 129,0 129,0 129,0 126,0 124,0 106,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 16
17 115,0 115,0 115,5 114,0 110,5 101,0 81,1 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 17
18 104,0 104,0 104,0 103,0 100,0 94,8 78,1 60,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 18
19 94,4 94,4 94,7 94,0 91,1 88,8 74,9 58,7 47,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 19
10 84,4 84,4 86,6 86,2 83,6 82,9 71,7 57,0 44,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 10
12 50,8 50,8 73,7 73,2 71,3 70,9 64,8 53,6 39,1 34,2 29,4 -,0 -,0 -,0 -,0 -,0 12
14 -,0 -,0 61,4 61,9 60,9 61,7 57,7 49,8 34,3 30,6 26,9 23,6 -,0 -,0 -,0 -,0 14
16 -,0 -,0 45,9 53,3 52,2 53,0 51,5 46,0 31,0 27,1 24,4 21,6 18,1 14,7 -,0 -,0 16
18 -,0 -,0 -,0 46,9 46,6 45,6 46,7 42,2 28,4 24,7 21,9 19,9 17,3 14,7 10,9 9,3 18
20 -,0 -,0 -,0 37,1 39,8 38,9 39,8 39,3 26,1 22,3 20,2 18,1 16,1 14,4 10,9 9,3 20
22 -,0 -,0 -,0 -,0 34,5 35,4 34,4 35,5 24,7 20,0 18,4 16,8 14,8 13,6 10,8 9,3 22
24 -,0 -,0 -,0 -,0 31,6 31,1 30,8 31,1 23,3 18,2 16,7 15,5 13,9 12,8 10,5 9,3 24
26 -,0 -,0 -,0 -,0 -,0 27,5 28,5 27,6 21,9 16,9 15,1 14,3 13,0 12,1 10,2 9,3 26
28 -,0 -,0 -,0 -,0 -,0 24,8 25,5 24,6 20,5 15,8 14,0 13,0 12,1 11,4 9,8 9,3 28
30 -,0 -,0 -,0 -,0 -,0 21,1 23,0 22,1 19,5 14,8 12,9 12,1 11,2 10,7 9,3 9,0 30
32 -,0 -,0 -,0 -,0 -,0 -,0 20,9 19,9 18,7 13,9 11,8 11,2 10,4 10,0 8,8 8,5 32
34 -,0 -,0 -,0 -,0 -,0 -,0 18,4 18,0 17,8 13,3 11,1 10,3 9,7 9,3 8,4 8,0 34
36 -,0 -,0 -,0 -,0 -,0 -,0 -,0 16,4 17,0 12,7 10,5 9,5 9,0 8,7 7,9 7,5 36
38 -,0 -,0 -,0 -,0 -,0 -,0 -,0 15,5 15,7 12,0 10,0 8,8 8,3 8,2 7,4 7,0 38
40 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14,5 11,4 9,5 8,3 7,7 7,6 7,0 6,6 40
42 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 13,3 10,9 9,1 7,9 7,0 7,1 6,6 6,2 42
44 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 10,8 10,6 8,6 7,5 6,6 6,6 6,2 5,8 44
46 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 10,2 8,2 7,1 6,2 6,0 5,8 5,4 46
48 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 9,9 8,0 6,7 5,9 5,7 5,4 5,0 48
50 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 7,7 6,4 5,5 5,3 4,9 4,6 50
54 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 3,5 5,9 4,8 4,6 4,4 3,9 54
58 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 5,4 4,4 4,0 3,8 3,3 58
62 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 3,9 3,5 3,2 2,8 62
66 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 3,0 2,8 2,3 66
70 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 2,4 2,0 70
74 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 1,6 74
8
ALL TERRAIN CRANE
AC 250-1
LIFTING CAPACITIES MAIN BOOM TRAGFHIGKEITEN HAUPTAUSLEGER
CAPACITS DE LEVAGE FLCHE PRINCIPALE PORTATE BRACCIO BASE
CAPACIDADES DE CARGA CON PLUMA PRINCIPAL
52,4 t 8,68 m x 8,50 m 360 DIN/ISO
Radius Ausladung Radius Ausladung
Porte Porte
Sbraccio Main boom Hauptausleger Flche principale Braccio base Pluma principal Sbraccio
Radio m 14,5 19,3 24,1 28,9 33,7 38,5 43,3 48,1 52,9 57,7 62,5 67,3 72,1 77,2 80,0 Radio
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m
13 155,0 147,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 13
13,5 155,0 147,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 13,5
14 155,0 147,5 146,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14
14,5 151,5 144,5 146,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14,5
15 141,5 141,5 140,0 134,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 15
16 125,0 125,0 124,5 123,5 106,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 16
17 111,5 111,5 111,0 110,5 101,0 81,1 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 17
18 99,0 99,3 98,7 97,6 94,8 78,1 60,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 18
19 85,9 87,2 85,8 84,5 81,9 74,9 58,7 47,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 19
2
10 75,5 76,9 76,2 76,3 71,3 69,4 57,0 44,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 10
12 50,8 58,1 57,1 57,2 57,7 54,9 53,6 39,1 34,2 29,4 -,0 -,0 -,0 -,0 -,0 12
14 -,0 45,2 45,8 45,5 45,2 46,0 44,6 34,3 30,6 26,9 23,6 -,0 -,0 -,0 -,0 14
16 -,0 36,5 37,0 36,7 38,0 37,2 36,1 31,0 27,1 24,4 21,6 18,1 14,7 -,0 -,0 16
18 -,0 -,0 31,9 32,0 31,7 30,9 29,8 28,4 24,7 21,9 19,9 17,3 14,7 10,9 9,3 18
20 -,0 -,0 27,1 27,2 26,9 26,0 25,3 26,0 22,3 20,2 18,1 16,1 14,4 10,9 9,3 20
22 -,0 -,0 -,0 23,4 23,0 22,2 23,1 22,2 20,0 18,4 16,8 14,8 13,6 10,8 9,3 22
24 -,0 -,0 -,0 20,3 19,9 20,3 20,0 19,1 17,9 16,7 15,5 13,9 12,8 10,5 9,3 24
26 -,0 -,0 -,0 13,1 17,4 18,3 17,5 16,6 16,9 14,8 14,3 13,0 12,1 10,2 9,3 26
28 -,0 -,0 -,0 -,0 16,3 16,2 15,4 14,6 15,0 13,4 12,9 12,1 11,4 9,8 9,3 28
30 -,0 -,0 -,0 -,0 14,9 14,4 13,7 13,9 13,2 12,6 11,3 11,2 10,7 9,3 9,0 30
32 -,0 -,0 -,0 -,0 8,3 12,9 12,2 12,6 11,7 11,8 10,7 10,1 10,0 8,8 8,5 32
34 -,0 -,0 -,0 -,0 -,0 11,6 11,4 11,3 10,4 10,4 10,0 9,2 9,3 8,4 8,0 34
36 -,0 -,0 -,0 -,0 -,0 8,0 10,8 10,1 9,9 9,2 9,1 8,7 8,1 7,9 7,5 36
38 -,0 -,0 -,0 -,0 -,0 -,0 9,7 9,0 9,0 8,3 8,1 7,7 7,0 7,2 7,0 38
40 -,0 -,0 -,0 -,0 -,0 -,0 5,8 8,1 8,1 7,8 7,1 6,7 6,1 6,3 6,1 40
42 -,0 -,0 -,0 -,0 -,0 -,0 5,5 7,8 7,2 7,1 6,6 5,9 5,3 5,5 5,2 42
44 -,0 -,0 -,0 -,0 -,0 -,0 -,0 7,2 6,5 6,3 5,8 5,1 4,9 4,7 4,5 44
46 -,0 -,0 -,0 -,0 -,0 -,0 -,0 5,3 6,1 5,6 5,1 4,4 4,5 4,0 3,8 46
48 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 5,6 5,0 4,6 3,9 3,9 3,4 3,2 48
50 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 4,5 4,3 3,6 3,3 2,8 2,6 50
54 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 3,5 3,6 3,0 2,3 1,9 1,6 54
58 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 2,8 2,2 1,5 1,0 -,0 58
62 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 1,4 -,0 -,0 -,0 62
9
LIFTING CAPACITIES MAIN BOOM TRAGFHIGKEITEN HAUPTAUSLEGER
CAPACITS DE LEVAGE FLCHE PRINCIPALE PORTATE BRACCIO BASE
CAPACIDADES DE CARGA CON PLUMA PRINCIPAL
15 t 8,68 m x 8,50 m 360 DIN/ISO
Radius Ausladung Radius Ausladung
Porte Porte
Sbraccio Main boom Hauptausleger Flche principale Braccio base Pluma principal Sbraccio
Radio m 14,5 19,3 24,1 28,9 33,7 38,5 43,3 48,1 52,9 57,7 62,5 67,3 72,1 77,2 80,0 Radio
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m
13 155,0 147,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 13
13,5 155,0 147,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 13,5
14 155,0 147,5 146,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14
14,5 147,5 144,5 146,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14,5
15 137,5 138,0 129,5 117,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 15
16 111,0 109,0 98,9 92,4 83,8 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 16
17 87,7 86,0 79,4 74,0 68,8 63,8 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 17
18 65,0 68,3 64,5 62,4 57,5 52,2 47,2 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 18
19 50,2 53,5 54,7 51,8 48,0 43,8 41,9 38,9 -,0 -,0 -,0 -,0 -,0 -,0 -,0 19
10 39,8 43,8 45,3 43,9 40,8 37,7 36,9 33,3 -,0 -,0 -,0 -,0 -,0 -,0 -,0 10
12 27,0 30,4 31,7 31,9 31,6 30,4 27,7 27,3 24,8 23,5 -,0 -,0 -,0 -,0 -,0 12
14 -,0 22,1 24,2 25,0 25,0 23,7 23,3 21,4 21,0 19,6 18,1 -,0 -,0 -,0 -,0 14
16 -,0 16,7 18,9 19,5 19,4 19,7 18,8 18,2 17,0 15,7 14,6 13,4 11,5 -,0 -,0 16
18 -,0 -,0 15,0 15,5 15,8 15,7 15,7 14,9 14,0 13,5 12,5 11,2 9,8 8,9 8,3 18
20 -,0 -,0 12,1 12,6 13,0 13,1 12,8 12,4 11,5 11,4 10,3 9,1 7,8 7,0 6,4 20
22 -,0 -,0 9,9 10,4 10,9 10,8 10,7 10,4 9,6 9,5 8,5 7,3 6,2 5,4 4,9 22
24 -,0 -,0 -,0 8,6 9,1 9,0 8,9 8,6 7,9 7,9 7,0 5,9 4,8 4,0 3,6 24
26 -,0 -,0 -,0 7,1 7,6 7,5 7,4 7,1 6,4 6,6 5,7 4,7 3,7 2,9 2,5 26
28 -,0 -,0 -,0 -,0 6,4 6,2 6,1 5,8 5,2 5,4 4,6 3,7 2,7 1,9 1,5 28
30 -,0 -,0 -,0 -,0 5,3 5,2 5,1 4,7 4,1 4,3 3,7 2,8 1,8 1,1 -,0 30
32 -,0 -,0 -,0 -,0 4,4 4,3 4,2 3,9 3,2 3,4 2,9 2,0 1,1 -,0 -,0 32
34 -,0 -,0 -,0 -,0 -,0 3,5 3,4 3,1 2,5 2,7 2,1 1,3 -,0 -,0 -,0 34
36 -,0 -,0 -,0 -,0 -,0 2,9 2,7 2,4 1,8 2,0 1,5 -,0 -,0 -,0 -,0 36
38 -,0 -,0 -,0 -,0 -,0 -,0 2,2 1,8 1,2 1,4 -,0 -,0 -,0 -,0 -,0 38
40 -,0 -,0 -,0 -,0 -,0 -,0 1,7 1,3 -,0 -,0 -,0 -,0 -,0 -,0 -,0 40
42 -,0 -,0 -,0 -,0 -,0 -,0 1,2 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 42
44 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 44
10
WORKING RANGES MAIN BOOM EXTENSION ARBEITSBEREICHE HAUPTAUSLEGER-
VERLNGERUNG PORTES RALLONGE DE FLCHE CAMPO DI LAVORO DELLA
PROLUNGA RANGOS DE TRABAJO CON PLUMN, EXTENSIN DE PLUMA
11
LIFTING CAPACITIES MAIN BOOM EXTENSION TRAGFHIGKEITEN HAUPTAUS-
LEGERVERLNGERUNG CAPACITS DE LEVAGE RALLONGE DE FLCHE PORTATE
SU PROLUNGA CAPACIDADES DE CARGA CON PLUMN, EXTENSIN DE PLUMA
96,6 t 8,68 m x 8,50 m 360 DIN/ISO
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
14,5 m 48,1 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 10,4 m 20,0 m Sbraccio 10,4 m 20,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
13 23,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 12 16,1 -,0 -,0 -,0 -,0 7,4 -,0 -,0 -,0 -,0
13,5 23,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 14 15,3 14,1 -,0 -,0 -,0 7,2 -,0 -,0 -,0 -,0
14 23,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 16 14,4 13,5 11,6 9,9 -,0 6,9 6,5 -,0 -,0 -,0
14,5 23,6 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 18 13,5 12,8 11,1 9,5 8,5 6,7 6,2 -,0 -,0 -,0
15 23,6 20,7 -,0 -,0 -,0 10,7 -,0 -,0 -,0 -,0 20 12,5 12,1 10,6 9,2 8,2 6,5 6,0 5,5 -,0 -,0
16 22,4 18,9 -,0 -,0 -,0 10,4 -,0 -,0 -,0 -,0 22 11,5 11,3 10,1 8,9 8,0 6,3 5,8 5,3 4,9 -,0
17 20,9 17,2 14,3 -,0 -,0 10,2 -,0 -,0 -,0 -,0 24 10,6 10,4 9,7 8,6 7,9 6,0 5,6 5,1 4,8 -,0
18 19,3 16,0 13,4 11,5 -,0 9,8 9,3 -,0 -,0 -,0 26 9,7 9,6 9,2 8,4 7,7 5,8 5,4 5,0 4,6 4,3
19 17,9 14,9 12,6 10,9 9,7 9,5 8,8 -,0 -,0 -,0 28 9,1 8,9 8,8 8,2 7,6 5,6 5,2 4,8 4,5 4,2
10 16,7 13,7 11,9 10,4 9,3 9,1 8,3 -,0 -,0 -,0 30 8,5 8,4 8,3 7,8 7,4 5,4 5,0 4,7 4,4 4,1
12 14,2 12,2 10,6 9,4 8,6 8,4 7,5 6,7 -,0 -,0 32 7,9 7,8 7,8 7,5 7,1 5,2 4,8 4,6 4,3 4,1
14 12,2 10,7 9,7 8,7 8,0 7,7 6,8 6,1 5,6 -,0 34 7,3 7,3 7,3 7,1 6,9 5,1 4,7 4,4 4,2 4,0
16 10,8 9,7 8,8 8,1 7,6 7,0 6,2 5,7 5,2 -,0 36 6,8 6,7 6,8 6,7 6,6 4,9 4,6 4,3 4,1 4,0
18 9,4 8,7 8,1 7,7 7,4 6,3 5,8 5,3 4,9 4,6 38 6,4 6,3 6,3 6,3 6,3 4,7 4,5 4,2 4,0 3,9
20 8,5 8,0 7,7 7,4 7,3 5,8 5,4 5,0 4,6 4,4 40 6,0 6,0 6,0 6,0 6,0 4,6 4,3 4,1 4,0 3,9
22 -,0 7,4 7,4 -,0 -,0 5,4 5,0 4,7 4,5 4,2 42 5,7 5,6 5,7 5,7 5,7 4,4 4,2 4,0 3,9 3,9
24 -,0 -,0 -,0 -,0 -,0 5,0 4,7 4,5 4,3 4,1 44 5,3 5,3 5,3 5,4 5,4 4,3 4,1 4,0 3,9 3,8
26 -,0 -,0 -,0 -,0 -,0 4,7 4,5 4,3 4,1 4,0 46 5,0 5,0 5,0 5,0 5,1 4,1 4,0 3,9 3,8 3,8
28 -,0 -,0 -,0 -,0 -,0 4,4 4,3 4,1 4,0 4,0 48 4,7 4,7 4,7 4,8 4,8 3,9 3,8 3,7 3,7 3,8
30 -,0 -,0 -,0 -,0 -,0 4,2 4,1 4,1 4,0 -,0 50 4,5 4,5 4,5 4,5 4,6 3,8 3,7 3,6 3,6 3,7
32 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 54 4,1 4,1 4,1 4,1 3,0 3,4 3,4 3,4 3,4 3,4
34 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 58 2,6 2,6 2,6 2,6 -,0 3,1 3,1 3,1 3,2 3,2
36 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 62 -,0 -,0 -,0 -,0 -,0 2,8 2,8 2,9 2,9 1,9
38 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 66 -,0 -,0 -,0 -,0 -,0 1,6 1,7 1,7 1,7 -,0
40 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 70 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
52,9 m 57,7 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 10,4 m 20,0 m Sbraccio 10,4 m 20,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
14 14,5 -,0 -,0 -,0 -,0 6,9 -,0 -,0 -,0 -,0 14 13,8 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
16 13,8 13,0 -,0 -,0 -,0 6,7 -,0 -,0 -,0 -,0 16 13,4 12,6 -,0 -,0 -,0 6,5 -,0 -,0 -,0 -,0
18 13,1 12,5 11,1 9,5 8,5 6,5 6,1 -,0 -,0 -,0 18 12,8 12,2 11,1 -,0 -,0 6,3 -,0 -,0 -,0 -,0
20 12,3 11,8 10,6 9,2 8,3 6,3 5,8 -,0 -,0 -,0 20 12,2 11,7 10,7 9,3 8,3 6,1 5,7 -,0 -,0 -,0
22 11,5 11,2 10,2 8,9 8,1 6,1 5,6 5,2 -,0 -,0 22 11,5 11,1 10,3 9,0 8,1 6,0 5,5 -,0 -,0 -,0
24 10,6 10,5 9,7 8,7 7,9 5,9 5,4 5,1 4,7 -,0 24 10,8 10,5 9,9 8,7 7,9 5,8 5,4 5,0 -,0 -,0
26 9,8 9,7 9,2 8,5 7,8 5,7 5,3 4,9 4,6 4,3 26 10,1 9,9 9,5 8,5 7,8 5,6 5,2 4,8 4,5 -,0
28 8,9 9,0 8,8 8,3 7,6 5,5 5,1 4,7 4,5 4,2 28 9,4 9,3 9,0 8,2 7,7 5,4 5,0 4,7 4,4 4,2
30 8,4 8,3 8,3 8,1 7,5 5,3 4,9 4,6 4,4 4,1 30 8,6 8,6 8,5 8,0 7,5 5,3 4,9 4,6 4,3 4,1
32 7,8 7,8 7,8 7,8 7,4 5,1 4,8 4,5 4,3 4,0 32 8,1 8,0 8,0 7,7 7,4 5,1 4,8 4,4 4,2 4,0
34 7,3 7,3 7,3 7,4 7,0 5,0 4,6 4,4 4,2 4,0 34 7,6 7,5 7,5 7,5 7,3 4,9 4,6 4,3 4,1 4,0
36 6,7 6,8 6,8 6,9 6,6 4,8 4,5 4,3 4,1 3,9 36 7,1 7,1 7,1 7,1 7,1 4,8 4,5 4,2 4,0 3,9
38 6,2 6,3 6,3 6,4 6,3 4,7 4,4 4,1 4,0 3,9 38 6,7 6,7 6,7 6,7 6,7 4,6 4,3 4,1 4,0 3,9
40 5,7 5,7 5,8 5,9 5,9 4,6 4,3 4,1 3,9 3,8 40 6,2 6,2 6,3 6,3 6,3 4,5 4,2 4,0 3,9 3,8
42 5,4 5,4 5,4 5,4 5,5 4,4 4,2 4,0 3,9 3,8 42 5,7 5,8 5,8 5,9 5,9 4,4 4,2 4,0 3,8 3,7
44 5,0 5,1 5,1 5,1 5,1 4,3 4,1 3,9 3,8 3,8 44 5,4 5,4 5,4 5,5 5,5 4,3 4,1 3,9 3,8 3,7
46 4,7 4,7 4,8 4,8 4,8 4,2 4,0 3,9 3,8 3,8 46 5,1 5,1 5,1 5,1 5,1 4,2 4,0 3,8 3,7 3,7
48 4,3 4,4 4,4 4,5 4,5 3,9 3,9 3,8 3,7 3,7 48 4,8 4,8 4,8 4,8 4,9 4,1 3,9 3,8 3,7 3,7
50 4,0 4,1 4,1 4,1 4,1 3,7 3,7 3,7 3,7 3,7 50 4,5 4,5 4,5 4,5 4,6 3,9 3,8 3,7 3,6 3,7
54 3,6 3,6 3,6 3,6 3,6 3,2 3,3 3,3 3,4 3,4 54 3,9 3,9 4,0 4,0 4,0 3,5 3,5 3,5 3,6 3,6
58 3,1 3,1 3,2 3,1 3,1 2,8 2,8 2,9 3,0 3,0 58 3,5 3,5 3,5 3,5 3,6 3,1 3,1 3,2 3,2 3,3
62 -,0 -,0 -,0 -,0 -,0 2,5 2,5 2,5 2,6 2,6 62 3,1 3,1 3,2 3,2 3,2 2,7 2,7 2,8 2,8 2,9
66 -,0 -,0 -,0 -,0 -,0 2,2 2,2 2,2 2,2 2,1 66 -,0 -,0 -,0 -,0 -,0 2,4 2,4 2,4 2,5 2,5
70 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 70 -,0 -,0 -,0 -,0 -,0 2,1 2,2 2,2 2,2 2,2
74 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 74 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
12
ALL TERRAIN CRANE
AC 250-1
LIFTING CAPACITIES MAIN BOOM EXTENSION TRAGFHIGKEITEN HAUPTAUS-
LEGERVERLNGERUNG CAPACITS DE LEVAGE RALLONGE DE FLCHE PORTATE
SU PROLUNGA CAPACIDADES DE CARGA CON PLUMN, EXTENSIN DE PLUMA
96,6 t 8,68 m x 8,50 m 360 DIN/ISO
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
62,5 m 67,3 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 10,4 m 20,0 m Sbraccio 10,4 m 20,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
16 12,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 18 10,3 -,0 -,0 -,0 -,0 5,8 -,0 -,0 -,0 -,0
18 12,2 11,6 -,0 -,0 -,0 6,1 -,0 -,0 -,0 -,0 20 10,3 10,2 -,0 -,0 -,0 5,7 -,0 -,0 -,0 -,0
20 11,8 11,3 10,6 -,0 -,0 5,9 -,0 -,0 -,0 -,0 22 10,2 10,2 10,1 9,0 -,0 5,5 5,2 -,0 -,0 -,0
22 11,2 10,9 10,2 9,0 8,1 5,8 5,4 -,0 -,0 -,0 24 10,0 9,9 9,9 8,7 7,9 5,4 5,0 -,0 -,0 -,0
24 10,6 10,4 9,9 8,7 7,9 5,6 5,2 4,9 -,0 -,0 26 9,8 9,6 9,5 8,5 7,8 5,2 4,9 4,6 -,0 -,0
26 10,0 9,8 9,5 8,5 7,8 5,4 5,1 4,7 -,0 -,0 28 9,3 9,2 9,1 8,4 7,7 5,1 4,8 4,5 4,2 -,0
28 9,3 9,2 9,1 8,3 7,7 5,3 4,9 4,6 4,3 -,0 30 8,7 8,7 8,7 8,2 7,6 4,9 4,6 4,4 4,1 -,0
30 8,6 8,6 8,6 8,0 7,5 5,1 4,8 4,5 4,2 4,1 32 8,1 8,1 8,2 7,8 7,4 4,8 4,5 4,3 4,0 3,9
32 7,9 8,0 8,0 7,6 7,2 5,0 4,6 4,4 4,1 4,0 34 7,5 7,6 7,6 7,4 7,1 4,7 4,4 4,2 4,0 3,8
34 7,2 7,3 7,4 7,2 7,0 4,8 4,5 4,3 4,0 3,9 36 6,9 7,1 7,1 7,0 6,8 4,6 4,3 4,1 3,9 3,8
36 6,8 6,8 6,9 6,8 6,8 4,7 4,4 4,2 4,0 3,8 38 6,5 6,5 6,6 6,6 6,5 4,4 4,2 4,0 3,8 3,7
38 6,3 6,4 6,4 6,5 6,5 4,5 4,3 4,1 3,9 3,8 40 6,1 6,1 6,2 6,2 6,2 4,3 4,1 3,9 3,7 3,7
40 5,9 6,0 6,0 6,1 6,1 4,4 4,2 4,0 3,8 3,7 42 5,7 5,8 5,8 5,8 5,9 4,2 4,0 3,8 3,7 3,6
42 5,4 5,5 5,6 5,6 5,7 4,2 4,0 3,9 3,8 3,7 44 5,4 5,4 5,4 5,5 5,5 4,0 3,9 3,7 3,6 3,6
44 5,0 5,1 5,2 5,2 5,3 4,0 3,9 3,8 3,7 3,6 46 5,0 5,0 5,1 5,1 5,2 3,9 3,8 3,7 3,6 3,5
46 4,5 4,7 4,8 4,8 4,9 3,9 3,8 3,7 3,6 3,6 48 4,6 4,7 4,7 4,8 4,8 3,7 3,6 3,6 3,5 3,5
48 4,3 4,3 4,3 4,4 4,5 3,7 3,6 3,5 3,5 3,5 50 4,2 4,3 4,4 4,4 4,5 3,5 3,5 3,4 3,4 3,4
3
50 4,0 4,0 4,1 4,1 4,2 3,5 3,5 3,4 3,4 3,4 54 3,7 3,8 3,8 3,8 3,8 3,2 3,2 3,2 3,2 3,2
54 3,4 3,4 3,5 3,5 3,5 3,2 3,2 3,1 3,2 3,2 58 3,2 3,3 3,3 3,3 3,3 2,9 2,9 2,9 2,9 3,0
58 2,8 2,9 2,9 2,9 2,9 2,7 2,8 2,9 2,9 3,0 62 2,7 2,8 2,8 2,8 2,8 2,5 2,6 2,6 2,7 2,7
62 2,4 2,4 2,5 2,5 2,5 2,3 2,4 2,4 2,5 2,5 66 2,4 2,4 2,4 2,4 2,4 2,1 2,2 2,3 2,3 2,4
66 2,0 2,1 2,1 2,0 2,0 1,8 1,9 2,0 2,1 2,1 70 2,0 2,0 2,0 2,1 2,0 1,8 1,8 1,9 1,9 2,0
70 -,0 -,0 -,0 -,0 -,0 1,5 1,6 1,6 1,6 1,6 74 -,0 -,0 -,0 -,0 -,0 1,5 1,5 1,5 1,6 1,6
74 -,0 -,0 -,0 -,0 -,0 1,3 1,3 1,3 1,3 1,2 78 -,0 -,0 -,0 -,0 -,0 1,2 1,3 1,3 1,3 1,2
78 -,0 -,0 -,0 -,0 -,0 -,0 1,0 1,0 -,0 -,0 82 -,0 -,0 -,0 -,0 -,0 1,0 1,0 1,0 -,0 -,0
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
72,1 m 78,5 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 10,4 m 20,0 m Sbraccio 10,4 m 20,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
18 8,7 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 20 6,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
20 8,7 -,0 -,0 -,0 -,0 5,0 -,0 -,0 -,0 -,0 22 6,0 -,0 -,0 -,0 -,0 3,5 -,0 -,0 -,0 -,0
22 8,7 8,6 -,0 -,0 -,0 5,0 -,0 -,0 -,0 -,0 24 6,0 6,0 -,0 -,0 -,0 3,5 -,0 -,0 -,0 -,0
24 8,7 8,6 8,6 -,0 -,0 5,0 4,8 -,0 -,0 -,0 26 6,0 6,0 6,0 -,0 -,0 3,5 3,4 -,0 -,0 -,0
26 8,7 8,5 8,6 8,5 7,8 4,9 4,7 -,0 -,0 -,0 28 6,0 6,0 6,0 6,0 6,0 3,5 3,4 -,0 -,0 -,0
28 8,7 8,4 8,5 8,3 7,7 4,8 4,6 4,3 -,0 -,0 30 6,0 6,0 6,0 6,0 6,0 3,5 3,4 3,4 -,0 -,0
30 8,5 8,3 8,2 8,1 7,6 4,7 4,5 4,2 4,0 -,0 32 6,0 6,0 6,0 6,0 6,0 3,5 3,4 3,4 -,0 -,0
32 8,0 8,0 8,0 7,8 7,5 4,6 4,4 4,1 3,9 -,0 34 5,8 6,0 6,0 6,0 6,0 3,5 3,4 3,4 3,4 -,0
34 7,5 7,5 7,6 7,6 7,4 4,5 4,2 4,0 3,9 3,7 36 5,6 5,8 5,9 5,9 6,0 3,5 3,4 3,4 3,4 3,4
36 7,1 7,1 7,1 7,2 7,0 4,4 4,1 3,9 3,8 3,7 38 5,3 5,4 5,6 5,7 5,8 3,5 3,4 3,4 3,4 3,4
38 6,6 6,7 6,7 6,8 6,7 4,3 4,1 3,9 3,7 3,6 40 5,0 5,1 5,3 5,4 5,5 3,4 3,4 3,4 3,4 3,4
40 6,1 6,2 6,3 6,3 6,3 4,2 4,0 3,8 3,6 3,6 42 4,8 4,8 5,0 5,1 5,1 3,4 3,3 3,4 3,4 3,3
42 5,7 5,8 5,8 5,9 5,9 4,1 3,9 3,7 3,6 3,5 44 4,5 4,5 4,7 4,7 4,8 3,3 3,3 3,3 3,3 3,3
44 5,4 5,4 5,5 5,5 5,6 4,0 3,8 3,7 3,5 3,5 46 4,2 4,2 4,3 4,4 4,5 3,3 3,2 3,3 3,2 3,2
46 5,0 5,1 5,1 5,2 5,2 3,9 3,7 3,6 3,5 3,4 48 3,9 4,0 4,0 4,1 4,1 3,2 3,1 3,2 3,1 3,2
48 4,7 4,7 4,8 4,8 4,9 3,7 3,6 3,5 3,4 3,4 50 3,7 3,7 3,8 3,8 3,9 3,2 3,1 3,1 3,1 3,1
50 4,3 4,4 4,4 4,5 4,6 3,5 3,5 3,5 3,4 3,4 54 3,1 3,2 3,2 3,3 3,3 2,8 2,9 2,9 2,9 2,9
54 3,6 3,7 3,8 3,8 3,9 3,1 3,2 3,2 3,2 3,3 58 2,6 2,7 2,7 2,8 2,8 2,4 2,5 2,6 2,7 2,7
58 3,1 3,1 3,2 3,2 3,3 2,8 2,8 2,9 2,9 3,0 62 2,1 2,2 2,2 2,3 2,3 2,0 2,1 2,2 2,3 2,3
62 2,6 2,6 2,7 2,7 2,8 2,4 2,5 2,6 2,6 2,7 66 1,7 1,8 1,8 1,9 1,9 1,6 1,7 1,8 1,9 1,9
66 2,1 2,1 2,2 2,2 2,2 2,0 2,1 2,2 2,3 2,4 70 1,3 1,4 1,4 1,4 1,4 1,2 1,3 1,4 1,5 1,5
70 1,7 1,7 1,7 1,7 1,8 1,6 1,7 1,8 1,9 1,9 74 -,0 -,0 -,0 1,0 1,0 -,0 -,0 1,1 1,1 1,2
74 1,4 1,4 1,4 1,3 1,3 1,3 1,3 1,4 1,5 1,5 78 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
78 -,0 -,0 1,0 -,0 -,0 -,0 -,0 1,0 1,1 1,1 82 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
82 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 86 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
13
LIFTING CAPACITIES MAIN BOOM EXTENSION TRAGFHIGKEITEN HAUPTAUS-
LEGERVERLNGERUNG CAPACITS DE LEVAGE RALLONGE DE FLCHE PORTATE
SU PROLUNGA CAPACIDADES DE CARGA CON PLUMN, EXTENSIN DE PLUMA
96,6 t 8,68 m x 8,50 m 360 DIN/ISO
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
14,5 m 48,1 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 28,0 m 36,0 m Sbraccio 28,0 m 36,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
16 9,2 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 16 5,9 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
17 9,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 18 5,8 -,0 -,0 -,0 -,0 4,2 -,0 -,0 -,0 -,0
18 8,8 -,0 -,0 -,0 -,0 7,5 -,0 -,0 -,0 -,0 20 5,6 5,3 -,0 -,0 -,0 4,1 -,0 -,0 -,0 -,0
19 8,6 -,0 -,0 -,0 -,0 7,2 -,0 -,0 -,0 -,0 22 5,3 5,1 4,7 -,0 -,0 3,9 3,7 -,0 -,0 -,0
10 8,4 8,1 -,0 -,0 -,0 6,9 -,0 -,0 -,0 -,0 24 5,1 4,8 4,5 -,0 -,0 3,7 3,5 -,0 -,0 -,0
12 7,8 7,5 -,0 -,0 -,0 6,3 6,2 -,0 -,0 -,0 26 4,9 4,6 4,4 4,1 -,0 3,5 3,4 3,2 -,0 -,0
14 7,2 6,8 6,4 -,0 -,0 5,7 5,6 -,0 -,0 -,0 28 4,7 4,4 4,2 4,0 3,8 3,3 3,2 3,0 2,9 -,0
16 6,5 6,3 5,9 5,4 -,0 5,2 5,1 4,9 -,0 -,0 30 4,5 4,3 4,0 3,8 3,7 3,2 3,0 2,9 2,8 2,7
18 6,0 5,7 5,4 5,1 4,7 4,7 4,6 4,5 4,4 -,0 32 4,3 4,1 3,9 3,7 3,6 3,0 2,9 2,7 2,7 2,6
20 5,5 5,2 5,0 4,8 4,5 4,3 4,2 4,1 4,0 3,9 34 4,1 3,9 3,7 3,6 3,5 2,8 2,7 2,6 2,5 2,5
22 5,1 4,9 4,6 4,5 4,3 3,9 3,8 3,8 3,7 3,6 36 4,0 3,8 3,6 3,5 3,4 2,7 2,6 2,5 2,4 2,4
24 4,6 4,5 4,3 4,2 4,1 3,6 3,5 3,4 3,4 3,3 38 3,8 3,6 3,5 3,4 3,3 2,5 2,5 2,4 2,3 2,3
26 4,3 4,1 4,1 4,0 3,9 3,3 3,2 3,2 3,1 3,1 40 3,7 3,5 3,3 3,2 3,2 2,4 2,3 2,3 2,2 2,2
28 4,0 3,9 3,8 3,7 3,7 3,0 3,0 2,9 2,9 2,9 42 3,6 3,4 3,2 3,1 3,1 2,3 2,2 2,2 2,1 2,1
30 3,7 3,7 3,6 3,5 3,5 2,8 2,7 2,7 2,7 2,7 44 3,4 3,3 3,2 3,1 3,0 2,2 2,1 2,0 2,0 2,0
32 3,5 3,4 3,4 3,3 3,3 2,6 2,5 2,5 2,5 2,5 46 3,3 3,2 3,1 3,0 3,0 2,1 2,0 2,0 1,9 1,9
34 3,3 3,2 3,2 3,2 3,2 2,4 2,3 2,3 2,3 2,3 48 3,2 3,1 3,0 2,9 2,9 2,0 1,9 1,9 1,9 1,9
36 3,1 3,1 3,1 3,1 3,1 2,2 2,2 2,1 2,2 2,2 50 3,0 2,9 2,9 2,9 2,9 1,9 1,9 1,8 1,8 1,8
38 2,9 3,0 3,0 3,1 -,0 2,0 2,0 2,0 2,0 2,0 54 2,7 2,7 2,7 2,7 2,7 1,7 1,7 1,7 1,7 1,7
40 -,0 -,0 -,0 -,0 -,0 1,9 1,9 1,9 1,9 1,9 58 2,4 2,4 2,4 2,5 2,5 1,6 1,5 1,5 1,5 1,6
42 -,0 -,0 -,0 -,0 -,0 1,8 1,8 1,8 1,8 1,8 62 2,2 2,1 2,2 2,2 2,3 1,5 1,4 1,4 1,4 1,5
44 -,0 -,0 -,0 -,0 -,0 1,7 1,7 1,7 1,7 1,8 66 1,9 1,9 2,0 2,0 2,0 1,3 1,3 1,3 1,3 1,4
46 -,0 -,0 -,0 -,0 -,0 1,6 1,6 1,6 1,7 -,0 70 1,7 1,7 1,7 1,8 -,0 1,2 1,2 1,2 1,3 1,3
48 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 74 -,0 -,0 -,0 -,0 -,0 1,0 1,1 1,1 1,1 1,1
50 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 78 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
52,9 m 57,7 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 28,0 m 36,0 m Sbraccio 28,0 m 36,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
16 5,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 18 5,2 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
18 5,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 20 5,2 -,0 -,0 -,0 -,0 3,5 -,0 -,0 -,0 -,0
20 5,4 -,0 -,0 -,0 -,0 3,8 -,0 -,0 -,0 -,0 22 5,1 4,8 -,0 -,0 -,0 3,5 -,0 -,0 -,0 -,0
22 5,2 4,9 -,0 -,0 -,0 3,7 -,0 -,0 -,0 -,0 24 4,9 4,6 -,0 -,0 -,0 3,4 3,3 -,0 -,0 -,0
24 5,0 4,7 4,4 -,0 -,0 3,5 3,4 -,0 -,0 -,0 26 4,7 4,5 4,2 -,0 -,0 3,3 3,2 -,0 -,0 -,0
26 4,8 4,5 4,3 -,0 -,0 3,4 3,2 3,1 -,0 -,0 28 4,5 4,3 4,1 3,9 -,0 3,1 3,0 2,9 -,0 -,0
28 4,6 4,4 4,1 3,9 -,0 3,2 3,1 3,0 -,0 -,0 30 4,4 4,1 3,9 3,7 3,6 3,0 2,9 2,8 -,0 -,0
30 4,4 4,2 4,0 3,8 3,6 3,1 2,9 2,8 2,7 -,0 32 4,2 4,0 3,8 3,6 3,5 2,9 2,8 2,6 2,6 -,0
32 4,3 4,0 3,8 3,7 3,5 2,9 2,8 2,7 2,6 2,5 34 4,1 3,9 3,6 3,5 3,4 2,7 2,6 2,5 2,4 2,4
34 4,1 3,9 3,7 3,5 3,4 2,8 2,7 2,6 2,5 2,4 36 3,9 3,7 3,5 3,4 3,3 2,6 2,5 2,4 2,3 2,3
36 3,9 3,8 3,6 3,4 3,3 2,7 2,6 2,4 2,4 2,3 38 3,8 3,6 3,4 3,3 3,2 2,5 2,4 2,3 2,3 2,2
38 3,8 3,6 3,5 3,3 3,2 2,5 2,4 2,3 2,3 2,2 40 3,6 3,5 3,3 3,2 3,1 2,4 2,3 2,2 2,2 2,1
40 3,7 3,5 3,3 3,2 3,2 2,4 2,3 2,2 2,2 2,2 42 3,5 3,3 3,2 3,1 3,1 2,3 2,2 2,1 2,1 2,0
42 3,5 3,4 3,2 3,1 3,1 2,3 2,2 2,1 2,1 2,1 44 3,4 3,2 3,1 3,0 3,0 2,2 2,1 2,0 2,0 2,0
44 3,4 3,3 3,1 3,0 3,0 2,2 2,1 2,0 2,0 2,0 46 3,3 3,1 3,0 2,9 2,9 2,1 2,0 1,9 1,9 1,9
46 3,3 3,2 3,0 3,0 2,9 2,1 2,0 1,9 1,9 1,9 48 3,2 3,0 2,9 2,9 2,9 2,0 1,9 1,9 1,8 1,8
48 3,2 3,1 3,0 2,9 2,9 2,0 1,9 1,9 1,8 1,8 50 3,1 3,0 2,9 2,8 2,8 1,9 1,8 1,8 1,8 1,8
50 3,0 3,0 2,9 2,8 2,8 1,9 1,8 1,8 1,8 1,8 54 2,8 2,8 2,7 2,7 2,7 1,8 1,7 1,7 1,6 1,6
54 2,7 2,8 2,7 2,7 2,7 1,7 1,7 1,7 1,6 1,7 58 2,5 2,6 2,6 2,5 2,6 1,6 1,6 1,5 1,5 1,5
58 2,4 2,4 2,5 2,5 2,6 1,6 1,5 1,5 1,5 1,6 62 2,2 2,3 2,3 2,4 2,4 1,4 1,4 1,4 1,4 1,5
62 2,0 2,1 2,1 2,2 2,2 1,4 1,4 1,4 1,4 1,5 66 1,9 1,9 2,0 2,0 2,1 1,3 1,3 1,3 1,3 1,4
66 1,6 1,7 1,8 1,8 1,8 1,2 1,2 1,2 1,2 1,3 70 1,6 1,6 1,7 1,7 1,7 1,1 1,1 1,1 1,2 1,2
70 1,4 1,4 1,5 1,5 1,5 -,0 1,0 1,0 1,1 1,1 74 1,4 1,4 1,4 1,4 1,4 -,0 -,0 -,0 -,0 1,0
74 1,2 1,2 1,2 1,2 -,0 -,0 -,0 -,0 -,0 -,0 78 1,1 1,2 1,2 1,2 1,2 -,0 -,0 -,0 -,0 -,0
78 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 82 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
14
ALL TERRAIN CRANE
AC 250-1
LIFTING CAPACITIES MAIN BOOM EXTENSION TRAGFHIGKEITEN HAUPTAUS-
LEGERVERLNGERUNG CAPACITS DE LEVAGE RALLONGE DE FLCHE PORTATE
SU PROLUNGA CAPACIDADES DE CARGA CON PLUMN, EXTENSIN DE PLUMA
96,6 t 8,68 m x 8,50 m 360 DIN/ISO
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
62,5 m 67,3 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 28,0 m 36,0 m Sbraccio 28,0 m 36,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
20 4,7 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 22 4,1 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
22 4,7 -,0 -,0 -,0 -,0 3,1 -,0 -,0 -,0 -,0 24 4,1 -,0 -,0 -,0 -,0 2,7 -,0 -,0 -,0 -,0
24 4,6 4,5 -,0 -,0 -,0 3,1 -,0 -,0 -,0 -,0 26 4,1 4,0 -,0 -,0 -,0 2,7 -,0 -,0 -,0 -,0
26 4,5 4,3 -,0 -,0 -,0 3,1 3,0 -,0 -,0 -,0 28 4,0 4,0 -,0 -,0 -,0 2,6 2,6 -,0 -,0 -,0
28 4,4 4,2 4,0 -,0 -,0 3,0 2,9 -,0 -,0 -,0 30 4,0 3,9 3,7 -,0 -,0 2,6 2,6 -,0 -,0 -,0
30 4,2 4,0 3,8 3,7 -,0 2,9 2,8 2,7 -,0 -,0 32 3,9 3,8 3,6 3,5 -,0 2,5 2,6 2,4 -,0 -,0
32 4,1 3,9 3,7 3,6 3,4 2,8 2,7 2,6 2,5 -,0 34 3,8 3,7 3,5 3,4 3,3 2,5 2,5 2,4 2,3 -,0
34 4,0 3,8 3,6 3,5 3,3 2,6 2,6 2,5 2,4 2,3 36 3,7 3,5 3,4 3,3 3,2 2,4 2,4 2,3 2,2 2,2
36 3,8 3,6 3,5 3,3 3,3 2,5 2,4 2,4 2,3 2,2 38 3,6 3,4 3,3 3,2 3,1 2,4 2,3 2,2 2,1 2,1
38 3,7 3,5 3,4 3,2 3,2 2,4 2,3 2,2 2,2 2,2 40 3,5 3,3 3,2 3,1 3,0 2,3 2,2 2,1 2,0 2,0
40 3,6 3,4 3,3 3,1 3,1 2,3 2,2 2,1 2,1 2,1 42 3,4 3,2 3,1 3,0 3,0 2,2 2,1 2,0 2,0 1,9
42 3,5 3,3 3,2 3,1 3,0 2,2 2,2 2,1 2,0 2,0 44 3,3 3,2 3,0 2,9 2,9 2,1 2,0 1,9 1,9 1,9
44 3,3 3,2 3,1 3,0 3,0 2,1 2,1 2,0 1,9 1,9 46 3,2 3,1 3,0 2,9 2,8 2,0 1,9 1,9 1,8 1,8
46 3,2 3,1 3,0 2,9 2,9 2,0 2,0 1,9 1,9 1,9 48 3,0 3,0 2,9 2,8 2,8 1,9 1,8 1,8 1,8 1,7
48 3,0 3,0 2,9 2,9 2,8 1,9 1,9 1,8 1,8 1,8 50 2,9 2,9 2,8 2,8 2,7 1,8 1,8 1,7 1,7 1,7
50 2,8 2,8 2,8 2,8 2,8 1,8 1,8 1,8 1,7 1,7 54 2,6 2,6 2,6 2,6 2,6 1,6 1,6 1,6 1,6 1,6
54 2,5 2,5 2,5 2,5 2,6 1,7 1,6 1,6 1,6 1,6 58 2,3 2,3 2,3 2,4 2,4 1,5 1,5 1,5 1,4 1,5
3
58 2,2 2,3 2,3 2,3 2,3 1,5 1,5 1,5 1,5 1,5 62 2,0 2,0 2,1 2,1 2,2 1,3 1,3 1,3 1,3 1,4
62 1,9 2,0 2,0 2,0 2,1 1,4 1,4 1,4 1,4 1,4 66 1,7 1,8 1,8 1,9 1,9 1,2 1,2 1,2 1,2 1,2
66 1,5 1,6 1,7 1,7 1,8 1,2 1,2 1,2 1,2 1,3 70 1,4 1,5 1,5 1,6 1,6 1,0 1,1 1,1 1,1 1,1
70 1,2 1,3 1,3 1,4 1,4 -,0 1,0 1,1 1,1 1,2 74 1,1 1,2 1,2 1,3 1,3 -,0 -,0 -,0 -,0 1,0
74 -,0 -,0 -,0 1,0 1,0 -,0 -,0 -,0 -,0 -,0 78 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
78 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 82 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
Main boom Hauptausleger Flche principale Main boom Hauptausleger Flche principale
72,1 m 77,2 m
Braccio base Pluma principal Braccio base Pluma principal
Radius Ausladung Extension Verlngerung Rallonge Radius Ausladung Extension Verlngerung Rallonge
Porte Prolunga Extensin Porte Prolunga Extensin
Sbraccio 28,0 m 36,0 m Sbraccio 28,0 m 36,0 m
Radio 0 10 20 30 40 0 10 20 30 40 Radio 0 10 20 30 40 0 10 20 30 40
1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 1m t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0 t,0
22 3,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 24 2,4 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
24 3,5 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 26 2,4 -,0 -,0 -,0 -,0 1,2 -,0 -,0 -,0 -,0
26 3,5 -,0 -,0 -,0 -,0 2,1 -,0 -,0 -,0 -,0 28 2,4 2,3 -,0 -,0 -,0 1,2 -,0 -,0 -,0 -,0
28 3,5 3,4 -,0 -,0 -,0 2,1 -,0 -,0 -,0 -,0 30 2,4 2,3 -,0 -,0 -,0 1,2 -,0 -,0 -,0 -,0
30 3,5 3,4 -,0 -,0 -,0 2,1 2,1 -,0 -,0 -,0 32 2,4 2,3 2,3 -,0 -,0 1,2 -,0 -,0 -,0 -,0
32 3,5 3,4 3,3 -,0 -,0 2,1 2,1 -,0 -,0 -,0 34 2,4 2,3 2,3 -,0 -,0 1,2 -,0 -,0 -,0 -,0
34 3,5 3,3 3,3 3,2 -,0 2,1 2,1 2,0 -,0 -,0 36 2,4 2,3 2,3 2,3 -,0 1,2 -,0 -,0 -,0 -,0
36 3,5 3,3 3,2 3,2 3,1 2,1 2,0 2,0 1,9 -,0 38 2,4 2,3 2,3 2,3 2,3 1,2 -,0 -,0 -,0 -,0
38 3,4 3,3 3,2 3,1 3,0 2,1 2,0 2,0 1,9 1,9 40 2,4 2,3 2,3 2,3 2,3 1,2 -,0 -,0 -,0 -,0
40 3,3 3,2 3,1 3,0 3,0 2,1 2,0 1,9 1,9 1,9 42 2,4 2,3 2,3 2,3 2,3 1,2 -,0 -,0 -,0 -,0
42 3,2 3,1 3,0 2,9 2,9 2,0 2,0 1,9 1,8 1,9 44 2,4 2,3 2,3 2,3 2,3 1,2 -,0 -,0 -,0 -,0
44 3,1 3,1 2,9 2,9 2,8 2,0 1,9 1,8 1,8 1,8 46 2,4 2,3 2,3 2,3 2,3 1,2 -,0 -,0 -,0 -,0
46 3,1 3,0 2,9 2,8 2,8 1,9 1,8 1,8 1,7 1,7 48 2,3 2,3 2,3 2,3 2,3 1,2 -,0 -,0 -,0 -,0
48 3,0 2,9 2,8 2,7 2,7 1,8 1,8 1,7 1,7 1,7 50 2,3 2,3 2,2 2,3 2,3 1,2 -,0 -,0 -,0 -,0
50 2,9 2,8 2,7 2,7 2,7 1,7 1,7 1,7 1,6 1,6 54 2,3 2,2 2,2 2,2 2,2 1,2 -,0 -,0 -,0 -,0
54 2,6 2,6 2,6 2,6 2,6 1,6 1,6 1,5 1,5 1,5 58 2,0 2,2 2,1 2,1 2,1 1,2 -,0 -,0 -,0 -,0
58 2,3 2,3 2,4 2,4 2,5 1,4 1,4 1,4 1,4 1,4 62 1,7 1,8 1,9 2,0 2,0 1,2 -,0 -,0 -,0 -,0
62 1,9 2,0 2,1 2,1 2,2 1,3 1,3 1,3 1,3 1,3 66 1,4 1,5 1,6 1,7 1,7 -,0 -,0 -,0 -,0 -,0
66 1,6 1,7 1,8 1,8 1,9 1,1 1,1 1,1 1,1 1,2 70 1,0 1,2 1,2 1,3 1,4 -,0 -,0 -,0 -,0 -,0
70 1,3 1,4 1,5 1,5 1,6 -,0 -,0 -,0 -,0 1,0 74 -,0 -,0 -,0 -,0 1,0 -,0 -,0 -,0 -,0 -,0
74 -,0 1,1 1,1 1,2 1,2 -,0 -,0 -,0 -,0 -,0 78 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0 -,0
15
WORKING RANGES MAIN BOOM EXTENSION ARBEITSBEREICHE HAUPTAUSLEGER-
VERLNGERUNG PORTES RALLONGE DE FLCHE CAMPO DI LAVORO DELLA
PROLUNGA RANGOS DE TRABAJO CON PLUMN, EXTENSIN DE PLUMA
16
ALL TERRAIN CRANE
AC 250-1
TECHNICAL DESCRIPTION
CARRIER
Drive / Steering 12 x 8 x 10.
Frame Torsion-resistant box girder frame fabricated from high-strength fine grain structural steel.
Outriggers 4 telescopic outriggers, fabricated from fine grain structural steel, fully hydraulic horizontal and vertical extension.
Engine Water-cooled 8 cylinder DaimlerChrysler diesel engine OM 502 LA, rating 448 kW (609 HP) at 1800 1/min, torque 2700 Nm at
1200 1/min, fuel tank capacity 660 l (for carrier and superstructure).
Transmission ZF AS-Tronic, electronically automated transmission with automatic clutch, 16 forward and 2 reverse speeds with integrated
retarder, 2-range transfer case, cruise control.
Axles Axles 2, 4, 5 and 6: driven, 1, 2, 3, 5 and 6: steering. Transverse differential lockout control on axles 2, 4, 5 and 6.
Longitudinal lockout control on axles 4 and 5.
Suspension Hydro-pneumatic suspension on all axles, hydraulically lockable for on-site travel.
Wheels and tyres 12 wheels fitted with 16.00 R 25 tyres (Michelin or Bridgestone).
Steering 12 x 10, ZF dual-circuit semiblock mechanical steering with hydraulic booster and mechanical steering limiter, speed-dependent
steering, 5th and 6th axles provide for independent rear axle steering.
Brakes To EC directives, sustained action brake: hydraulic retarder integrated into gearbox. Exhaust brake and constant choke valve.
Electrical equipment 24 V system.
Drivers cab Highly comfortable ergonomic cab with clearly arranged dashboard, rubber mounted steel cab, corrosion-resistant powder
coating with 2-pack top coat. 3.00 m wide, 2 comfortable seats, with pneumatically sprung and heated drivers seat incl. head
and arm rests, and three-point seat belts, vertically adjustable steering wheel, safety glass used throughout, electric windows,
heated and electrically adjustable mirrors, windscreen defroster fans, engine-dependent hot water heater, electric windscreen
washer and wiper, roller blinds, radio with CD player, stowage compartment, air-conditioning.
SUPERSTRUCTURE
Engine Water-cooled 6 cylinder DaimlerChrysler diesel engine OM 906 LA, rating 205 kW (279 HP) at 2300 1/min, torque 1100 Nm at
1300 1/min, fuel tank capacity: 50 l additional tank.
Hydraulic system Two variable displacement axial piston pumps with automatic power control enabling the operator to engage four independent
working movements simultaneously, separate pump for slewing. Hydraulic oil cooler included as standard.
Hoist Axial-piston variable displacement motor, hoist drum with integrated planetary gear reducer, and spring-applied multi-disk brake.
Hydraulic brake, drum rotation indicator.
Slew unit Fixed displacement axial piston motor.
Boom elevation 1 differential cylinder with automatic lowering brake valve.
Crane cab Highly comfortable cab with sliding door, roof window and large hinged windscreen, safety glass used throughout, sprung and
hydraulically damped operators seat with head and arm rests, wiper for windscreen and roof window, self-contained hot water
heater with timer and Heizmatic for sensitive heat flow control, dashboard with instrumentation and crane controls, e.g. drum
rotation indicator for hoists I and II, load moment limiter, outrigger loading indicator, 2 working lights, air-conditioning.
The crane cab can be tilted back hydraulically 18.
Main boom Boom base and 6 telescopic sections fabricated from fine grain structural steel, anti-deflection Demag Ovaloid profile.
Counterweight 96.6 t hydraulically stowed on carrier.
Safety devices Electronic safe load indicator with graphic display and touchscreen, digital readout for hook load, rated load, boom length
and angle, radius, monitoring code to assist in trouble shooting, and analog display to indicate capacity utilization in %,
integrated control system for boom telescoping, display for duty charts and theoretical and actual outrigger loading.
Working range limitation to certain pre-defined slew angles, heights and radii (virtual walls) included as standard.
OPTIONAL EQUIPMENT
Runner 1.65 m, 2-sheaves.
Twist arrestor To prevent the hoist ropes from twisting.
Heavy-lift attachment 1 additional sheave on boom head, max. lifting capacity 155 t, 14 parts of line. The max. lifting capacity of the standard crane
without heavy-lift attachment is 134 t (6 sheaves on boom head).
Hoist 2 Technical data see hoist 1. Required for lifting capacities > 134.5 t.
Emergency control Interface for emergency control to recover small loads, transformer as option, with hydraulic motor and hydraulic pump
available on request.
Warning light For boom and attachments.
Rooster sheave Sheave on boom head folding to the side of the boom, for single-line operation.
Wheels and tyres 12 wheels fitted with 14.00 R 25 tyres, 17.5 R 25 and 20.5 R 25.
Reversing camera
Hydraulically luffing
main boom extension
17
TECHNISCHE BESCHREIBUNG
UNTERWAGEN
Antrieb / Lenkung 12 x 8 x 10.
Rahmen Verwindungssteifer Kastentrgerrahmen aus hochfestem Feinkornbaustahl.
Absttzung 4-Punkt-Teleskopabsttzung, vollhydraulisch horizontal und vertikal teleskopierbare Sttztrger aus Feinkornbaustahl.
Motor Wassergekhlter 8-Zylinder DaimlerChrysler Dieselmotor OM 502 LA, Leistung 448 kW (609 PS) bei 1800 1/min, Drehmoment
2700 Nm bei 1200 1/min, Kraftstoffbehlter: 660 l (fr Ober- und Unterwagen).
Getriebe ZF AS-Tronic, automatisiertes Getriebesystem mit automatischer Kupplung, 16 Vorwrts- und 2 Rckwrtsgngen und inte-
griertem Retarder, 2-stufiges Verteilergetriebe, Tempomat.
Achsen 2., 4., 5. und 6. Achse angetrieben. 1., 2., 3., 5. und 6. Achse lenkbar. Quersperre: 2., 4., 5. und 6. Achse.
Lngssperre: 4. und 5. Achse.
Federung Hydropneumatische Federung an allen Achsen, hydraulisch blockierbar zum Verfahren auf der Baustelle.
Bereifung 12-fach, Reifengre 16.00 R 25; Michelin oder Bridgestone.
Lenkung 12 x 10, ZF-Zweikreis-Hydro-Halbblocklenkung mit mechanischer Lenkbegrenzung, geschwindigkeitsabhngige Lenkung.
5. und 6. UHL-Achse.
Bremsen Nach EG-Richtlinien. Dauerbremse: Hydraulischer Retarder im Getriebe integriert, Auspuffklappenbremse und Motor-Konstant-
drossel.
Elektrische Anlage Betriebsspannung 24 Volt.
Fahrerkabine Komfortkabine mit ergonomisch gestaltetem Innenraum und bersichtlicher Armaturentafel, elastisch gelagert, Kabine aus
Stahlblech, korrosionsresistente Pulverlackbeschichtung mit 2K-Decklack. 3,00 m breit, 2 Sitze, Komfortausstattung mit pneu-
matisch gefedertem und beheizbarem Fahrersitz inkl. Nackensttzen, Armlehnen und Dreipunktsicherheitsgurten, hhenverstell-
bares Lenkrad, rundum Sicherheitsverglasung, elektrische Fensterheber, heizbare und elektrisch verstellbare Spiegel, Defroster-
dsen fr die Windschutzscheibe, motorabhngige Warmwasserheizung, elektrische Scheibenwisch- und -waschanlage,
Sonnenblenden, Radio-CD-Player, Ablagefach, Klimaanlage.
OBERWAGEN
Motor Wassergekhlter 6-Zylinder DaimlerChrysler OM 906 LA, Leistung 205 kW (279 PS) bei 2300 1/min, Drehmoment 1100 Nm bei
1300 1/min, Kraftstoffbehlter: 50 l Ausgleichstank.
Hydraulikanlage Zwei leistungsgeregelte Axialkolben-Verstellpumpen fr vier gleichzeitige, unabhngige Arbeitsbewegungen, separate Pumpe
fr das Drehwerk. Hydrauliklkhler ist Standard.
Hubwerk Axialkolben-Verstellmotor, Hubwerkstrommel mit integriertem Planetengetriebe und federbelasteter Lamellenbremse.
Hydraulische Bremse, Drehmelder.
Drehwerk Axialkolben-Konstantmotor.
Wippwerk 1 Differentialzylinder mit lastdruckberkompensiertem Senk-Bremsventil.
Krankabine Komfortkabine mit Schiebetr, Dachfenster und groem ausstellbarem Frontfenster, rundum Sicherheitsverglasung, gefederter
und hydraulisch gedmpfter Fahrersitz mit Armlehnen und Kopfsttzen, Scheibenwischer fr Front- und Dachscheibe, motor-
unabhngige Warmwasserheizung mit Zeitschaltuhr und Heizmatic fr feindosierte Warmluftverteilung. Armaturentafel mit
Kontrollinstrumenten und Besttigungsorganen, u. a. Drehmelder fr die Hubwerke I und II, Lastmomentbegrenzer, Sttzdruck-
anzeige, 2 Arbeitsscheinwerfer, Klimaanlage. Die Krankabine kann hydraulisch um 18 nach hinten gekippt werden.
Hauptausleger Grundkasten und 6 Teleskope aus Feinkornbaustahl, beulsteifer Demag-Ovaloidquerschnitt.
Gegengewicht 96,6 t hydraulisch auf dem Unterwagen ablegbar.
Sicherheitseinrichtungen Elektronischer Lastmomentbegrenzer mit Graphik-Display und Touchscreen-Monitor sowie digitaler Anzeige fr Hakenlast,
Nenntraglast, Auslegerlnge und -winkel, Ausladung. Anzeigecode fr defekte Baugruppen und zustzlichen Analoganzeiger fr
die Auslastung in %. Integriertes Teleskopierleitsystem sowie Anzeige von Traglasttabellen und rechnerischen Sttzkrften sowie
der tatschlichen Sttzkraft. Serienmige Arbeitsbereichsbegrenzung (Einschrnkung der Kranarbeit auf bestimmte vorher zu
definierende Arbeitsstellungen des Kran-Drehwinkel, Hhenbegrenzung, Radiusbegrenzung, virtuelle Wnde).
ZUSATZAUSRSTUNG
Montagespitze 1,65 m 2-rollig.
Drallfnger Zum Entdrallen der Hubseile.
Schwerlasteinrichtung 1 Zusatzrolle am Kopf, max. Tragfhigkeit 155 t bei 14-facher Einscherung. Die max. Tragfhigkeit des Serienkrans ohne
Schwerlasteinrichtung betrgt 134 t (6 Seilrollen im Hauptausleger-Kopf).
Hubwerk 2 Technische Daten wie Hubwerk 1. Erforderlich fr Traglasten > 134,5 t.
Notbettigungs- Schnittstelle fr Notbettigungseinrichtung zum Bergen von kleinen Lasten, Transformator optional, auf Wunsch verfgbar mit
einrichtung Hydraulik-Motor und Hydraulik-Pumpe.
Positionsleuchte Fr Hauptausleger bzw. Einrichtungen.
Kopfrolle Seitlich klappbare Seilrolle am Hauptauslegerkopf fr einstrngigen Betrieb.
Bereifung 12-fach 14.00 R 25, 17.5 R 25 und 20.5 R 25.
Rckfahrkamera
Hydraulische Haupt-
auslegerverlngerung
18
ALL TERRAIN CRANE
AC 250-1
DESCRIPTIF TECHNIQUE
CHSSIS
Entranement / Direction 12 x 8 x 10.
Cadre Construction sous forme de caissons rsistant la torsion, ralise en tle dacier de construction grains fins haute
rsistance.
Calage 4 poutres tlescopiques extractibles hydrauliquement et 4 vrins verticaux, raliss en acier de construction grains fins.
Moteur Moteur diesel 8 cylindres DaimlerChrysler OM 502 LA, refroidissement par eau, puissance 448 kW (609 CV) 1800 1/min,
couple 2700 Nm 1200 1/min, rservoir de carburant: 660 l (pour chssis et partie suprieure).
Bote de vitesses ZF AS-Tronic, bote automatique, embrayage automatique, 16 vitesses AV et 2 AR avec ralentisseur intgr, bote de transfert
2 rapports, rgulateur de vitesse.
Essieux Essieux 2, 4, 5 et 6: moteurs, essieux 1, 2, 3, 5 et 6: directeurs. Blocage de diffrentiel transversal: essieux 2, 4, 5 et 6,
longitudinal: essieu 4 et 5.
Suspension Suspension hydropneumatique sur tous les essieux, avec blocage hydraulique pour dplacements sur site.
Roues et pneumatiques 12 pneus 16.00 R 25 (Michelin ou Bridgestone).
Direction 12 x 10, ZF servo-commande hydraulique, du type demi-bloc, double circuit, avec bute mechanique, direction en fonction
de la vitesse. Direction indpendante des essieux AR 5 et 6.
Freinage Conforme aux normes CE. Frein continu: ralentisseur hydraulique intgr dans la transmission, frein moteur sur chappement
et soupape dtranglement.
Installation lectrique Systme 24 V.
Cabine chssis Cabine grand confort, ergonomique avec tableau de bord clair et lisible, en tle dacier, suspension lastique, peinture anti-
corrosion compose dune sous-couche charge de poudre et dune couche finale 2 composants. Largeur 3,00 m, 2 siges
confortables, sige conducteur chauffant suspension pneumatique, avec appuis-tte, accoudoirs et ceintures de scurit
3 points, volant rglable en hauteur, vitrage de scurit panoramique, lve-vitres lectriques, rtroviseurs extrieurs chauffants
et rglables lectriquement, dgivreur de pare-brise, chauffage eau chaude indpendant du moteur, lave-glace et essui-glace
lectriques, pares-soleil, radio CD, case de rangement, cabine avec climatisation.
PARTIE SUPRIEURE
Moteur Moteur diesel 6 cylindres DaimlerChrysler OM 906 LA refroidissement par eau, puissance 205 kW (279 CV) 2300 1/min,
couple 1100 Nm 1300 1/min, rservoir de carburant: rservoir supplmentaire de 50 l.
Installation hydraulique Deux pompes hydrauliques pistons axiaux et dbit variable, rgulation automatique, permettant lindpendance comme la
simultanit de quatre mouvements de la grue, pompe spare pour le mcanisme dorientation. Radiateur huile hydraulique
de srie.
Mcanisme de levage Moteur pistons axiaux et dbit variable, tambour avec rducteur plantaires intgr et frein ressorts disques multiples.
Frein hydraulique, contrleur de rotation.
Mcanisme dorientation Moteur pistons axiaux et dbit constant.
Mcanisme de relevage 1 vrin diffrentiel. Descente contrle au moyen dun soupape de freinage automatique.
Cabine tourelle Cabine grand confort avec porte coulissante, fentre de toit et large pare-brise relevable, vitrage de scurit panoramique,
sige grutier suspendu et amorti hydrauliquement avec appui-tte et accoudoirs, essuis-glace pour pare-brise et vitre de toit,
chauffage eau chaude indpendant du moteur avec interrupteur minuterie et Heizmatic pour une distribution dair chaud
bien dose, tableau de bord avec instruments et tmoins de marche tels que contrleur de rotation pour treuils I et II, contrleur
dtat de charge, indicateur de force de calage, 2 phares de travail, climatisation. La cabine tourelle est basculable hydraulique-
4
ment 18 vers larrire.
Flche principale Caisson de base et 6 lments tlescopiques, en tle dacier de construction grains fins, profil Ovodal Demag rsistant au
voilement.
Contrepoids 96,6 t dpos hydrauliquement sur le chssis.
Scurits Contrleur dtat de charge lectronique avec cran affichage graphique et cran tactile, tmoins digitaux indiquant la charge
au crochet, la charge nominale, la porte, la longueur et langle de la flche, indicateur de dfaut par code et indicateur analogi-
que du degr dutilisation en %, contrleur intgr de tlescopage, indicateur des tableaux de charges et des forces de calage
thoriques et relles. Limitation de porte certains angles dorientation, hauteurs et portes prdtermins (murs virtuels)
inclus de srie.
EQUIPEMENTS OPTIONNELS
Potence 1,65 m, 2 poulies.
Dispositif antigiratoire
Pour empcher la rotation des cbles de levage.
Equipement levages 1 poulie supplmentaire en tte de flche, capacit de levage 155 t, 14 brins. La capacit de levage maximale de la grue
lourds standard, sans quipement levages lourds, est de 134 t (6 poulies en tte de flche).
Mcanisme de levage 2 Ncessaire pour capacits de levage > 134,5 t.
Commande durgence Interface pour la commande d'urgence permettant la remonte de petites charges, transformateur optionnel, disponible avec
moteur hydraulique et pompe hydraulique, sur demande.
Feu de position Pour la flche principale et les quipements.
Poulie rabattable Poulie en tte de flche rabattable latralement, pour levages brin simple.
Roues et pneumatiques 12 pneus 14.00 R 25, 17.5 R 25 et 20.5 R 25.
Camra de recul
Rallonge de flche
hydraulique
19
DESCRIZIONE TECNICA
CARRO
Trazione / Sterzo 12 x 8 x 10.
Telaio Costruzione scatolata e saldata resistente alle torsioni realizzata in lamiera dacciaio ad alta resistenza a grana fine.
Stabilizzatori Quattro travi in lamiera dacciaio a grana fine, ad estensione idraulica orizzontale e verticale.
Motore Diesel 8 cilindri DaimlerChrysler OM 502 LA, raffreddato ad acqua. Potenza: 448 kW (609 HP) a 1800 giri/min, coppia massima:
2700 Nm a 1200 giri/min. Serbatoio carburante 660 litri (per carro e torretta).
Trasmissione Cambio automatico ZF AS-Tronic, 16 marce avanti e 2 retromarce con retarder, riduttore di distribuzione a due rapporti, cruise
control.
Assi Assi 2, 4, 5 e 6: motore. Assi 1, 2, 3, 5 e 6: sterzante. Blocco trasversale del differenziale su assi 2, 4, 5 e 6. Blocco longitudinale
su assi 4 e 5.
Sospensioni Idropneumatiche su tutti gli assi e con blocco idraulico per marcia in cantiere.
Ruote e pneumatici 12 ruote con pneumatici da 16.00 R 25 (Michelin e Bridgestone).
Sterzo 12 x 10, sterzo idraulico ZF a doppio circuito con limitazione di sterzo meccanico, sterzatura in funzione della velocit, asse 5
e 6 con funzione di sterzo indipendente degli assi.
Freni In conformit alle normative CE. Freno continuo: retarder idraulico integrato nel cambio, freno sul tubo di scappamento e valvola
di strozzatura costante.
Impianto elettrico 24 V.
Cabina di guida Cabina in lamiera dacciaio a sospensione elastica ampia ed ergonomica con quadro comandi di facile lettura, verniciatura
resistente alla corrosione, larghezza 3,00 m, due sedili confortevoli, sedile conduttore riscaldato con sospensione pneumatica,
poggiatesta e braccioli, cinture di sicurezza a tre punti, volante registrabile in altezza, vetri di sicurezza, alzacristalli elettrici,
specchietti esterni riscaldabili e regolabili elettricamente, impianto di sbrinamento parabrezza, riscaldamento ad acqua calda
dipendente dal motore, impianto tergicristalli e di lavaggio elettrico, tendine parasole, radio con lettore CD, cassetto portaoggetti,
aria condizionata.
TORRETTA
Motore Diesel a 6 cilindri DaimlerChrysler OM 906 LA, raffreddato ad acqua. Potenza: 205 kW (279 HP) a 2300 giri/min., coppia 1100 Nm
a 1300 giri/min. Serbatoio supplementare 50 l.
Sistema idraulico Due pompe a pistoni assiali a portata variabile che consentono 4 movimenti di lavoro simultanei ed indipendenti ed una pompa
separata per la rotazione. Radiatore olio idraulico standard.
Argano Motore idraulico a pistoni assiali e a portata costante, tamburo azionato mediante un riduttore a planetari con freno lamellare.
Freno idraulico, indicatore rotazione tamburo.
Rotazione Motore idraulico a pistoni assiali e a portata costante.
Sollevamento braccio 1 cilindro differenziale, discesa controllata mediante valvola di frenatura pilotata.
Cabina torretta Cabina spaziosa di nuova concezione con porta scorrevole, finestra sul tetto e grande parabrezza sollevabile, vetri di sicurezza,
sedile operatore con a sospensione pneumatica con poggiatesta e braccioli; tergicristalli per parabrezza e finestra tetto,
riscaldamento ad acqua autonomo con timer e termostato; quadro strumenti di comando e controllo dei movimenti della gru,
ad esempio indicatore rotazione argano I e II, limitatore di carico, indicatore pressione stabilizzatori, 2 fari lavoro, aria condizio-
nata. La cabina inclinabile idraulicamente di 18.
Braccio base Braccio base e 6 elementi telescopici in lamiera dacciaio a grana fine, profilo Demag ad alta resistenza.
Contrappeso 96,6 t, stivabile idraulicamente sul carro.
Dispositivi di sicurezza Limitatore di carico elettronico con display grafico e comandi touchscreen, indicatori digitali indicano il carico con il gancio,
il carico nominale, la portata, la lunghezza e langolo del braccio. Visualizzazione dei difetti per codice, indicatore analogico della
percentuale di portata impiegata, sistema di controllo integrato per sfilamento braccio, visualizzazione delle tabelle di portata e
delle portate teoriche ed effettive degli stabilizzatori. Limitazione area di lavoro di serie per angoli di rotazione, altezze e sbracci
prestabiliti (muri virtuali)
EQUIPAGGIAMENTO OPZIONALE
Runner 1,65 m, 2 carrucole.
Dispositivo antirotazione Per impedire la rotazione delle funi di sollevamento.
Equipaggiamento 1 puleggia addizionale sulla testa braccio, massima portata 155 t, 14 taglie. La massima portata della gru standard senza
pesante equipaggiamento pesante 134 t (6 pulegge sulla testa braccio).
Secondo argano Vedi scheda tecnica argano 1. Necessario per portate superiori a 134,5 t.
Comando demergenza Interfaccia per controllo demergenza per recupero piccoli carichi, trasformatore opzionale. Con motore idraulico e pompa
idraulica disponibile su richiesta.
Luce di segnalazione Per braccio e accessori.
Testina ad 1 puleggia Puleggia addizionale sulla testa braccio ripiegabile lato braccio, per operazioni con gancio a palla.
Ruote e pneumatici 12 ruote con pneumatici da 14.00 R 25, 17.5 R 25 e 20.5 R 25.
Telecamera posteriore
Prolunga braccio a volata
variabile idraulica
20
ALL TERRAIN CRANE
AC 250-1
DESCRIPCIN TCNICA
CHASIS
Direccin / Traccin 12 x 8 x 10.
Bastidor Estructura monobloque de caja de acero de grano fino de gran resistencia.
Apoyos 4 vigas telescpicas, fabricadas en acero de grano fino, con extensin hidrulica horizontal y vertical.
Motor Motor DaimlerChrysler modelo OM 502 LA de 8 cilindros, refrigerado por agua. Salida: 448 kW (609 CV) a 1800 rpm, par mximo
2700 Nm a 1200 rpm. Capacidad del tanque de combustible: 660 l.
Transmisin Caja de cambios ZF AS-Tronic con embrague automtico de 16 velocidades hacia delante y 2 hacia atrs con retardador
integrado, caja de transferencia de 2 rangos y control de crucero.
Ejes Eje 2, 4, 5 y 6 motrices. Ejes 1, 2, 3, 5 y 6 directrices. Bloqueo transversal del diferencial en ejes 2, 4, 5 y 6 y bloqueo longi-
tudinal en ejes 4 y 5.
Suspensin Suspensin hidroneumtica en todos los ejes, hidrulicamente bloqueable para desplazamientos en lugar de trabajo.
Ruedas y neumticos 12 ruedas con neumticos 16.00 R 25 (Michelin o Bridgestone).
Direccin 12 x 10, direccin ZF mecnica semibloque de doble circuito con apoyo hidrulico y limitador mecnico de direccin.
Direccin independiente en ejes traseros 5 y 6 con funcin de la velocidad.
Frenos Cumpliendo las normativas CE. Freno de accin constante, retardador hidrulico integrado en la caja de cambios. Freno por
gases de escape y vlvula de descompresin constante.
Equipo elctrico Sistema de 24 V.
Cabina del conductor Cabina ergonmica y confortable de acero, montada en goma, con revestimiento anti-corrosin y cristal de seguridad, de 3 m
de ancho, con instrumentacin cojpleta; 2 asientos cmodos con suspensin neumtica y calefaccin en el del conductor, con
reposacabezas y apoyabrazos y cinturones de seguridad de 3 puntos; volante ajustable en altura, elevalunas elctricos, espejos
calefactados con ajusto elctrico; cristales antivaho, calefaccin dependiente del motor; limpiaparabrisas elctricos; video CD,
guantera y aire acondicionado.
SUPERESTRUCTURA
Motor Motor DaimlerChrysler modelo OM 906 LA de 6 cilindros, refrigerado por agua. Salida: 205 kW (279 CV) a 2300 rpm, par mximo
1100 Nm a 1300 rpm. Capacidad del tanque adicional de 50 l.
Sistema hidrulico Dos bombas de pistones axiales y desplazamiento variable con control automtico para realizar 4 movimientos simultneos de
forma independiente. Bomba independiente para el giro. Enfriador hidrulico estndar.
Cabrestante Motor de pistones axiales de desplazamiento variable, tambor del cabrestante con reduccin planetaria y freno por muelles
multidisco. Freno hidrulico, indicador de giro del tambor.
Unidad de giro Motor de pistones axiales y caudal fijo.
Elevacin de pluma 1 cilindro diferencial con vlvula de freno de descenso automtica.
Cabina de la gra Cabina de la gra panormica y confortable con puerta corredera, ventana en techo y cristales de seguridad, asiento del
conductor con reposacabezas, con limpiaparabrisas y para el fronta y el techo, calefaccin independiente con termostato y
Pluma principal
temporizador, salpicadero con indicadores completos y contros de la gra, como por ejemplo indicador de giro del tambor de
los cabrestantes I y II, limitador de carga e indicador de carga sobre estabilizadores, 2 luces de trabajo y, aire acondicionado.
La cabina de la gra puede abatirse 18 hacia atrs.
Pluma base con 6 secciones telescpicas fabricadas en acero de grano fino, sistema Demag Ovaloid antideflagracin.
4
Contrapeso Contrapeso de 96,6 t con autoinstalacin hidrulica desde el chasis.
Dispositivos de Indicador de seguridad de carga electrnico con resolucin grfica y pantalla tctil, lectura digital para carga del gancho, ratios
seguridad de carga, ngulo y longitud de pluma, radios, de trabajo, cdigos de monitorizacin para resolucin de fallos y visualizacin
analgica del porcentaje de capacidad utilizada; sistemas de control integrados para el telescopaje de la pluma; pantalla con
visualizacin de las tablas de carga y de la carga sobre apoyos terica y real: Limitaciones al rea de trabajo segn ngulos
(sectores) alturas y radios predefinidos (paredes virtuales) de serie.
EQUIPAMIENTO OPCIONAL
Runner Runner de 1,65 m, 2 poleas.
Dispositivo antigiratorio Para prevenir el giro de los cables del cabrestante.
del cable
Equipo de cargas 1 polea adicional en cabeza de pluma para capacidad mxima de 155 t, 14 reenvos. La capacidad de carga mxima de la gra
pesadas standard sin equipo de cargas pesadas es de 134 t (6 poleas en cabeza principal).
2 cabrestante Ver datos tcnicos del cabrestante principal es necesario para capacidades de carga superiores a 134,5 t.
Control de emergencia Control intangible de emergencia para rescatar pequeas cargas, con centralita hidrulica opcional dotada de motor hidrulico
y bomba hidrulica, disponible bajo pedido.
Luz de emergencia Para pluma y plumines.
Polea adicional en Polea en cabeza de pluma plegable lateralmente para operaciones con tiro directo (2 cabrestante).
cabeza de pluma
Ruedas y neumticos 12 ruedas con neumticos opcionales de 14.00 R 25, 17.5 R 25 20.5 R 25.
Cmara para visualizar
la marcha atrs
Extensin de pluma
principal abatible hidraulicamente
21
NOTES TO LIFTING CAPACITY ANMERKUNGEN ZU DEN TRAGFHIGKEITEN
CONDITIONS DUTILISATION ANNOTAZIONI SULLE PORTATE
CONDICIONES DE UTILIZACIN
Ratings are in compliance with ISO 4305 and DIN 15019.2 (test load = 1.25 x suspended load + 0.1 x dead weight of boom head).
Weight of hook blocks and slings is part of the load, and is to be deducted from the capacity ratings.
Crane operation with main boom is permissible up to a
wind pressure of: 60 N/m 2
wind speed of: 9.8 m/s
Consult operation manual for further details.
Note: Data published herein is intended as a guide only and shall not be construed to warrant applicability for lifting purposes.
Crane operation is subject to the computer charts and operation manual both supplied with the crane.
Tragfhigkeiten entsprechen ISO 4305 und DIN 15019.2 (Prflast = 1,25 x Hublast + 0,1 x Kopfgewicht).
Das Gewicht der Unterflaschen, sowie die Lastaufnahmemittel, sind Bestandteile der Last und sind von den Tragfhigkeitsangaben abzuziehen.
Kranbetrieb mit Hauptausleger zulssig bis
Staudruck: 60 N/m 2
Windgeschwindigkeit: 9,8 m/s
Weitere Angaben in der Bedienungsanleitung des Kranes.
Anmerkung: Die Daten dieser Broschre dienen nur zur allgemeinen Information; fr ihre Richtigkeit bernehmen wir keine Haftung.
Der Betrieb des Kranes ist nur mit den Original-Tragfhigkeitstabellen und mit der Bedienungsanleitung zulssig, die mit dem Kran mitgeliefert
werden.
Le tableau de charges est conforme la norme ISO 4305 et DIN 15019.2 (charge dessai = 1,25 x charge suspendue + 0,1 x poids de la tte de
flche).
Les poids du crochet-moufle et de tous les accessoires dlingage font partie de la charge et sont dduire des charges indiques.
La grue peut travailler avec flche principale jusqu une
pression du vent de : 60 N/m 2
vitesse du vent de : 9,8 m/s
Pour plus de dtails consulter la notice dutilisation de la grue.
Nota: Les renseignements ci-inclus sont donns titre indicatif et ne reprsentent aucune garantie dutilisation pour les oprations de levage.
La mise en service de la grue nest autorise qu condition que les tableaux de charges ainsi que le manuel de service, tels que fournis avec
la grue, soient observs.
Le portate sono conformi alla norma ISO 4305 e alla norma DIN 15019.2 (prova di carico = 12,5 x carico di sollevamento + 0,1 del peso del braccio).
Il peso del bozzello e delle funi dattacco fanno parte del carico e sono quindi da detrarre dai valori di tabella.
La gru pu lavorare sino ad una
pressione vento di: 60 N/m 2
velocit vento di: 9,8 m/s
Per ulteriori dettagli sulla velocit vento, consultare il manuale di istruzione della gru.
Nota: I dati riportati su tale prospetto sono solo a titolo indicativo e pertanto non impegnativi. Limpiego della gru ammesso solo rispettando
le tabelle originali ed il manuale di uso fornito assieme alla gru.
Las capacidades de carga estn sujetas a las normas ISO 4305 y DIN 15019.2 (Pruebas de carga = 1,25 x la carga suspendida + 0,1 x el peso
muerto de cabeza de pluma).
El peso de los ganchos y eslingas son parte de la carga y sern deducidos de las capacidades brutas.
La operacin de la gra con pluma principal es permisible hasta una
Presin del viento de: 60 N/m 2
Velocidad del viento de: 9,8 m/s
Consultar los manuales de operacin para ampliar informacin.
Observacin: Los datos publicados son solamente orientativos y no se deben interpretar como garanta de aplicacin para determinadas
operaciones de elevacin. La manipulacin de la gra est sujeta a las cargas programadas en el ordenador y al manual de operaciones ambos
suministrados con la gra.
22
ALL TERRAIN CRANE
AC 250-1
KEY ZEICHENERKLRUNG LGENDE LEGGENDA LEYENDA
23
NOTES NOTIZEN NOTES NOTA NOTAS
24
ALL TERRAIN CRANE
AC 250-1
NOTES NOTIZEN NOTES NOTA NOTAS
25
ALL TERRAIN CRANE
AC 250-1
The information contained Die Informationen in dieser Les informations figurant Le informazioni del presen- Las informaciones del pre-
in this brochure / product Broschre / diesem Pro- dans la prsente brochure/ te prospetto / catalogo dei sente folleto / catlogo con-
catalogue merely consists duktkatalog enthalten ledig- le prsent catalogue de pro- prodotti sono descrizioni o tienen slo descripciones y
of general descriptions and lich allgemeine Beschrei- duit sont de simples des- caratteristiche prestazionali caractersticas de presta-
a broad compilation of per- bungen bzw. Leistungs- criptions ou des caract- di carattere generale, le ciones generales que, en un
formance features which merkmale, die im konkre- ristiques de performances quali, in casi applicativi caso de aplicacin concre-
might not apply precisely ten Anwendungsfall nicht gnrales qui ne correspon- concreti, non corrispondono to, no siempre correspond-
as described under specific immer in der beschriebenen dent pas toujours la forme sempre alla forma descritta ern a la forma descrita o
application conditions or Form zutreffen bzw. die sich dcrite dans le cas dappli- o differiscono in seguito que pueden variar debido
which may change as a durch Weiterentwicklung cations spcifiques con- ad ulteriori sviluppi del pro- a la evolucin de los pro-
result of further product der Produkte ndern kn- crtes ou qui peuvent varier dotto. ductos.
development. nen. en fonction des perfection- Le caratteristiche prestazio- Las caractersticas de pres-
The desired performance Die gewnschten Lei- nements apports aux pro- nali desiderate sono impe- taciones deseadas se con-
features only become bin- stungsmerkmale sind nur duits. gnative solo se vengono sideran de obligado cumpli-
ding once expressly agreed dann verbindlich, wenn sie Seules les caractristiques esplicitamente accordate miento slo si se acuerdan
in the final contract. bei Vertragsabschluss aus- de performances express- alla stipula del contratto. de forma expresa al efec-
drcklich vereinbart werden. ment convenues la signa- tuar la firma del contrato.
ture du contrat engagent
notre socit.
Subject to change nderungen Sous rserve de modifi- Ci riserviamo modifiche Sujeta a cambios sin
without notice! vorbehalten! cation! senza preavviso! notificacin previa!
01 / 05
PROFILE OF PRODUCT
AC 250-1
General Data 2
1 Carrier 3
2 Superstructure 7
General Data
Max. lifting capacity a) 250t at 3m radius (with special equipment)
b) 155t at 3m radius (with 1 additional sheave)
Max. load moment 856mt
Max. main boom length 80m - telescoping with partial load possible
Main boom extension With hydraulic offset
Total length: 36m
Foldaway extension: 10m / 20m
Inserts: 2 x 8m
Max. system length 114m
Travel speed Max. 85km/h with 16.00 R 25 tyres
Gradeability Max. 44% on-road
67% off-road
Weight in travel order Max. 72t with single line hook
Axle loads 6 x 12t
Technically roadable
14.5t axle load 3-sheave hook block, 6.5t counterweight, 20m
extension, hoist 2
16t axle load 3-sheave hook block, 15t counterweight, 20m
extension, hoist 2
Drive 12 x 8
Steering 12 x 10
Total length 16.84m
Carrier length 14.97m
Carrier width 3.0m
Overall height in travel order 4.0m
Safety devices Standard
Length: 14.97m
Width: 3.0m
1.1 Steel structure
1.1.1 Frame Demag-built torsion resistant monobox main frame with
outrigger boxes integral on front and rear, fabricated from
high-strength fine grain structural steel
1.1.2 Outriggers 4 hydraulically telescoping outrigger beams with fully
hydraulic jack legs, controlled on each side of the chassis,
monitored by electronic bubble levelling indicator.
Outrigger loading indicator on carrier and in upper cab.
Mechanical safe-locking for outrigger beams in both
retracted and extended positions.
Small base:
longitudinal: 8.68m
transverse: 5.54m
1.4.1 Service brake Dual-line air-operated brake system acting on all wheels.
1.4.3 Sustained action brake Hydraulic retarder integrated in gearbox. Exhaust brake
and constant choke valve.
1.10.4 Self-contained heater With programmable timer, used for engine preheating.
1.10.5 Central lubrication Centralized lubrication system for all major lubrication
points on carrier.
1.10.6 Special equipment to meet
particular environment conditions
(on request)
a) Ambient temperatures up to 45C.
b) Atmospheric humidity up to 95%.
c) Altitudes up to 2,000m above sea level.
d) Ambient temperatures down to minus 40 C.
1.10.7 Reversing camera To improve reverse view
(on request)
1.10.8 Quick-disconnect Quick-connect fittings on front and rear outrigger beams.
outrigger beams
1.10.9 Tool box On rear, incompatible with mounted spare wheel.
Exceeds 12t axle load.
1.10.10 Wooden box On rear, incompatible with mounted spare wheel.
Exceeds 12t axle load.
1.10.11 Navigation system Radio navigation system.
2 Superstructure
2.1 Steel structure
2.1.1 Frame Demag built torsion-resistant welded structure of high-
strength fine grain structural steel.
2.1.2 Panelling Sectional aluminium side panels, removable for service
accessibility.
2.2 Slew ring Triple-row roller bearing slew ring with external ring gear for
ease of service and maintenance.
2.3 Crane drive
2.3.1 Engine DaimlerChrysler OM 906 LA
Emission: EUROMOT 2, EPA 2 / CARB
Output: 205kW at 2,2001/min
Max. torque: 1,100Nm at 1,200 1/min
Cylinders: 6
Cooling: water-cooled
Fuel tank: 500l at carrier
50l cache tank at superstructure
Exhaust unit: Stainless steel
Spark catcher: Stainless steel.
2.3.2 Hydraulic system 3 variable displacement axial piston pumps and 1 separate
pump for slewing unit (for 4 simultaneous crane
movements).
Oil cooler.
Reservoir capacity: 1,050l.
2.3.3 Hoist I Variable displacement axial piston motor.
Hoist drum with integral planetary reduction, brake.
Hoist rope resolver.
Rope diameter : 23mm
Rope length: 380m
max. perm. line pull: 115kN
max. line speed: 130m/min.
2.3.4 Slewing unit Axial constant motor with planetary reduction.
Foot-operated slew brake.
Holding break: spring-applied multi-disk brake
Slewing speed infinitely variable 0 - 1.0 1/min.
2.3.5 Derricking 1 differential cylinder with pilot-controlled lowering
Elevation angle: -1.8 to + 82
Derricking time: 55s.
2.3.6 Crane control Demag IC-1.
Pilot controlled crane operation by self-centering control
levers, armrest-mounted on each side of the operators
seat to promote ease of operation. The working speed is
infinitely variable controlled by both the engine speed and
the lever position.
2.13.2 Preparation for Dolly Free swing, free float, incl. hookups on carrier for air,
electrics, hydraulics, no trailer hitch
2.13.3 Hoist II Hoist II avoids re-reeving the hoist line when using the
folding jib. Powered by fixed displacement axial piston
hydraulic motor, hoist drum with integrated planetary
reducer and spring-applied hydraulic multi-disc brake.
Drum rotation indicator.
Rope diameter: 23mm
Rope length: 380m
max. line pull: 115kN
max. line speed: 130m/min
Installed by the crane itself.
2.13.4 Gas heater Trumatic gas heater
3.10 Hook blocks with All with fold-away rope guard for ease of rope reeving,
safety hooks integrated handles, and hooks with safety latches.
Type 200 (195.9t) ** 9-sheave with ramshorn hook, max. 18 lines
Weight 2,000kg
Type 160 (155.4t) * 7-sheave with ramshorn hook, max. 14 lines
Weight 1,700kg
Type 125 (123.9t) 5-sheave with ramshorn hook, max.11 lines
Weight 1,200kg
Type 80 (80.4t) 3-sheave with ramshorn hook, max. 7 lines
Weight 1,050kg
Type 40 (35.2t) 1-sheave with single hook, max. 3 lines
Weight 1,050kg
Type 12.5 (12.8t) Single line hook, 1 line
Weight 500kg
* with 1 additional sheaves on boom head
** with heavy-lift attachment (for special loads, on request)
1/304
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
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WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
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WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
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WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
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WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
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Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
100 UW, Rahmen links kpl. (Verkleidung), Quertrger vorne kpl. carrier, frame left complete (covering), crossframe front complete
101 UW, Rahmen vorne rechts (Verkleidung), Quertrger vorne rechts carrier, frame front right (covering), crossframe front right
102 UW, Rahmen vorne links (verkleidung), Quertrger vorne links carrier, frame front left (covering), crossframe front left
103 UW, Rahmen Mitte kpl. (Topf, Mittelstck) carrier, frame middle complete (centre cone, centre piece)
104 UW, Rahmen Mitte rechts (Topf, Mittelstck) carrier, frame middle right (centre cone, centre piece)
105 UW, Rahmen Mitte links (Topf, Mittelstck) carrier, frame middle left (centre cone, centre piece)
106 UW, Rahmen rechts kpl. (Verkleidung), Quertrger hinten kpl. carrier, frame right complete (covering), crossframe rear complete
107 UW, Rahmen hinten rechts (Verkleidung), Quertrger hinten rechts carrier, frame rear right (covering), crossframe rear right
108 UW, Rahmen hinten links (Verkleidung), Quertrger hinten links carrier, frame rear left (covering), crossframe rear left
109
110 Unterwagen, Kabine allgemein carrier, cabin, general
111 UW, Kabine vorne rechts carrier, cabin front right
112 UW, Kabine vorne links carrier, cabin front left
113 UW, Kabine hinten rechts carrier, cabin rear right
114 UW, Kabine hinten links carrier, cabin rear left
115
116 Unterwagen, Kabine, Frontkonsole allgemein carrier, cabin, front console, general
117 UW, Kabine, Frontkonsole rechts carrier, cabin, front console right
118 UW, Kabine, Frontkonsole Mitte carrier, cabin, front console middle
119 UW, Kabine, Frontkonsole links carrier, cabin, front console left
120 UW, Kabine, Seitenkonsole kpl. carrier, cabin, side console complete
121 UW, Kabine, Rckwandkonsole kpl. carrier, cabin, rear console complete
122 UW, Kabine, Dachkonsole kpl. carrier, cabin, roof console complete
123
124 UW, Kabine, Fahrersitz kpl. carrier, cabin, operaters seat complete
125 UW, Kabine, Fahrersitz rechts carrier, cabin, operaters seat right
126 UW, Kabine, Fahrersitz links carrier, cabin, operaters seat left
127
128 UW, Kabine Verteilerkasten carrier, cabin terminal box
129 UW, Kabinentrger carrier, cabin frame
130 UW, Kabine, Zentralelektrik carrier, cabin, central electric
131
1 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
132 UW, Kraftstofftank carrier, fuel tank
133 UW, Hydrauliktank carrier, hydraulic oil tank
134
135 UW, Antriebseinheit kpl. carrier, drive unit complete
136 UW, Hydrauliktrger carrier, hydraulic frame
137
138 UW, Steuerblock P1 (1.1) carrier, control block P1 (1.1)
139 UW, Steuerblock P1.2 carrier, control block P1.2
140 UW, Steuerblock P2 (2.1) carrier, control block P2 (2.1)
141 UW, Steuerblock P2.2 carrier, control block P2.2
142 UW, Steuerblock P3 (3.1) carrier, control block P3 (3.1)
143 UW, Steuerblock P3.2 carrier, control block P3.2
144
145 UW, Verteilerkasten vorne carrier, terminal box front
146 UW, Verteilerkasten Mitte carrier, terminal box middle
147 UW, Verteilerkasten hinten carrier, terminal box rear
148
149
150 UW, Absttzung vorne allgemein carrier, outrigger front, general
151 UW, Absttzung vorne rechts carrier, outrigger front right
152 UW, Absttzung vorne links carrier, outrigger front left
153
154 UW, Absttzung Mitte kpl. (Sttzrad) carrier, outrigger middle complete (supporting wheel)
155 UW, Absttzung Mitte rechts (Sttzrad) carrier, outrigger middle right (supporting wheel)
156 UW, Absttzung Mitte links (Sttzrad) carrier, outrigger middle left (supporting wheel)
157
158 UW, Absttzung hinten kpl. carrier, outrigger rear complete
159 UW, Absttzung hinten rechts carrier, outrigger rear right
160 UW, Absttzung hinten links carrier, outrigger rear left
161 UW, Absttzung hinten Mitte carrier, outrigger rear middle
162
163
2 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
164
165 UW, Bedienpult Absttzung vorne carrier, operating console outrigger front
166 UW, Bedienkonsole Absttzung mitte carrier, operating console outrigger middle
167 UW, Bedienkonsole Absttzung hinten carrier, operating console outrigger rear
168 UW, Bedienpult Zusatzabsttzung (extern) carrier, operating console aux. outrigger (external)
169
170 Unterwagen, Achsen allgemein carrier, axles, general
171 UW, Achse 1 carrier, axle 1
172 UW, Achse 2 carrier, axle 2
173 UW, Achse 3 carrier, axle 3
174 UW, Achse 4 carrier, axle 4
175 UW, Achse 5 carrier, axle 5
176 UW, Achse 6 carrier, axle 6
177 UW, Achse 7 carrier, axle 7
178 UW, Achse 8 carrier, axle 8
179 UW, Achse 9 carrier, axle 9
180 UW, Nachlufer kpl. carrier, dolly complete
181 UW, Nachlufer Anbauteile am Kran carrier, dolly, assembly parts on crane
182
183
184
185 Raupentraeger Links crawler frame left
186 Raupentraeger Rechts crawler frame right
187
188 carrier, wiring assembly ABS
189 carrier, wiring assembly outriggers
190 carrier, wiring assembly left front
191 carrier, wiring assembly left rear
192 carrier, wiring assembly motor
193 carrier, wiring assembly gearbox
194 carrier, wiring assembly slipring
195 carrier, wiring assembly suspension
3 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
196 carrier, wiring assembly right rear
197 carrier, wiring assembly right front
198 carrier, wiring assembly front
199 carrier, wiring assembly steering
4 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
200 Oberwagen, Rahmen links allgemein superstructure, frame left, general
201 OW, Rahmen vorne links superstructure, frame front left
202 OW, Rahmen vorne rechts superstructure, frame front right
203 OW, Rahmen Mitte kpl. superstructure, frame middle complete
204 OW, Rahmen Mitte links superstructure, frame middle left
205 OW, Rahmen Mitte rechts superstructure, frame middle right
206 OW, Rahmen rechts kpl. superstructure, frame right complete
207 OW, Rahmen hinten links superstructure, frame rear left
208 OW, Rahmen hinten rechts superstructure, frame rear right
209
210 Oberwagen, Kabine allgemein superstructure, cabin, general
211 OW, Kabine vorne links superstructure, cabin front left
212 OW, Kabine vorne rechts superstructure, cabin front right
213 OW, Kabine hinten links superstructure, cabin rear left
214 OW, Kabine hinten rechts superstructure, cabin rear right
215
216 Oberwagen, Kabine, Frontkonsole allgemein superstructure, cabin, front console, general
217 OW, Kabine, Frontkonsole links superstructure, cabin, front console left
218 OW, Kabine, Frontkonsole Mitte superstructure, cabin, front console middle
219 OW, Kabine, Frontkonsole rechts superstructure, cabin, front console right
220 OW, Kabine, Seitenkonsole kpl. superstructure, cabin, side console complete
221 OW, Kabine, Rckwandkonsole kpl. superstructure, cabin, rear console complete
222 OW, Kabine, Dachkonsole kpl. superstructure, cabin, roof console complete
223
224 OW, Kabine, Fahrersitz kpl. superstructure, cabin, operaters seat complete
225 OW, Kabine, Fahrersitz links superstructure, cabin, operaters seat left
226 OW, Kabine, Fahrersitz rechts superstructure, cabin, operaters seat right
227 OW, Kabine, Fukonsole kpl. superstructure, cabin, feet console complete
228 OW, Kabine, Verteilerkasten superstructure, cabin, terminal box
229 OW, Kabinentrger superstructure, cabin frame
230
231
5 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
232 OW, Kraftstofftank superstructure, fuel tank
233 OW, Hydrauliktank superstructure, hydraulic oil tank
234
235 OW, Antriebseinheit kpl. superstructure, drive unit complete
236 OW, Hydrauliktrger superstructure, hydraulic frame
237
238 OW, Steuerblock P1 (1.1) superstructure, control block P1 (1.1)
239 OW, Steuerblock P1.2 superstructure, control block P1.2
240 OW, Steuerblock P2 (2.1) superstructure, control block P2 (2.1)
241 OW, Steuerblock P2.2 superstructure, control block P2.2
242 OW, Steuerblock P3 (3.1) superstructure, control block P3 (3.1)
243 OW, Steuerblock P3.2 superstructure, control block P3.2
244
245 OW, Verteilerkasten vorne superstructure, terminal box front
246 OW, Verteilerkasten Mitte superstructure, terminal box middle
247 OW, Verteilerkasten hinten superstructure, terminal box rear
248
249
250 OW, Winde Hubwerk 1 superstructure, winch hoist 1
251
252
253
254
255 OW, Winde Hubwerk 2 superstructure, winch hoist 2
256
257
258
259
260 OW, Winde Hubwerk 3 superstructure, winch hoist 3
261
262
263
6 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
264
265 OW, Winde WW superstructure, luffing winch
266
267
268
269
270 OW, Winde Einziehwerk superstructure, main boom derricking winch
271
272
273
274
275 OW, Hilfswinde superstructure, reeving winch
276
277
278
279
280 OW, Wippzylinder (nur bei Telekran) superstructure, luffing cylinder (with telescopic cranes only)
281
282
283
284
285 OW, Gegengewicht superstructure, counterweight
286
287
288
289
290 OW, A-Bock / Sttzbock kpl. superstructure, A-frame / supporting frame complete
291 OW, A-Bock / Sttzbock Fu superstructure, A-frame / supporting frame foot
292 OW, A-Bock / Sttzbock Rollensatz superstructure, A-frame / supporting frame set of sheaves
293 OW, A-Bock / Sttzbock Podest links superstructure, A-frame / supporting frame Podest left
294 OW, A-Bock / Sttzbock Podest rechts superstructure, A-frame / supporting frame Podest right
295 OW, HA-Sttzzylinder links superstructure, main boom back-stop left
7 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
296 OW, HA-Sttzzylinder rechts superstructure, main boom back-stop right
297 OW, Mast-Sttzzylinder links superstructure, SL-mast back-stop left
298 OW, Mast-Sttzzylinder rechts superstructure, SL-mast back-stop right
299
300 Hauptausleger kpl. main boom complete
301 HA-Fu main boom foot section
302 HA-Sttzzylinder links main boom back-stops left
303 HA-Sttzzylinder rechts main boom back-stops right
304
305 Winde Hubwerk 3 winch hoist 3
306
307 Winde Wippwerk 1 winch luffing gear 1
308
309
310 Teleskop 1 (SVE) tele section 1 (SVE)
311
312
313 Teleskop 2 tele section 2
314
315
316 Teleskop 3 tele section 3
317
318
319 Teleskop 4 tele section 4
320
321
322 Teleskop 5 tele section 5
323
324
325 Teleskop 6 tele section 6
326
327
8 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
328 Reduzierstck
329
330 Anschlukopf HI/Adapterkopf HI connecting head fly jib/adapter head fly jib
331 Rollensatz 1 AK set of sheaves 1 connecting head
332 Rollensatz 2 AK set of sheaves 2 connecting head
333
334
335 obere Wippsttze upper luffing mast
336 untere Wippsttze lower luffing mast
337
338
339
340 HA-Verlngerung kpl. main boom extension complete
341 HA-Verlngerung Fustck main boom extension footstck
342 HA-Verlngerung Kopf main boom extension head
343
344
345
346
347
348
349
350 starrer Hilfsausleger kpl. fixed fly jib complete
351 LF-Fu (Grundsektion bei Tele) LF-foot (basic section with telecranes)
352
353
354
355 LF-Kopf (Spitze nur bei Tele) LF-head (top section with telecranes)
356
357
358 frei nc
359 frei nc
9 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
360 wippbarer Hilfsausleger kpl. luffing fly jib complete
361 HI-Fu fly jib-foot
362 Adapter HA-Kopf zu HI (Telekrane) adapter boomhead to fly jib (telecranes)
363
364
365 HI-Spitze (Spitze HA/HI) fly jib-top section (top section main boom/fly jib)
366 Rollensatz 1 Spitze set of sheaves 1 top section
367 Rollensatz 2 Spitze set of sheaves 2 top section
368
369
370 Runner kpl. runner complete
371 Runner -Fu runner -foot
372
373
374
375 Runner Spitze runner top section
376
377
378
379
380 SL-Mast kpl. SL-mast complete
381 Mast-Fu mast foot section
382 Mast-Sttzzylinder SL-mast back-stop
383
384
385 Winde Wippwerk 2 winch luffing gear 2
386
387
388
389
390 Mastspitze SL-mast top
391
10 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
392
393
394
395
396
397
398
399
400 SL-Traverse allgemein cwc, tray, general
401
402
403
404
405 SL-Traverse, Verteilerkasten cwc, tray, terminal box
406
407
408
409
410 SLGW, Gegengewichtswagen allgemein cwc, counterweight carrier, general
411 SLGW, Verbindungsrahmen OW-SL, kpl. cwc, connecting frame from superstructure-SL, complete
412
413
414 SLGW, Verteilerkasten Verbindungsrahmen cwc, terminal box connecting frame
415
416
417
418
419
420 SLGW 1 allgemein cwc 1, general
421 SLGW 1, Rahmen cwc 1, frame
422 SLGW 1, Drehschemel 1 cwc 1, swivelling bolster 1
423 SLGW 1, Drehschemel 2 cwc 1, swivelling bolster 2
11 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
424 SLGW 1, Verteilerkasten cwc 1, terminal box
425 SLGW 1, Absttzung vorne kpl. cwc 1, outrigger front complete
426 SLGW 1, Absttzung vorne links cwc 1, outrigger front left
427 SLGW 1, Absttzung vorne rechts cwc 1, outrigger front right
428 SLGW 1, Absttzung hinten kpl. cwc 1, outrigger rear complete
429 SLGW 1, Absttzung hinten links cwc 1, outrigger rear left
430 SLGW 1, Absttzung hinten rechts cwc 1, outrigger rear right
431
432 SLGW 1, Kraftstofftank cwc 1, fuel tank
433 SLGW 1, Hydrauliktank cwc 1, hydraulic oil tank
434
435 SLGW 1, Antriebseinheit kpl. cwc 1, drive unit complete
436 SLGW 1, Hydrauliktrger cwc 1, hydraulic frame
437
438 SLGW 1, Steuerblock cwc 1, control block
439
440 SLGW 1, Verbindungsrahmen cwc 1, connecting frame
441
442
443
444
445 SLGW 2 kpl. cwc 2 complete
446 SLGW 2, Rahmen cwc 2, frame
447 SLGW 2, Drehschemel 1 cwc 2, swivelling bolster 1
448 SLGW 2, Drehschemel 2 cwc 2, swivelling bolster 2
449 SLGW 2, Verteilerkasten cwc 2, terminal box
450 SLGW 2, Absttzung vorne kpl. cwc 2, outrigger front complete
451 SLGW 2, Absttzung vorne links cwc 2, outrigger front left
452 SLGW 2, Absttzung vorne rechts cwc 2, outrigger front right
453
454
455 SLGW 2, Absttzung Mitte kpl. cwc 2, outrigger middle complete
12 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
456 SLGW 2, Absttzung Mitte links cwc 2, outrigger middle left
457 SLGW 2, Absttzung Mitte rechts cwc 2, outrigger middle right
458
459
460 SLGW 2, Absttzung hinten kpl. cwc 2, outrigger rear complete
461 SLGW 2, Absttzung hinten links cwc 2, outrigger rear left
462 SLGW 2, Absttzung hinten rechts cwc 2, outrigger rear right
463 SLGW 2, Absttzung hinten Mitte cwc 2, outrigger rear middle
464
465
466
467
468
469
470 Windenrahmen SL-Verstellung winch frame sl-adjustment
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
13 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
488
489
490
491
492
493
494
495
496
497
498
499
500 Notaggregat emergency power pack
501
502
503
504
505 Notsteuerung OW, Verteilerkasten emergency control superstructure, terminal box
506 Notsteuerung OW, Bedienpanel emergency control superstructure, operating panel
507
508
509
510 Jackup-System vorne kpl. Jackup-system front complete
511 Jackup-System Absttzung vorne links Jackup-system outrigger front left
512 Jackup-System Absttzung vorne rechts Jackup-system outrigger front right
513 frei nc
514 frei nc
515
516
517
518
519
14 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
520 Jackup-System hinten kpl. Jackup-system rear complete
521 Jackup-System Absttzung hinten links Jackup-system outrigger rear left
522 Jackup-System Absttzung hinten rechts Jackup-system outrigger rear right
523 frei nc
524 frei nc
525
526
527
528
529
530 Spreader spreader
531
532
533
534
535
536
537
538
539
540 Greifer clamshell
541
542
543
544
545
546
547
548
549
550 Flugsicherungsbeleuchtung air traffic warning light
551
15 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
552
553
554
555
556
557
558
559
560 Windmessanlage anemometer
561
562
563
564
565
566
567
568
569
570 Funkanlage f. Montageeinrichtungen radio for remote control for assembly
571
572
573
574
575
576
577
578
579
580
581
582
583
16 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
584
585
586
587
588
589
590
591
592
593
594
595
596
597
598
599
600 Container allgemein container, general
601 Container vorne kpl. container front complete
602 Container vorne links container front left
603 Container vorne rechts container front right
604 Container Mitte kpl. container middle complete
605 Container Mitte links container middle left
606 Container Mitte rechts container middle right
607 Container hinten kpl. container rear complete
608 Container hinten links container rear left
609 Container hinten rechts container rear right
610 Container, Maschinenraum vorne container, engine room front
611 Container, Hydrauliktank Maschinenraum vorne container, hydraulic oil tank engine room front
612 Container, Hydrauliktrger vorne container, hydraulic frame front
613
614
615 Container, Verteilerkasten Maschinenraum vorne container, terminal box engine room front
17 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
616
617
618
619
620
621 Container, Steuerblock P1 (1.1) container, control block P1 (1.1)
622 Container, Steuerblock P1.2 container, control block P1.2
623 Container, Steuerblock P2 (2.1) container, control block P2 (2.1)
624 Container, Steuerblock P2.2 container, control block P2.2
625 Container, Steuerblock P3.1 container, control block P3.1
626 Container, Steuerblock P3.2 container, control block P3.2
627
628
629
630 Container, Maschinenraum hinten container, engine room rear
631 Container, Kraftstofftank container, fuel tank
632 Container, Hydrauliktrger Maschinenraum hinten container, hydraulic frame engine room rear
633
634
635 Container, Verteilerkasten Maschinenraum hinten container, terminal box engine room rear
636
637
638
639
640
641 Container, Antriebseinheit 1 kpl. container, drive unit 1 complete
642 Container, Antriebseinheit 2 kpl. container, drive unit 2 complete
643
644
645 Schaltkasten 208VAC (400VAC)-Anlage terminal box 208VAC (400VAC)
646
647 Zusatzverteilerkasten 1; 208VAC (400VAC) auxiliary terminal box 1, 208VAC (400VAC)
18 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
648
649
650 Zusatzverteilerkasten 2; 208VAC (400VAC) auxiliary terminal box 2, 208VAC (400VAC)
651
652
653
654
655
656
657
658
659
660
661
662
663
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
19 / 20
WN Tabelle BMK-Kennzeichnung (aktuell).xls BMK 13.01.2005
Ortskennzeichnung 09:55
Nr. Hauptgruppe, Einbauort / Lage allgemein main group, location / location, general
680
681
682
683
684
685
686
687
688
689
690
691
692
693
694
695
696
697
698
699
20 / 20
Technische Schulung AC 250-1
1- Tank- System
float valve
fuel tank fuel level gauge
superstructure
50l
engine
superstructure
Diesel Electric
carrier
1 0 0.057 m
1 45 4.84 m
1 90 9.64 m
1 100 11.04 m
2 0 0.34 m
2 45 5.12 m
2 90 9.92 m
2 100 11.28 m
3 0 0.54 m
3 45 5.32 m
3 90 10.12 m
3 100 11.44 m
4 0 0.73 m
4 45 5.52 m
4 90 10.31 m
4 100 11.66 m
5 0 0.93 m
5 45 5.71 m
5 90 10.51 m
5 100 11.85 m
6 0 1.12 m
6 45 5.9 m
6 90 10.7 m
6 100 11.86 m
Technische Schulung AC 250-1 Teleskopiersystem
Technical Training Telescoping system
pinned / unlocked
locked / pinned
locked / unpinned
1
Technische Schulung AC 250-1 Teleskopiersystem
Technical Training Telescoping system
1
Technical Training AC 250-1
Electrical and hydraulic processes Telescoping system
Based on an example ( of 6x 0% to 1x 45% Tele6, Tele1- Tele5 0% ) all processes which are carried out electrically and
hydraulically are to be shown in table form.
valves:
brake
HW1 & 2
Tele
PRV + valves:
supply LPD /
supply m.b.e. /
Superstructure lock /
tild cabin
right
Seite 1 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
Pump 1
Pump 2
Pump 3 (pilot
pressure)
Pump 4
(slew)
Pump 5
(circuit 3)
Seite 2 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
testpoint
Adjustment block 3
Testpoint
Stelldruck
PRV 350bar
Stand-by Druck/LS-Regler
5.1 Adjustment Pump 5 over main boom up against block (over circuit 3) to 350bar
5.2 Delta p over Block 3: 24bar.
Stand-by pressure Pump 5 appr. 27bar.
Main boom up with 1000 min-1.
Seite 3 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
6. Adjustment Block 1
ber Block 1 knnen die Bewegungen HW1 heben und senken, WW heben und senken
Kreis1) sowie Tele aus und ein (Kreis1) angesteuert werden.
Test point
H1 lowering 160bar
Sekundary PRV
320bar
hoist 1 raising
(circuit1) 320 bar
Seite 4 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
7. Adjustment Block 2
Test point
H2 lowering 160bar
Sekundary PRV
(circuit 2) 320bar
Seite 5 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
8. slew gear
Test point
Slew gear pump
(behind)
Adjustment in closed circuit (Y8815 & Y8816 must be activated), against closed foot brake.
Test point on Pump or slew gear motor (Ma left, Mb right).
9. counterweight
Test point
c/w raising
Test point
c/w lowering
PRV 75 bar
c/w lowering
Seite 6 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
10. tild cab, charging valve, superstructure locking and supply m.b.e.
PRV 90 bar
Supply m.b.e
Y 0962, superstructure
unlock
across
Y 0961, superstructure lock
PRV
Lowering brake valve
25 bar
Test point MX
25bar lowering brake
valve
Seite 7 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
valves
valvel Y8115
brake HW1
Y9122
valve Y9122
Tele extend
(not to apply)
valve Y8215
brake HW2
Seite 8 von 9
Technische Schulung AC 250-1
Technical Training Hydraulik OW / superstructure
Y8117
(not to apply)
Seite 9 von 9
Description of the IC-1 pump
control in the AC250-1
Achim Schtz
Dept. 2153
November 2004
Pump control AC250-1 (IC-1)
1. General description
LS
140 140 40
P1 P2 P5
3 pump blocks for hoist 1 (HW1), hoist 2 (HW2), tele and luffing gear
(WW), of which there are two large pumps (P1 and P2) and one small
hydraulic LS block (P3) for luffing and telescoping. P1 and P2 can each
only be used by one of the activated movements (control via pump
adjustment angle). P3 can supply the luffing gear (WW) and telescoping
at the same time (LS, control via slide valve). As in this instance there
are only 3 pumps for 4 movements, different priorities have been
assigned to the individual crane movements.
2
Pump control AC250-1 (IC-1)
Selecting priority circuits for luffing gear and tele (as for AC350):
Mode
selection
Hoist 1 (HW1) can only be operated using pump 1, hoist 2 only using
pump 2. The hoists are therefore assigned the highest priority and
supersede the luffing gear (WW) and tele on pump 1 or pump 2.
Tele and luffing gear (WW) have the same priority and cannot therefore
assume higher priority to a pump over each other. High-speed raise
luffing gear and tele use all three pumps and are therefore only possible
when a single movement is activated. High-speed tele is automatically
activated by the tele control system (as opposed to via a switch), i.e. the
system is always telescoped at the maximum possible speed.
The high-speed button on the joystick activates both high-speed hoist
and high-speed raise luffing gear. There are no separate high-speed
settings for the different movements (as in all IC1 cranes!). High-speed
hoist operations are carried out using trimot adjustment on the hoist
motor as with the AC350.
3
Pump control AC250-1 (IC-1)
The function "lower luffing gear" is operated using all three blocks (i.e.
always max. speed, high speed cannot be switched separately for "lower
luffing gear"). As in this case
no pumps are required, blocks 1 and 2 are available at the same time for
additional movements (hoist, tele).
If a movement has to be changed from one pump to another (e.g.
displacement of luffing gear from P1 to P2 through additional activation
of hoist 1 in mode 1), the movements are merged in and out respectively,
i.e. there is no tangible loss of speed (new!).
For pump 1 activate HW1, pump 1 is then supplied with the set infeed
current Y2.
4
Pump control AC250-1 (IC-1)
For pump 2 activate "raise luffing gear", pump 2 is then supplied with the
set infeed current Y2.
The current should be set so that the pump is just beneath the supply
start, i.e. the movement should not yet be started.
The set start of the movement for the pump applies to all movements
that are using this pump.
If the movement start is set too high,
jarring occurs when switching movements to the pumps and when
activating high speed for "raise luffing gear" and "tele".
3.1 Hoists
The starting point for the hoist is already set in the pump menu.
Therefore Y1 cannot be set here. The parameter Y2 serves to delay the
hoist brake. A higher value causes the brake to open only shortly after
the movement start of the pump has been reached when "raise hoist" is
activated. This prevents the load running off in the case of high loads
and slow activation of "raise hoist". The setting must be made in such a
way that no jarring occurs during activation without load and that the load
only runs off minimally with higher loads.
With the help of X3 and Y3 the progressivity of the activation can be set.
The maximum possible total current on the pump corresponds to the set
value for the movement start
5
Pump control AC250-1 (IC-1)
As a rule, luffing gear and tele use the 3rd block (hydraulic LS) and in
addition (if possible) pump 1 or pump 2. The movement start for pump 1
and pump 2 is already set in the pump menu. The movement start for the
sliders in the 3rd block is set with Y1 and Y2.
With the help of X3 and Y3 the progressivity of the control can be set.
Y4 is used to set the maximum slide valve current.
To set the slide valves pump 1 and pump 2 must be disconnected with
the help of the pump lock button as only the LS circuit (pump 3) is active.
Pumps 1 and 2 automatically follow parallel along the set characteristic
curve (scale from 0-600mA). No additional settings are required in this
case.
1)
Pumps enabled
Pumps locked
6
Pump control AC250-1 (IC-1)
Here enable
pumps 1 + 2
7
Technical Training AC 250-1
Functions solenoid valves Hydraulic
Function P1 P2 P5
raising Y3151, Y8111, Y8115, Y8010
Hoist1 ------------------------- -----------------------
lowering Y3151, Y8112, Y8010
extend Y3151, Y9101, Y8010 Y3152, Y9131, Y8010 Y9141, Y8010, Y8013
Tele
retract Y3151, Y9102, Y8010, Y9111 Y3152, Y9132, Y8010, Y9111 Y9142, Y8010, Y8013, Y9111
1
Technische Schulung AC 250-1
Technical Training Test points
2
Schnellkupplungen AC250-1 Oberwagen
Bez Funktion p[bar] Ort NW Option
1 Leckl Telezylinder "T" < 10 Schottblech OW Mitte 12 HA demontierbar
2 Stangenseite Telezylinder "St" 300 Schottblech OW Mitte 32 HA demontierbar
3 Bodenseite Telezylinder "B1" 260 Schottblech OW Mitte 32 HA demontierbar
4 Innere ldurchfhrung Tele 100 Schottblech OW Mitte 12 HA demontierbar
5 Bodenseite Telezylinder "B2" 260 Schottblech OW Mitte 32 HA demontierbar
6 HW2 Lamellenbremse ffnen 35 Schottblech OW links 8 HW2
7 HW2 Senken, Anschluss "C" 320 Schottblech OW links 32 HW2
8 HW2 Heben, Anschluss "A" 320 Schottblech OW links 32 HW2
9 Leckl HW2 <5 Schottblech OW links 8 HW2
10 HAV-Verbolzung "P" 100 Schottblech OW Mitte 12 HA demontierbar
1
Technische Schulung AC 250-1
Technical Training Overview solenoid valves
2
Technische Schulung AC 250-1
Technical Training Overview solenoid valves
sw VM links
Y7260 Druckversorgung HAV-Block P
Pessure supply m.b.e.- block P solenoid valve left
sw VM links
Y9311 Kabine senken
Cabin down solenoid valve left
Kabine heben sw VM links
Y9312
Cabin up solenoid valve left
OW verriegeln sw VM links
Y0961
Locking superstructure solenoid valve left
OW entriegeln sw VM links
Y0962
Unlocking superstructure solenoid valve left
3
Overview CAN- Bus carrier
Rotary joint
Gear box
Overview CAN- Bus superstructure
Inglination meter
64
64.1
64.2
64.3
64.4
64.6
64.7
64.8
63
Z 54 532
14/133 250--1--1100
Safety Equipment 10
250--1--1100 15/133
10
Z 55 105
16/133 250--1--1100
Safety Equipment 10
For this system, all functions are operated by tapping the keys
or buttons shown on the monitor (touch--screen).
250--1--1100 17/133
10
STOP STOP
Z 54 533 Z 54 534
Z 54 535
18/133 250--1--1100
Safety Equipment 10
250--1--1100 19/133
10
Z 54 535
Z 54 536
20/133 250--1--1100
Safety Equipment 10
(Z 54 535, Z 54 536)
250--1--1100 21/133
10
Z 54 537
22/133 250--1--1100
Safety Equipment 10
Power control
(Z 54 537)
When the electric power supply fails, or after switching off the
ignition, the display changes automatically to the Power control
screen. The remaining time (starting at 15 min.) up to switching
off the computer is displayed here. If the ignition is switched on
again within this time, the display changes directly to the
Operating mode selection screen. IC--1 is immediately ready for
use again.
250--1--1100 23/133
10
B C
Z 54 538
1 2 3 4 5 6 7 8 9 10 11
12
Z 54 539
24/133 250--1--1100
Safety Equipment 10
RISK OF ACCIDENTS!
The displayed values must comply with the actual crane
status. Should this not be the case, then crane operation is
not permissible. The operating mode must be reset. This is
described in chapter 10.1.7.4.1, from page 49.
250--1--1100 25/133
10
B C
1 2 3 4 C
Z 54 540
26/133 250--1--1100
Safety Equipment 10
When the overload range is reached, the load limit device shuts
down movements which increase the load moment and Raise
luffing gear. A continuous tone sounds out and the Stop symbol
appears in section D (see following page). In addition,
the colour of the bar display changes from yellow to red. Lifting
of loads is not permitted!
250--1--1100 27/133
10
D
0
1 2 3 4 5 6 7
8
9
28
10
11
27
12
26 14
25 15
16
24
17
18
23
22 21 20 19
Z 54 541
28/133 250--1--1100
Safety Equipment 10
250--1--1100 29/133
10
D
0
1 2 3 4 5 6 7
8
9
28
10
11
27
12
26 14
25 15
16
24
17
18
23
22 21 20 19
Z 54 541
30/133 250--1--1100
Safety Equipment 10
(Z 54 541)
250--1--1100 31/133
10
2 5 6 7
9 10 11
17 18 19 20
21 22 23 24
Z 54 542
32/133 250--1--1100
Safety Equipment 10
250--1--1100 33/133
10
2 5 6 7
9 10 11
17 18 19 20
21 22 23 24
Z 54 542
34/133 250--1--1100
Safety Equipment 10
(Z 54 542)
250--1--1100 35/133
10
7 8 9 10 11
1 2
13 14 15 16
19 20 21 23 24
Z 54 543
36/133 250--1--1100
Safety Equipment 10
250--1--1100 37/133
10
7 8 9 10 11
1 2
13 14 15 16
19 20 21 23 24
Z 54 543
38/133 250--1--1100
Safety Equipment 10
(Z 54 543)
250--1--1100 39/133
10
Z 54 545
Z 60 020
40/133 250--1--1100
Safety Equipment 10
10.1.7 Submenus
(Z 54 545)
10.1.7.1 Systemscreen
(Z 54 545, Z 60 020)
250--1--1100 41/133
10
Z 60 020
42/133 250--1--1100
Safety Equipment 10
(Z 60 020)
250--1--1100 43/133
10
Z 54 546
Z 54 547
44/133 250--1--1100
Safety Equipment 10
250--1--1100 45/133
10
Z 54 548
1 2
Z 54 535
46/133 250--1--1100
Safety Equipment 10
10.1.7.4 TableViewerscreen
(Z 54 548, Z 54 535)
250--1--1100 47/133
10
Z 55 106
48/133 250--1--1100
Safety Equipment 10
RISK OF ACCIDENTS!
All parameters must be selected by the crane operator in
such a way that they correspond to the actual status of the
crane. This responsibility lies with the crane operator
alone. It is only when this entry has been correctly carried
out that the load limit device can reliably monitor the crane
operation.
250--1--1100 49/133
10
Z 54 555
50/133 250--1--1100
Safety Equipment 10
(Z 54 555)
The selection for the Type field determines the content of all the
other fields. Proceed in analogue for all other parameters that
have to be changed. The field lengths and angles are only
relevant when working with additional equipment.
250--1--1100 51/133
10
Z 55 123
Z 54 550 Z 54 551
52/133 250--1--1100
Safety Equipment 10
250--1--1100 53/133
10
Z 54 549
54/133 250--1--1100
Safety Equipment 10
(Z 54 549)
After the transfer has ended, the screen from which the
Selection of operating mode was selected, appears again. After
a restart, this is always the Crane operation (Z 54 549) screen.
The parameter values just selected appear there in the left--hand
area of the top line.
RISK OF ACCIDENTS!
If these values are not consistent with the actual crane sta-
tus, then crane operation is not permissible!
250--1--1100 55/133
10
2
9
3
6
5 Z 54 556
56/133 250--1--1100
Safety Equipment 10
(2) --
no. of the longitudinal codes (LC)
(3) --
main boom length
(4) --
scroll bar
(5) --
ident.no. of the lifting capacity table
(6) --
key for calling up the unbolted load bearing capacities.
For this, please observe section Lifting capacities in
unbolted condition in chapter 12 Telescoping.
(7) -- minimum reeving
(8) -- radius
(9) -- with luffing boom extensions, the current angle step
(e.g. 10) is also displayed here. By pressing this key, the
other angle steps can be called up one after the other.
Please refer to the lifting capacity tables, which you will receive
with the crane -- either on paper or as CD--ROM -- for more details
on lifting capacities.
Please observe the following page.
250--1--1100 57/133
10
B C
A
D
E
F
G
H
Z 54 557
58/133 250--1--1100
Safety Equipment 10
Where you can find which details in the lifting capacity table is
shown in the following example.
(D) --
permissible slewing range: 0 -- 360
(E) --
stabilizer length (here: 8.68 m)
(F) --
stabilizer width (here: 8.5 m)
(G) --
counterweight (here: 96.6 t)
(H) --
main boom length (here: 19.3 m)
(I) --
radius (here: 7 m)
(K) --
lifting capacity (bolted), (here: 114.5 t)
(L) --
minimum reeve count of hoist cable (here: 13--rope)
(M) --
longitudinal code no. (LC) of extension sequence (here:
3)
(N) -- extension length of telescopes: Tele 1 -- 0%
Tele 2 -- 45%
Tele 3 -- 0%
Tele 4 -- 0%
Tele 5 -- 0%
Tele 6 -- 0%
(O) -- restrictions / notes on danger,
make sure these are most stringently observed (here:
none)
(P) -- ident.no. of the lifting capacity table
250--1--1100 59/133
10
Z 54 558
Z 54 559
60/133 250--1--1100
Safety Equipment 10
4. If both fields for load and radius are filled with the required
entries, search by pressing key start.
All rigging modes found are entered into the corresponding field
(Z 54 559, marked range). By pressing on , the whole
selection is opened.
250--1--1100 61/133
10
Z 55 124
Z 54 561
62/133 250--1--1100
Safety Equipment 10
(Z 55 124)
250--1--1100 63/133
10
Z 54 562
Z 54 563
64/133 250--1--1100
Safety Equipment 10
RISK OF ACCIDENTS!
As soon as an error is displayed, set crane mode and iden-
tify error immediately, and rectify!
250--1--1100 65/133
10
Z 54 564
Z 54 565
66/133 250--1--1100
Safety Equipment 10
RISK OF ACCIDENTS!
It is the crane operators responsibility to check the current
control lever configuration before initiating a crane move-
ment.
Otherwise there is risk of accidents if accidental crane mo-
vements are triggered!
250--1--1100 67/133
10
Z 54 565
Z 55 107
68/133 250--1--1100
Safety Equipment 10
(Z 54 565, Z 55 107)
Setup -- This key only appears if the screen is started from the
main menu. Any programming which is possible by
means of this key can only be carried with the
assistance of our customer service.
250--1--1100 69/133
10
Z 54 566
Z 54 567
70/133 250--1--1100
Safety Equipment 10
The hoist unit (e. g. H1--L, H1--S) distinguishes between load and
rope load.
250--1--1100 71/133
10
Z 54 568
2
1
3
9 8 7 6
Z 54 569
72/133 250--1--1100
Safety Equipment 10
The load capacity display (2) of the load limit device is also
displayed on this screen since crane operations can also be
carried out when setting the parameters for test purposes.
As a result, the crane operator is constantly informed about the
current load area of the crane.
250--1--1100 73/133
10
Z 54 596
Z 54 597
74/133 250--1--1100
Safety Equipment 10
(Z 54 596, Z 54 597)
250--1--1100 75/133
10
Z 54 596
Z 54 597
76/133 250--1--1100
Safety Equipment 10
(Z 54 596, Z 54 597)
250--1--1100 77/133
10
8 7 6
Z 54 598
78/133 250--1--1100
Safety Equipment 10
(Z 54 598)
Status display
250--1--1100 79/133
10
Z 54 572
Z 54 570
80/133 250--1--1100
Safety Equipment 10
250--1--1100 81/133
10
9
Z 55 108
9.1
9.2
9.3
9.4
9.5
9.6
9.7
Z 54 571
82/133 250--1--1100
Safety Equipment 10
250--1--1100 83/133
10
9 8
Z 55 121
9.1
9.2
9.3
9.4
9.5
9.6
9.7
Z 54 571
84/133 250--1--1100
Safety Equipment 10
2. Actuate the Menu again and save the the selection made
in the selection window (Z 54 571) via . The selection
window (Z 54 571) is closed.
4. Actuate the Menu key again and then actuate the key
in the selection window (Z 54 571) and, in this way,
load the current PLC setting into the Setting 1 data record.
Pos. (8, Z 55 121) is changed to .The selection
window (Z 54 571) is closed.
250--1--1100 85/133
10
Z 54 574
Z 54 575
86/133 250--1--1100
Safety Equipment 10
250--1--1100 87/133
10
Z 54 576
C
E
Z 54 577
88/133 250--1--1100
Safety Equipment 10
The current load, radius and load capacity values are displayed
in field B.
The values for the actual and max. allowed height of the boom
head are displayed in a bar diagram in field C.
The current values for the slewing angle and main boom angle
are specified at the respective symbols in field E.
250--1--1100 89/133
10
H
F
G Z 55 109
90/133 250--1--1100
Safety Equipment 10
(Z 55 109)
To ensure neither the crane nor boom enters any danger zones,
such as those nearby overhead power lines, the crane operator
can limit the operating range as follows.
-- Slewing angle limitation (field H)
-- Radius limit (field G)
-- Height limit (field D)
-- Work area limitation by means of virtual wall (field F)
250--1--1100 91/133
10
Z 54 578
Z 54 590
92/133 250--1--1100
Safety Equipment 10
250--1--1100 93/133
10
G
Z 54 579
Z 55 110
94/133 250--1--1100
Safety Equipment 10
250--1--1100 95/133
10
P1
Y+
X-- X+
Y --
P2
Z 55 112
96/133 250--1--1100
Safety Equipment 10
250--1--1100 97/133
10
Z 54 580
98/133 250--1--1100
Safety Equipment 10
(Z 54 580)
250--1--1100 99/133
10
Z 55 173
Z 54 581 Z 54 582
100/133 250--1--1100
Safety Equipment 10
250--1--1100 101/133
10
Z 55 173
Z 54 583
102/133 250--1--1100
Safety Equipment 10
With this screen, the status of each and every CAN participant
can be checked. A participants status is OK, if bits B1 and B2 are
at 1. This information is important for our customer service in the
case of malfunctions.
250--1--1100 103/133
10
Z 54 584
Z 54 585
104/133 250--1--1100
Safety Equipment 10
250--1--1100 105/133
10
Z 54 585
106/133 250--1--1100
Safety Equipment 10
(Z 54 585)
250--1--1100 107/133
10
Z 54 586
Z 54 587
108/133 250--1--1100
Safety Equipment 10
250--1--1100 109/133
10
Z 55 113
Z 55 114
110/133 250--1--1100
Safety Equipment 10
250--1--1100 111/133
10
Z 54 591
113 113
129 129
Z 54 592
112/133 250--1--1100
Safety Equipment 10
Risk of accidents!
Pay attention to the procedure described for support with
outriggers in section 12 Outriggers.
If the vertical outrigger cylinders are extended -- in spite
of the prescribed procedure -- up to the stop, incorrect
support pressure readings can result.
250--1--1100 113/133
10
113 113 0
STB
129 129
Z 54 592 Z 54 593
Z 55 115
114/133 250--1--1100
Safety Equipment 10
(Z 54 592, Z 54 593)
Inclination indicator
Before any job is done with the crane, the crane has to be
supported by outriggers and aligned horizontally. When doing
this pay attention to the corresponding information in the
operating instructions for the crane chassis, sect. 12
Outrigging.
Risk of tipping!
Crane operation is only permissible when the crane is
horizontally aligned.
250--1--1100 115/133
10
Z 54 588
Z 54 589
116/133 250--1--1100
Safety Equipment 10
The blue bar at the bar display (2) shows the actual height of the
main boom head in relation to the maximum permissible head
height.
250--1--1100 117/133
10
Z 55 116
Z 55 117
118/133 250--1--1100
Safety Equipment 10
250--1--1100 119/133
10
Z 55 118
120/133 250--1--1100
Safety Equipment 10
Risk of tipping!
The crane may only be configured to a construction state
(outrigger, counterweight, etc.), for which there is also a
load capacity table.
During configuring, the system can not be monitored by the
load limit device because of the way the system is configu-
red.
250--1--1100 121/133
10
B1
B2
Z 54 595
122/133 250--1--1100
Safety Equipment 10
With the help of the computer of the load limit device it is possible
to check the weight of the raised load (net load).
Load monitoring
The gross last consists of -- besides the weight of the load -- the
weight portion of the main boom extension in transport position,
the weight of the hook block and all the load handling devices.
The net load is the actual load on the hook block without the load
handling devices. Display errors are possible because of outside
factors, e.g. wind, which have an effect on both the crane and the
load.
The load may only be raised with the hoist. Raising the load
by extending the telescopic sections or luffing cylinders is
prohibited.
250--1--1100 123/133
Technical Training AC 250-1
Technische Schulung Software components
DLOG IPC 5/100
(New Dlog MPC 5)
Bezeichnung /
description: A5352
Programmierung /
programming: ja / yes (Uploader1.3),
kranspezifische Daten, crane data
Adresse /
address: Wird mit Programmierung festgelegt
/ to lay down with programming
Einbauort /
location: Armaturenbrett OW / dash bord
Digsy Compact
I/O-Karte (Ein- Ausgangskarte)
input / output
Bezeichnung /
description: z.B. A702, A752
Programmierung /
programming: Keine / none
Firmware: ja / yes (Bootloader), (z.B.
6.3.1)
Adresse/address: Wird ber Steckplatz festgelegt
/ will be set over slot
Die Firmwareversionen der beiden Karten The first two figures of the firmware on a CPU-module must comply
mssen in den ersten Ziffern ber- with the first two figures of the I/O-module firmware
einstimmen (z.B. 6.3.X).
.
1
Technical Training AC 250-1
Technische Schulung Software components
Bezeichnung /
description: z.B. A0623, A0624 ....
Programmierung /
programming: Keine / none
Firmware: Keine / none
Adresse /
address: Wird ber Dipschalter festgelegt /
will be set over switch
Einbauort / location: verschieden/different
Die Adresse der DM01 muss laut Address must be set depent electric drawing
Schaltplan eingestellt werden.
Bezeichnung /
description: z.B. A5317, P5330 ....
Programmierung /
programming: ja/yes (Prosyd 1131), links und
rechts unterschiedlich/left and right different
Firmware: ja/yes, (z.B.4.2.1)
Adresse /
address: Wird ber Programmierung
festgelegt/ set by
programming
Einbauort /
location: Absttzungsbedienung /
outrigger control bord
2
Technical Training AC 250-1
Technische Schulung Software components
Joystick
Bezeichnung /
description: A5961, A5962
Programmierung /
programming: nein/no
Firmware: nein/no
Adresse /
address: Wird mittels Dlog eingestellt
adjusted by Dlog
Einbauort /
location: Kabine/cabin
SVE Lngengeber
Bezeichnung /
description: B7631
Programmierung /
programming: nein / no
Firmware: nein / no
Adresse /
address: ist voreingestellt /
already adjusted
Einbauort /
location: im Ausleger /
LPD mainboom
Der Lngengeber muss nach dem Einbau Lenght indicator must be adjusted
am DLOG justiert werden by Dlog after assembling
3
Technical Training AC 250-1
Technische Schulung Software components
Bezeichnung /
description: B7611, B7513
Programmierung /
programming: nein / no
Firmware: nein / no
Adresse /
address: Mu eingestellt werden A0705/
must be adjusted (A0705)
Einbauort /
location: Am Ausleger/
mainboom
Beim AC250-1 gibt es keinen ueren Lngengeber mehr, dafr aber mehrere busfhige
Winkelgeber. Es muss die Adresse fr jeden Winkelgeber eingestellt werden. Nach dem
Einbau am DLOG justieren.
For AC 250-1 lenght indicator for total lenght doesnt existed any more. After assembling
the address must be adjusted by Dlog.
Bezeichnung / description:
B7611,B7513
Programmierung /
programming : nein / no
Firmware: nein / no
Adresse /
address: Ist voreingestellt /
Already adjusted
Einbauort /
location: Am Drehkranz /
rotary joint
4
Technical Training AC 250-1
Technische Schulung Software components
Bezeichnung /
description: B7721
Programmierung /
programming: nein / no
Firmware: nein / no
Adresse /
address: Ist voreingestellt /
already adjusted
Einbauort /
location: Im Drehkranz /
rotary joint
5
Technical Training AC 250-1
Technische Schulung Software components
MOKI
Bezeichnung /
description: P5351, P5311
Programmierung /
programming: ja/yes
(Param.exe, KibesRT)
Parametrierung /
parameter setting: ja/yes
(KibesRT) (Betriebsstunden)
Adresse /
address: Wird ber
Programmierung festgelegt /
Set by programming
Einbauort /
location: Kabine / cabin
Bezeichnung /
description: P5351, P5310
Programmierung /
programming: ja,yes
(Param.exe)
Parametrierung /
Parameter setting: ja/yes
(Betriebsstunden)
Adresse /
address: wird ber Programmierung
festgelegt / set by
programming
Einbauort /
location: Zentralelektrik
center electric
6
Technical Training AC 250-1
Technische Schulung Software components
ADM2-FR (DaimlerChrysler)
Bezeichnung /
description: z.B.A1115, A1112
Programmierung /
programming: nein / no
Parametrierung /
Parameter setting: ja / yes
(Minidiag)
Adresse /
address: Ist voreingestellt /
already adjusted
Einbauort /
location: Zentralelektrik /
center electric
Bezeichnung /
description: B 7271, 7277
Programmierung /
programming: nein / no
Parametrierung /
Parameter setting: nein / no
Adresse /
address: A0705 / set by A0705
Einbauort /
location: Hauptausleger /
main boom
7
Technical Training AC 250-1
Technische Schulung Software components
Windmesser / Anemometer
Bezeichnung /
description: B 7811
Programmierung /
programming: nein / no
Parametrierung /
Parameter setting: nein / no
Adresse / voreingestellt
address: already adjusted
Einbauort / Hauptausleger /
location: main boom
8
Technical Training AC 250-1
Technische Schulung Which software for what
1. Hyperterminal
This software is needed to check the current firmware
version on CPU-, I/O- and CGM modules
2. Firmware / Uploadertool
This software is needed to flash a firmware
or an uploadertool on CPU-, I/O- and
CGM-modules.
4. Prosyd 1131
This software is needed to download the PLC-projects on
CPU- and CGM-modules. With this software you can check
all the crane functions for troubleshooting, check/modify the
crane specific files (watchlist) etc.
1
Technical Training AC 250-1
Technische Schulung Which software for what
This software is needed to up- and download projects
5.Uploader 1.3 and/or files on the Dlog.
Der Uploader 1.3 dient zur Kommunikation mit dem D-Log.
6. Superpin
This software creates a pin to set the Dlog to administrator
mode
7. Kibes_Runtime
This software is needed to download a PLC-project on the
VDO unit and to modify the operating hours of the crane.
8. Param_Exe
This software is needed to download an application and
parameters on the VDO unit
.
Mit dieser Software werden Applikationen und Parameter
an die VDO geladen
10. WinPCS
This software is needed to up-, download and modify
parameters, check for error codes, wheel alignment etc.
2
Software Intercontrol
Software Intercontrol
Sicherungsdatei, die automatisch bei update (Laptop zum Kran) bzw. bei
download (Kran zum Laptop) erfolgt . Bei der Sicherungsdatei mu zur weiteren
Verwendung die Endungen Baunummer, Datum und Uhrzeit entfernt werden, ansonsten
erkennt das System nicht, dass es sich um eine .jar- Datei handelt.
- Server starten
- Eingabe Code und anschlieend speichern, dass System
startet neu in Servermode
- Eingabe Passwort
- OK anklicken
Hyperterminal
Es ist eine Verknpfung auf dem Rechner zu erstellen, der zustzlich ein Name und
ein Desktop-Symbol zugeordnet werden soll. ( siehe Beispiel )
- Start hyperterminal.exe
- Compile a connection
with Name and Symbol
- Click OK
- COM1 auswhlen
- Besttigen mit OK
1
Technical Training AC 250-1
Technische Schulung Hyperterminal
Connection parameter/
Anschlusseinstellungen
- Click OK
- Besttigen mit OK
2
Technical Training AC 250-1
Technische Schulung Hyperterminal
Will man jetzt die Firmware bers Hyperterminal prfen, mu man sich nur noch mit
seiner Verknpfung verbinden
Als erstes legt man sich seine Verknpfung auf den Desktop, um schnelleren Zugriff
zu erhalten.
Jetzt verbindet man sich mit einem Adapterstecker und seriellem Kabel auf die I/O-
Seite der gewnschten SPS.
Bevor das Programm geffnet wird, mu die Zndung ausgeschaltet werden.
Anschlieend Doppelklick auf die Verknpfung. Hyperterminal ffnet sich. Jetzt die
Zndung wieder einschalten und Hyperterminal verbindet sich automatisch mit der
SPS. Jetzt werden sowohl die Firmware der I/O-Seite, als auch die Firmware der
CPU-Seite angezeigt. Geht man direkt auf die CPU- Seite wird nur der
Firmwarestand der CPU angezeigt, bei Verbindung mit der I/O werden beide
Versionen angezeigt.
By connection the adapter cable with CPU - only version CPU will be displayd
By connection the adapter cable with I/O both version will be displayd
3
Technical Training AC 250-1
Technische Schulung Bootloader
1.Ignition on
2.Choose ComPort: COM1
3.Choose Product cgm2 used for flashing the
CGM-module
dce2 used for flashing the
CPU-module
iodce2 used for flashing the I/O-
module
4. Download-File
aussuchen
4. Select File
5. dce_624.hex CPU
iodce_623.hex I/O
cgm01_4_2_1.hex CGM
1
Technical Training AC 250-1
Technische Schulung Bootloader
7. for I/O
8. for CPU
9. for CGM
2
Technical Training AC 250-1
Technische Schulung Bootloader
Der Bootloader ladet die Daten auf die SPS und generiert zum Schlu noch eine Checksumme
Ist diese Checksumme identisch, wird der untere Bereich des Bootloaders GRN und in der Mitte
erscheint die Meldung Check sums okay!
Somit ist der Vorgang Firmware aufspielen komplett abgeschlossen.
Beim Tausch von SPS- Modulen immer auf die neuste und in den ersten 2 Ziffern bereinstimmende Firmware
achten!
3
Technische Schulung AC 250-1
Technical Training Prosyd 1131
Prosyd 1131
Nach dem ffnen des Programms, wird ein Passwort fr eine Arbeitsgruppe verlangt. Dieses bitte mit
ABBRECHEN besttigen!!! ( Es gibt auch die Mglichkeit in Prosyd die Funktion AUTOLOAD zu
unterdrcken. Statusleiste auf Projekt Optionen Kategorie: Laden & Speichern whlen
Haken bei Automatisch laden entfernen und das alte Projekt wird nicht mehr automatisch geladen. )
Das ABBRECHEN hat folgenden Hintergrund. Wie in der Statusleiste zu erkennen ist, wrde man sich
jetzt mit der Software fr die SPS A0753 einloggen. Ist man allerdings mit der Schnittstelle von A0751
oder A0755 verbunden, so wrde man versehentlich die falsche Software auf die SPS einspielen.
ALSO ABBRECHEN
1
Nach dem Abbruch ist folgendes zu erkennen.
Diese Meldung bitte mit OK besttigen und anschlieend auf Datei ffnen... klicken
Jetzt sollte man sich die passende Software zur SPS suchen, mit der man arbeiten mchte.
Bsp.: Es sollen die Watchlisten Kastengewichte und Geberwerte ausgelesen werden.
Mit diesem Schritt stellen wir sicher, da wir keine SPS mit bestehenden Daten
lschen!!!!
2 by Baumann
Das Passwort eintragen, die Berechtigungsstufe festlegen und auf OK klicken.
Das Programm ist jetzt zwar geffnet, hat aber noch keine ONLINE-Verbindung mit der SPS. Diese
men wir erst noch aktivieren.
Hierzu gehen wir auf ONLINE Einloggen ber die Taskleiste oder ber die Icons.
3 by Baumann
Im Normalfall geht die Steuerung auf den Status ONLINE- LUFT
Ist allerdings die Programmversion auf der SPS veraltet, so fragt Prosyd nach, ob man die neue
Projektversion laden mchte oder nicht.
In diesem Fall geht die Steuerung nach Beendigung des Downloads in den ONLINE Zustand. Ist
allerdings nicht mit LUFT aktiv.
Also ist die SPS per Hand anzustoen. Einfach nach Programm-Upload noch auf START klicken
und schon gehts.
Es sollte nun ONLINE und LUFT unten rechts zu erkennen sein. Nochmals Ausloggen und wieder
Einloggen, da die Steuerung automatisch in den Zustand ONLINE LUFT gehen mu.
ber ein Schnittstellenkabel sich mit der jeweiligen SPS und dem Laptop verbinden. Prosyd wird
geffnet und die Passwortabfrage mit Abbrechen besttigt.
Jetzt sucht man sich die passende Software zur SPS und ffnet diese.
4 by Baumann
Es erscheint nochmals die Passwortabfrage, diese jetzt mit richtigen Daten besttigen und auf OK
klicken.
Das Softwareprojekt ffnet sich.
ber die Buttons Einloggen erhalten wir eine Verbindung.
Prosyd erkennt nun automatisch, ob die zu ladende Software identisch mit der auf der SPS ist oder ob
diese unterschiedlich ist. Je nachdem meldet sich die Steuerung.
In diesem Fall liegt eine Abweichung zwischen bestehendem und dem neuen Softwareprojekt vor. Die
Abfrage mit JA besttigen.
Prosyd ldt jetzt automatisch die neue Steuerung auf die SPS.
Die Steuerung mu von Hand wieder aktiviert werden. Anschlieend Ausloggen und wieder
Einloggen, um zu prfen ob die neue Steuerung auch bernommen wurde.
ffne Prosyd. Stelle eine Verbindung zwischen SPS und Laptop her.
5 by Baumann
Jetzt ist zu unterscheiden zwischen Watchlisten einlesen und Watchlisten auslesen.
Watchliste einlesen
Eine Watchliste ladet man, um einer z.B. neu eingebauten SPS die Daten wieder bereit zu stellen.
Im rechten Bildschirm von Prosyd erkennt man schon die Watchlisten Kastengewichte und
Geberwerte. Rechte Maustaste drcken und Watchliste laden whlen.
Es ffnet sich ein Fenster, indem die zu ladene Watchliste ausgesucht werden kann. Auf ffnen gehen
und die Watchliste wird zustzlich zu den anderen Watchlisten zu sehen sein.
Die soeben geladene Datei mu jetzt noch geschrieben werden, damit sie auch fr die Steuerung
aktiv wird.
6 by Baumann
Die neu geladene und die bereits existierende Watchliste drfen nicht den selben Namen haben, d.h.
das die zu ladene Watchliste namentlich so gendert werden soll, das man diese mit der alten
Watchliste nicht verwechselt.
Watchliste auslesen
Watchlisten dienen zur berprfung und Kontrolle verschiedener Geber und Konfigurationen eines
Gertes.
Rechte Maustaste auf die zu speichernde Watchliste und auf Rezeptur lesen klicken. Es werden die
aktuellen Daten von der SPS geladen.
7 by Baumann
Wiederum rechte Maustaste und diesmal auf Watchliste speichern... klicken. Directory whlen und
speichern.
4. Firmware kontrollieren
Auerdem bietet Prosyd auch die Mglichkeit einer Abfrage der Firmware. Um diese zu kontrollieren,
mu man eine aktive ONLINE-Verbindung mit der Steuerung haben.
Die Firmware kann fr die CPU-Seite als auch fr die I/O-Seite ausgelesen werden.
Man verbindet sich mit der Schnittstelle der SPS und des Laptops. ffnet das richtige Softwareprojekt
der Box und geht ONLINE.
Jetzt auf RESOURCEN SYS_VAR (CONSTANT) mit Doppelklick
8 by Baumann
Im rechten Feld auf SysIn klicken. Dort ist die Firmware der CPU- und der I/O-Seite aktuell aufgefhrt.
9 by Baumann
Firmware CPU:
SW_Major = 06
SW_Minor = 02
SW_Buckfix = 04
Firmware I/O:
IO_SW_Major = 06
IO_SW_Minor = 02
IO_SW_Buckfix = 03
Die Anzeige des Editors kann man auch unter Projekt Optionen Editor Bitwerte festlegen.
10 by Baumann
Technical Training AC 250-1
Technische Schulung Handling Watchliste
1
Wert der Software Wert der Steuerung
value software A B value control system
A B
B A
A Festplatte /
Hard disc
A
- you can save only the value of software (A)
Messung
Soll-Wert Gemessener Wert Ursachen
zwischen
measurement specified
actual value possible cause
between value
Kurzschlu von CAN - high zu
Can high (7) and UBatterie
ungefhr / approx. 24V
Masse (3) / Short circuit from CAN- high to
ground Ubatt
Kurzschlu von CAN - high zu
1.Zndung aus Masse
2.Verbindung mit
2,5V 3,5V ungefhr / approx. 0V
Diagnose stecker Short circuit from CAN- high to
herstellen ground
3.Multimeter anschlieen
4.Zndung an
Kurzschlu von CAN high zu
1.Ignition off 0V 2,4V beliebigen Potential
2.connect the socket box
3.adjust digital multimeter 3,6 24V Short circuit from CAN- high to
to voltage
4.switch on ignition
arbitrary potential
Kurzschlu von CAN - high zu
CAN low (2) and UBatterie
ungefhr / approx. 24V
Masse (3) / Short circuit from CAN- high to
ground Ubatt
Kurzschlu von CAN - high zu
1.Zndung aus
Masse
2.Verbindung mit
1,5V 2,5V ungefhr / approx. 0V
Diagnose stecker Short circuit from CAN- high to
herstellen
3.Multimeter anschlieen ground
4.Zndung an Kurzschlu von CAN high zu
beliebigen Potential
1.Ignition off 0V 1,4V
2.connect the socket box
3.adjust digital multimeter 2,6 24V Short circuit from CAN- high to
to voltage arbitrary potential
4.switch on ignition
Kurzschlu von CAN - high zu
CAN high (7) and CAN-low
ungefhr / approx. 0
CAN low (2) Short circuit from CAN- high to
CAN- low
Abschlusswiderstand keine
1.Zndung aus
2.Verbindung mit Verbindung oder fehlt
Diagnose stecker ungefhr / approx. 120 Connection to one terminating
herstellen
3.Multimeter anschlieen 60 resistor is cut off or resistor
faulty
Abschlusswiderstand fehlt,
defekt oder CAN-
1.Ignition off Kabelunterbrechung
2.connect the socket box
ungefhr / approx.
3.adjust digital multimeter terminating resistor cut off,
to resistance
damaged or CAN wire
interruped
Diagnosestecker
CPU LMB- Box Diagnostic plug
CPU SLI- Box Mercedes
CAN- Bus Minidiag
superstructure
Vorsteuerung Pumpensteuerung
Pilot system Pump pilot system
carrier
ZF- Moki SLC Gateway
1
Technical Training AC 250-1
Technische Schulung HAV / main boom extension
Verstellzylinder fr
0- 40 ( 0- Stellung Klappzylinder fr
Anschlu an mit fester Seilrolle bei
Motor start / stop frei
HAV Verbolzung am HA- gemeinsamer
Kopf ist nicht Hebelbedienung
vorgesehen
Seite 1 von 1
Technical Training AC 250-1
Technische Schulung HAV
X 510
X 510
retract extend
offset m.b.e.
AC 250 overview fuses superstructure
Seite 1/1
Antriebsstrang AC250/350
Traction system AC250/350
Mercedes-Benz Dieselmotoren
OM 502 LA
448 kW (EUROMOT/EPA 2)
Leistung (kW)
220
200
180
160
2800
2600
C 2400
Drehmoment (Nm)
2200
2000
1800
1600
1400
A B
spez. Verbrauch
220
Leistung, Drehmoment, Abgasemissionsstufen
(g/kWh)
200
Leistung1) [kW] bei Drehzahl [1/min] 4483) / 1800
Drehmoment [Nm] bei Drehzahl [1/min] 2700 / 1200 180
EUROMOT/EPA 22)
1000 1200 1400 1600 1800 2000
Drehzahl (1/min)
1) Nach 80/1269/EWG mit nderungen bis 1999/96/EG
2) Fr Europa, nach 97/98/EG Stufe 2 (EUROMOT Stufe 2)
Fr USA/Kalifornien, nach Federal Rule 40 CFR Part 89 Tier 2
3) Nur eingeschrnkte Freigabe, Rcksprache erforderlich
nderungen vorbehalten. Kundenspezifische Anpassungen mglich.
Einige Ausstattungsmerkmale der dargestellten Motoren sind optional erhltlich
und nicht Bestandteil der Standard-Einbaumotoren.
ZF-AS Tronic
Copyright by ZF
Printed in Germany
ZF Friedrichshafen AG
Responsible for contents: LPE1-A, LPE2-A / Editorial office: MC-C
019518
3 Description of function
4 Installation
5 Annex
2.5 Auxiliaries
2.5.1 Intarder
2.5.1.1 General
2.5.1.2 Mechanical interface
2.5.1.3 Oil grade and oil volume
2.5.1.4 Coolant connection
2.5.1.5 Pneumatic interface
2.5.1.6 Electrical interface
2.5.1.7 Communications interface
2.5.1.8 Speedo signal
2.5.2 PTOs
2.5.2.1 Clutch-dependent PTOs
2.5.2.2 Roadspeed-dependent PTOs
2.5.2.3 Engine-dependent PTOs
2.5.2.4 Retrofitting
3 Description of function
3.5 Diagnosis
3.5.1 Error memory
3.5.2 On-board diagnosis
3.5.3 Off-board diagnosis
4 Installation
4.2 Temperatures
4.2.1 Permissible ambient temperatures on transmission
4.2.2 Permissible oil temperatures
4.2.3 Causes of excess oil temperatures
4.2.4 Additional transmission cooling
4.2.5 Use in sub-zero temperatures
4.2.6 Storing the transmission
4.4 Electrics
4.4.1 System layout and circuit diagrams
4.4.2 Description of connectors
4.4.2.1 Transmission end connector
4.4.2.2 Power supply connector to vehicle
4.4.3 Power supply voltages
4.4.4 CAN bus installation
4.4.5 Quality requirements of wiring
4.4.6 Connector and mating connector designations
4.4.7 Other electrical interfaces on the ZF-AS Tronic
4.4.7.1 Neutral switch (S12)
4.4.7.2 Speedo sensor
4.4.8 CAN signals
4.4.9 EMC
4.5 Pneumatics
4.6 Auxiliaries
4.6.1 ZF-Intarder
4.6.2 Third party retarder
4.6.3 ZF PTOs
4.6.4 Third party PTOs
5 Annex
Applicable documents (attached and documents to which reference is made in the technical manual)
The specifications listed in these documents must be observed because fault-free operation of the
ZF-AS Tronic transmission systems as well as the warranty cover granted by ZF cannot otherwise
be assured.
The documents attached to the technical manual are provided for information only. Please contact
your personal contact in the Technical Sales department if you need binding drawings for installation
investigations etc.
List of abbreviations
018 910
019 516
ZF-AS Tronic
The ZF-AS Tronic transmission system is a The driver has the opportunity to drive the vehicle in
combination of an electronically-pneumatically both semi-automatic mode and fully automatic mode.
shifted constant mesh gearbox and an automated When in semi-automatic mode, manual shifting is
dry clutch. simplified through the use of a range selector.
An electronic engine control unit and CAN
communication must be in place before the ZF- When in fully automatic mode, gears are selected
AS Tronic transmission system can be used. and shifted by the electronic transmission control
unit, although the driver can intervene if so desired.
The automated clutch (no clutch pedal) renders All system functions needed, e.g. Neutral, gear
clutch operation by the driver unnecessary. change, clutch overload and diagnosis information
The actual shift process is undertaken by the are shown on the display.
electronic transmission control unit.
2.5 Auxiliaries
2.5.1 Intarder
2.5.1.1 General
2.5.1.2 Mechanical interface
2.5.1.3 Oil grades and oil fill
2.5.1.4 Coolant connection
2.5.1.5 Pneumatic interface
2.5.1.6 Electric interface
2 Transmission system
components
5 8
2 1
4
7 6
3
018 739
2.2 Transmission and shift system All transmissions of the ZF-AS Tronic family consist
of a four-speed section in the 16-speed version or a
2.2.1 Description of transmission three-speed section in the 12 and 10-speed version and
a splitter group (GV) and rear-mounted range change
The ZF-AS Tronic family covers the following group (GP) in a planetary design.
transmission types: The 4(3)-speed transmission section has constant mesh
Truck: ZF-AS Tronic mid (product families 1+2) engagement. Speed-matching (synchronization) is per-
Truck: ZF-AS Tronic (product families 3+4) formed by the engine control unit and the transmission
Bus: ZF-AS Tronic (unless otherwise specified, the brake. The splitter group and range change group have
details of truck product family 3 apply) synchromesh.
The precise assignment of all transmissions to The transmissions of product families 1+ 2 have one
product families and the max. permissible torques countershaft.
can be found in the Annex (5.1 + 5.2). The transmissions of product families 3 + 4 have two
countershafts. This compact design (with reduced
weight) ensures a good distribution of torque, lower
gear loading levels and therefore greater efficiency in
this performance class.
Distribution of power:
into constants K1 and /or K2 K2
on both countershafts
K1
4 3 2 1
014 867
Key
1 Transmission actuator
2 Shift cylinder for splitter group
3 Shift cylinder for main transmission
aenedgs
4 Shift cylinder for range change group 1616-Gsp
GV 3/4
5 Selector cylinder for main transmission 1/2
R
GP
019489
2 3 4 1 5
eds
sGpaeng
1122-
GV 2/3
1/R
GP
019490
PTO
PTO
PTO
PTO
PL
R
3 2 1
KII PTO
KI
Gear Ratio Gear step Inertia torque 1)
i kgm 2
1st gear 12.790 0.062 1st gear
1
1.238
2nd gear 10.333 0.086 2
2nd gear
1.287
3rd gear 8.029 0.067 3
3rd gear
1.238
4th gear 6.487 0.093 4th gear
4
1.253
5th gear 5.176 0.078 5th gear
5
1.238
6th gear 4.182 0.109 6
6th gear
1.367
7th gear 3.058 0.083 7
7th gear
1.238
8th gear 2.471 0.118 8
8th gear
1.287
9th gear 1.920 0.120 9
9th gear
1.238
10th gear
10
10th gear 1.551 0.174
1.253
11th gear 1.238 0.205 11
11th gear
1.238
12
12th gear
12th gear 1.000 0.304
019 425
R PL
3 2 1
KII PTO
KI
Gear Ratio Gear step Inertia torque 1)
i kgm 2
1st gear 10.333 0.084 1
1st gear
2
1.230
2nd gear 8.399 0.108 2nd gear
3
1.295
3rd gear 6.487 0.091 3rd gear
4
1.230
4th gear 5.273 0.118 4th gear
5
1.261
5th gear 4.182 0.107 5th gear
Reverse 2 8.604
1.230
0.107 R2 2
Reverse
N K1
N K2
0.105
0.075 PTO-K1
PTO-K1
1) Values relate to input end
PTO-K2
PTO-K2
019 426
PL
R
3 2 1
KII PTO
KI
Gear Ratio Gear step Inertia torque 1)
i kgm 2
1st gear 12.790 0.072 1st gear
1
1.238
2nd gear 10.333 0.101 2
2nd gear
1.287
3rd gear 8.029 0.077 3
3rd gear
1.238
4th gear 6.487 0.108 4th gear
4
1.259
5th gear 5.176 0.089 5th gear
5
1.238
6th gear 4.182 0.126 6th gear
6
1.367
7th gear 3.058 0.094
7th gear
7
1.238
8th gear 2.471 0.134 8
8th gear
1.287
9th gear 1.920 0.132 9
9th gear
1.238
10th gear 1.551 0.193 10th 10
gear
1.253
11th gear 1.238 0.221 11th gear
11
1.238
12th 12
gear
12th gear 1.000 0.329
PTO-K2
PTO-K2
019 425
R PL
3 2 1
KII PTO
KI
Gear Ratio Gear step Inertia torque 1)
i kgm 2
1st gear 10.333 0.098 1
1st gear
1.230
2tnd gear 8.399 0.127 2
2nd gear
3
1.295
3rd gear 6.487 0.106 3rd gear
4
1.230
4th gear 5.273 0.138 4th gear
5
1.261
5th gear 4.182 0.123 5th gear
6
1.230
6th gear 3.399 0.165 6th gear
10th 10
1.230
10th gear 1.261 0.266
gear
11th 11
1.261
11th gear 1.000 0.326
gear
1.230 12th 12
gear
12th gear 0.813 0.473
R2 2
1.230
Reverse 2 8.604 0.126 Reverse
PTO-K1
N K1 0.124
N K2 0.087 PTO-K1
1) Values relate to input end
PTO-K2
PTO-K2
019 426
018769
The clutch actuator is flange-mounted on the inte- The clutch can be engaged in a very finely metered
grated clutch bell housing of the transmission. manner for sensitive setting off and manoeuvring.
The clutch is actuated by the clutch actuator, which in For very quick clutch actuations, if necessary, the
turn is actuated by the electronics in the transmission opening and closing times and/or cycle frequencies
actuator. can be varied to ensure adjustment speeds appropriate
for the situation.
Clutch actuator and transmission actuator are con-
nected (electrically) by the wiring harness integrated During every starting procedure, the present clutch
in the clutch actuator and the relevant transmission initial contact point is learnt in and stored in the
actuator connector (transmission end connector). transmission actuator for use at a later date (clutch
control). This learning in procedure ensures that up-
In addition to the pneumatic actuation piston respon- to date information about the wear status of the clutch
sible for the clutch release, the following components lining is available to the control software at all times.
are integrated in the clutch actuator: Two redundant,
cyclic valves are used each for opening and closing The driver is warned in good time before the clutch is
the clutch, whereby both valves have rear-mounted fully worn.
orifices of different diameters.
+ Upshift Downshift
+ + Accumulated Accumulated
upshift downshift
The following range selectors can be purchased from The shift positions are sensed electrically. The digital
ZF for the ZF-AS Tronic system: signals are converted into CAN signals in the ZF E
module ( refer to Section 2.4.1.2) and made avail-
Console range selector with integrated rotary switch able to the transmission control unit via the ZF-CAN
Order no. 6006 029 018 bus.
Drawing no. 6006 629 024
The range selector can if necessary by replaced by
a vehicle manufacturers interface-compatible range
The range selector is the control device for selector.
selecting the driving range More range selector data can be found in
selecting the gear installation drawing 6006 629 024.
activating / deactivating automatic mode
calling up the error display on the display
( refer to diagnosis, Section 3.5)
2.4.1.2 Electronic module (ZF E module) The following inputs / outputs are available.
Order no. 6041 322 033
Drawing no. 6041 622 023 CAN interface
1x CAN interface (250 k Baud, interface in
The ZF E module is needed when the range selector accordance with ISO/DIS 11898)
information as well as various vehicle input / output
signals (door switch, PTO request ) are not avail- Inputs
able to the transmission control unit as CAN signals. 11x low active digital inputs for range selector
5x low active digital inputs for vehicle signals
These digital input / output signals are converted into 3x high active digital inputs for vehicle signals
CAN signals in the ZF E module and communicated
to the transmission electronics via the ZF-CAN bus. Outputs
2x low active digital inputs for vehicle signals
4x high active digital inputs for vehicle signals
E module
ZF-CAN
ZF-AS Tronic
transmission electronics
+ Upshift Downshift
+ + Accumulated Accumulated
upshift downshift
N
R D S = Search function*
RM DM
DM = Maneuvering forwards
D = Drive (forwards, automatic or manual)
N = Neutral
R = Reverse
019 617, 019619, 019621
RM = Maneuvering in reverse
* If the S position (search function) is selected during manual operations, the transmission shifts into the ECO gear (low engine speed).
If the S position (search function) is selected when the engine brake is engaged, the transmission shifts into the POWER gear (high engine speed).
As a further range selector variant, the new ZF con- connected to the input or output as well as their
sole-type range selector with integrated E-module wiring should if necessary be established in agree-
can be used for the ZF-AS Tronic system. This range ment with ZF.
selector contains the electronics (E-module) needed
for recording, transfer and activation: If the range selector output is used to activate a com-
ponent (e.g. PTO), then the ground / earth connection
Lever-type range selector of this component MUST be routed back to the range
Order number: 0501 321 169 selector. The definitions of the corresponding imple-
Drawing number: 0501 321 169 mentations must be agreed upon with ZF.
selecting the driving range (If necessary, four more outputs can be depicted on
selecting the gear the lever-type range selector applications for imple-
activating / deactivating automatic mode mentation can be clarified on request.)
selecting the search function
NOTE
The positions of the lever-type range selector are Grip / cover (hood) do not fall within the standard ZF
recorded using a sensor matrix and converted into scope of supply. Customer-specific parts should be
CAN signals by the electronics in the range selector. ordered separately.
In addition to recording the drivers request, an input More details of the lever-type and rotary switch
and an output signal can also be connected to the can be found in the installation drawings.
range selector. The definition of the components
Clutch overloaded.
Select lower gear (clutch)
DISPLAYS
008 021
Communication error
008 010
to display
Transmission in Neutral (Electronic error)
008 122
Excess transmission
008 011
temperature
Gear engaged
018 467
008 015
SYSTEM ERRORS
Manual operation,
shifted gear, downshift options System error.
(2 gears) Restricted further travel
016 893
possible.
Reverse gear low 008 026
engaged Example:
error no.: 53
008 107
The installation of the SAE 1 flange in relation to the Refer to information provided in the ZF-Intarder
output flange is the same as with the ZF-AS Tronic technical manual order no. 6085 765 104.
without Intarder attachment.
Stationary mode
Gears cannot be selected
PTOs can only be used at a standstill
2.5.2.4 Retrofitting
3.5 Diagnosis
3.5.1 Error memory
3.5.2 On-board diagnosis
3.5.3 Off-board diagnosis
3 Description of function 3.1 Basic function
3 Description of function
The function of the ZF-AS Tronic transmission system is sub-divided into two key blocks; the basic function
and the automatic drive program.
Function structure:
018980
The basic function ensures that the ZF-AS Tronic Detailed descriptions of the signals can be found
and the pneumatically activated clutch are operated in signal specification ZF no. 1328 761 005 if
in the relevant operating / drive situations. Amongst needed.
other things, this includes selecting gear, setting off,
manoeuvring and gear shifting. In the ZF-AS Tronic transmission systems standard
application, data is also exchanged via CAN to
The basic function includes the recording of all the ZF E module for recording range selector
signals needed for the function. These are signals information and also for activating PTOs. This CAN
from sensors, such as travel, speed as well as bus connection is operated separately from the CAN
pressure and temperature sensors, which are fitted on driveline.
and in the transmission. Other information (crucial
to the function) is exchanged via the CAN driveline A good diagnosis concept is needed to handle the
(Control Area Network) between the electronic large number of signals makes. This is described in
systems fitted in the vehicle and the ZF-AS Tronic Section 3.4 and 3.5.
control unit.
3.1.1 Shift engagement characteristics / 3.1.2.2 Shifting from one gear to another
ignition on
If the setting off gear is manually corrected (to select
When the ignition is switched on, the sensor and a higher or lower gear) when the vehicle is at a stand-
control elements, valves, actuator cylinders etc. are still, this is a shift from one gear to another. In this
checked for errors (e.g. short circuit, interrupt, main instance, if the clutch is already open, the transmis-
transmission in Neutral, plausibility in accordance sion input and output speeds are zero so that the new
with specification). During this ignition on and/or gear requested can be selected directly.
check phase, the transmission and clutch-related
sensor values are acquired by the system.
3.1.2.3 Shifting to Neutral
This learn-in procedure can only start if there
are no errors on the clutch actuator and Neutral is If the driver selects Neutral from the setting off gear,
successfully learnt in via the transmission sensors. this request is implemented immediately by shifting
During the learning in procedure, the main points of from one gear to the next and the clutch then closed.
the clutch actuators adjustment range must be deter-
mined and saved. The clutch actuator needs these
points (once determined) during travel, depending on
the relevant drive situation. The absolute position of
these points depends on the stretch and tolerances of
the mechanics of the entire clutch activation path as
well as depending on the present degree of clutch
wear. The clutch learn in procedure can be used to
compensate for any possible clutch wear.
When travelling forwards, the driver is free to When travelling backwards, with 16 and 12-speed
choose the setting off gear up to a maximum setting transmissions, the lower R gear is generally selected.
off gear if the automatically set setting off gear is to There is no automatic gear change. The high R gear
be corrected. For 12-speed transmission, this is 3rd must be selected via manual intervention via the
gear, for 16-speed transmissions, 5th gear. range selector. With bus transmissions, only one
R gear is available.
Actuating the accelerator allows for comfortable If thermal overloading arises during the second
setting off without damaging the clutch in various phase, the driver is informed of this via the display.
situations (laden / empty, flat / incline, gradient). The nominal engine speed is continuously reduced
If the vehicle rolls in the opposite direction of travel, at the same time. This is achieved by successively
the engine does not stall when setting off. The setting closing the clutch. The nominal engine speed can be
off procedure is aborted if the load is reduced or the reduced until the engine stalls.
brake pedal is actuated.
If the clutch travel sensor fails, a changeover is made
The setting off procedure basically consists of four to time-controlled closing / opening of the clutch.
phases: in the first phase, the clutchs idle stroke is
surmounted. This is the range in which the clutch
does not transfer torque. The position up to where
the clutch is closed is applicable. After every clutch
learning in procedure, the applied position is
entrained in accordance with the modified clutch
travel. Overriding the idle stroke serves to pass
through the range in which the clutch transfers no
torque as quickly as possible.
During travel, a shift can be triggered automatically by the automatic drive program, or manually by the driver.
The general shift processes of upshifts and downshifts are described in the next two sections.
3.1.4.1 Upshifts
A B1 Partial opening of clutch and at the same D Deactivation of transmission brake once
time reduction in load by reducing the fuel minimum difference in speed of trans-
injection volume. mission shift elements is reached.
B1 C Rapid, complete opening of clutch once DE Transmission actuator selects new gear.
load reduction is complete.
EF Clutch closes again in parallel to build-up
B2 C The transmission actuator deselects the of load.
present gear.
F G Once clutch has closed completely, the
C Sensors report transmission in Neutral. shift procedure is complete.
C D Activation of transmission brake to
compensate for difference in speed
between transmission shift elements.
Engine speed
Clutch disengaged
Clutch engaged
B2 Gear engaged
Transmission in Neutral
Transmission brake off
Transmission brake on
Speed adaptation
Time A B1 C DE F G
3.1.4.2 Downshifts
A B Partial opening of clutch and at the same EF Once shift elements are at the same speed,
time reduction in load. the clutch opens and the transmission
B C Rapid, complete opening of clutch. actuator selects the gear requested.
C D The transmission actuator deselects the F G When Gear selected signal is displayed,
present gear. clutch begins to close in parallel to build-
up of load.
D Sensors report transmission in Neutral.
G Clutch is closed, shift is complete.
DE Partial closing of clutch and blipping of
throttle by briefly increasing fuel injection
volume. Transmission shift elements are
brought up to connecting speed of gear to
be selected.
Engine speed
Clutch disengaged
Synchronizing
Clutch engaged
Gear engaged
Transmission in Neutral
Time A BCD E F G
3.1.5 Manoeuvring
If the driver actuates the accelerator within a defined torque on the clutch is set by the control unit so that
range, appropriate clutch travel is also set via the drive resistance is surmounted. The accelerator can
clutch actuator. Here, the electronic transmission therefore be used to slowly move the vehicle forwards
control unit (TCU) affects the engine speed bringing or backwards in a very sensitive manner.
it to the level required for manoeuvring operations.
As the accelerator is increasingly actuated, the clutch The clutch travel depends not only on the accelerator
is moved further towards the closed position and the position but also on the manoeuvring gear selected
target engine speed increases. and shifted using the range selector (standard appli-
cation scenario: with 16-speed transmissions, this is
Sliding friction is produced on the friction interfaces 1st, 2nd or 3rd gear, with 12-speed-transmissions,
as a result of the partially closed clutch. The transfer this is 1st or 2nd gear).
The automatically selected setting off gear may be If the accelerator is moved beyond the range defined
within the range of these manoeuvring gears. It is for manoeuvring, manoeuvring mode is exited.
however also possible for the setting off gear to be
outside the manoeuvring range. In this instance, the
manoeuvring gear required must be selected by
means of manual intervention via the range selector.
Automatic gear changes do not take place during
manoeuvring.A gear change has to be manually
requested via the range selector.
Manoeuvring
018988
3.1.6 Protective functions In this instance, the driver receives both visual and
acoustic warnings (passive protective measure).
3.1.6.1 Engine protection functions The warning is reset once a defined lower load limit
value is reached.
In the automatic drive program, an automatic
upshift may occur to protect the engine from over- If the warnings are not observed, active protective
speed when engine speeds exceed a defined speed measures are automatically initiated.
threshold (x% above nominal engine speed). If the setting off gear selected is greater than 1st gear,
Automatic upshifts do not occur in manual mode. then the clutch engagement speed increases as the
friction energy increases so that as clutch loading
NOTE increases, the period of loading (slip time) is reduced
This function must be discussed by the customer sufficiently.
and ZF.
Depending on the clutch load calculated, a shift is
also automatically made back into a lower setting off
gear. When in manoeuvring mode and when a
3.1.6.2 Clutch overload protection defined threshold value is reached, a shift is made
from manoeuvring mode into setting off mode. In
In order to prevent the clutch from being damaged other words, the clutch automatically begins to close
as a result of excessively long friction processes, the to encourage the driver to set off. Once cooled down
present clutch load is continuously calculated from to below the threshold valve, manoeuvring mode is
the clutch torque, differential speed on clutch and the again permitted.
slip time. Taking the previous friction processes into
consideration, checks are undertaken to determine
whether the load limit value has been exceeded.
Slip time
Differential
speed Driver
Clutch information
Algorithm
n for protecting
,n against clutch
t
overload Clutch
activation
Driver Engine P
intervention torque
T 018964
3.1.7 Activating PTOs (PTO) 2. The PTO is engaged. To do this, the clutch opens
and the transmission brake reduces the trans-
Depending on the application, PTOs can be operated mission input speed.
when stationary or stationary / mobile. Stationary 3. The output of the electronic control unit for
operations are only permitted when the transmission mechanical engagement of the PTO is activated.
is in Neutral. Gears cannot be selected. When in 4. As soon as the PTO is successfully engaged, this
stationary / mobile mode, the starting gears and /or is shown on the display and the clutch is subject to
a reverse gear can be selected when at a standstill. closed loop control when in stationary PTO mode
Gears cannot be selected during travel if PTOs are and when in stationary / mobile mobile, the clutch
still activated. Gear shifts can also not be undertaken is closed once the accelerator has been depressed.
during travel.
When the ZF-AS Tronic automatic drive program The existing vehicle CAN signals are used to network
is installed, only accelerator and brake (service EDC (Electronic Diesel Control), ABS (Anti-lock-
brake and 3rd brake) actuation is needed to move Braking-System), ASC (Anti-Slip Control), Intarder
the vehicle. The transmission is fully automatically and transmission. It is therefore very easy to deter-
shifted by the transmission control unit. mine the necessary driving modes.
With the automatic drive program, customer benefits Detailed descriptions of the signals can if
come to the fore. A reduction in fuel consumption necessary be found in signal specification ZF
when compared with the average driver in long- no. 1328 761 005.
haulage transport and frequency of shifting together
with optimum gear selection are some of the key
features of this function. The program can also be
adapted to different vehicles and engines.
Exchange of signals:
! '
!
! (
)
*
(
)
"
"
#
$% + )"
&
!
"
,-./0/
3.2.3 Automatic gear change Other help functions include determining setting off
gear and ratio step calculation with determination of
An operating mode control unit controls (closed shift time. A prediction of power in the new gear and
loop) the transitions between various operating detection of engine governing are also available.
modes. This control unit detects driveline traction
mode or coasting mode from a large number of The figure (below) shows a simple upshift under
external and internal signals. Different processes are traction in engine performance characteristics by way
selected within traction and coasting mode depending of example. A target speed range in which the engine
on kick-down, with or without engine braking speed is to fall after the shift process is defined in
Intarder operations or cruise control operations. these characteristics. The target speed point is calcu-
Furthermore, the operating mode control unit decides lated from present vehicle acceleration and a drive
whether manual intervention is influencing the auto- resistance-dependent correction, in this instance an
matic drive strategy or whether a standstill shift is increase in speed. The final shift speed results from
present with the vehicle virtually at a standstill. the change in speed brought about by the relevant
ratio step and a supplementary value for increased
Numerous calculations, characteristics and character- drive resistance.
istics curve evaluations and interpolations are needed
for the different operating modes. Vehicle status para- If the shift speed exceeds the shift speed range, the
meters, such as present vehicle acceleration and the ratio change and/or gear selection has to be recalcu-
present traction or coasting torque are calculated in lated. The limit points in the upper speed range result
these help functions. The drive resistance and the from the accelerator position and acceleration of the
mass calculation are key influencing parameters for transmission input speed. The ratio step is therefore
determining the shift point. Other status parameters, determined via the shift speed calculation. This pro-
such as speed and the acceleration of the transmission cedure has proven itself in numerous applications in
shafts and an estimate of the vehicle mass when set- trucks, buses and cranes.
ting off, are used for a harmonic drive strategy.
(%
(
%
-
&
%
&%
&
' ( ) ' ( ((
!
018978
NOTE
When operated manually using the range selector,
fuel consumption may if necessary increase depend-
ing on driver's manual gear selection.
3.3 ZF-AS Tronic malfunction concept The following were identified as safety-related
malfunctions as defined in VDI/ VDE 3542 Page 1
3.3.1 Principles in the risk analysis:
Previously defined vehicle responses (commonly During development of the system, up-to-date quality
referred to as TOP EVENTS) which take various assurance methods and tools have been and are being
driving modes into consideration formed the starting applied in accordance with state-of-the art knowledge
point for analyzing conceivable malfunctions result- and technology. The function and service life of the
ing from faults or errors occurring during correct mechanical and pneumatic components are designed
system usage. The risk analysis as defined in DIN accordingly and investigated through the use of tests.
V 19250 resulted in requirement class 4 for the ZF-
AS Tronic transmission system under unfavourable System checks are carried out before and during
circumstances. operations so that redundancies and error protection
systems are available if required. The avoidance of
The following were defined as safe nominal statuses safety-related malfunction is reliably reached in
to be aimed for in the event of an error, depending on individual instances. Attempts are made to achieve
the driving mode: maximum possible vehicle availability for these
individual instances when defining failure responses.
driveline closed during travel Vehicle availability is not usually provided in
driveline open with vehicle at a standstill instances of accidental multiple failure which cannot
be systematically covered by the system. In such
The electronic system must have at least partial instances, the system is switched into the aforemen-
function for these nominal statuses to be set. tioned nominal status. If it is no longer technically
If this is no longer the case, the system stabilizes in possible for the nominal status to be set, the last
the present operating mode (failsafe mode). system status is retained.
Range selector
Sensor
Vehicle supply
MV2 interfaces for
ZF-AS Tronic
MV1
Display
ZF
E module
Transmission actuator
Sensor
Pres-
Pressure sure
Range change group relief sensor ZF system CAN
Sensor valve
Splitter
ZF-AS Tronic
Sensor
transmission ABS / Intarder Engine
electronics ASC electronics
Selecting
Sensor
Y1 Y9
shift valves
Main transmission Main shut-off valve
Vehicle CAN
System diagram ZF-AS Tronic 2 014 876
The clutch actuator and corresponding software Great importance (in terms of security and
functions are designed so that individual errors do not availability) is assigned to the interfaces between
result in undesirable responses. The redundant valve ZF-AS Tronic and vehicle. In the event of errors /
system, travel measurement and pressure relief valve faults, error responses and protection measures in
enable a defined nominal status to be retained or set. the ZF-AS Tronic result in the nominal status being
retained and/or the nominal status being set. One
One conceivable exceptional situation: the clutch is precondition for this is that vehicle malfunctions
closed, the nominal status is open driveline and the which affect the transmission system must be clearly
air supply or voltage supply is interrupted. In this recognizable. In order to check and ensure this
instance, the driver has to shut down or stall the principle, a vehicle integration FMEA ( refer
engine. to Section 3.3.2 System analyses carried out) is
created with the vehicle manufacturers and corre-
sponding measures initiated if necessary.
3.3.4 Transmission control unit concept
3.5.1 Error memory ZF can provide the OEM with the following diagno-
sis tools for troubleshooting on the ZF-AS Tronic in
If the ZF-AS Tronic system has detected an error, an the workshop:
error response and /or substitute function is activated
and the error saved in the error memory (RAM). TESTMAN, ZF diagnosis system for PC applica-
During the ECU run-down (after ignition off ), the tions incl. ZF diagnosis adapter DPA 04 and connec-
error memory contents are copied into the non- tion cable with ISO and/or SAE connection;
volatile memory (EEPROM). For description, refer to type sheet 6008 757 103.
When the error first arises, not only the error number All the necessary, transmission-specific data for a
but various ambient conditions, such as speeds, rapid and comprehensive diagnosis can be called up
present function status, gear, operating hours, etc. using the ZF TESTMAN diagnosis system.
can also be saved. After this, only the frequency at
which the error arises is counted. The diagnosis function includes:
reading present error;
Up to 10 different errors can be saved in the error reading error memory;
memory. If the error memory is full, non-active errors deleting error memory;
are overwritten. If an error no longer arises after a reading identification block.
defined number of ECU resets, the error is deleted.
The Test inputs and outputs function includes:
system test when at standstill;
system test during travel;
3.5.2 On-board diagnosis (when using the ZF test device (displays all digital inputs and outputs);
console-type range selector with separate displaying digital and analogue parameters e.g.
E-module) speeds, current strengths and voltage levels.
If an error is in place, the error number can be called When undertaking specific troubleshooting, this
up on the display in the vehicle. Further vehicle device allows staff trained by ZF to rapidly find the
operations are not permitted in the instance of serious error in the transmission system. Once the error
system errors (stop + screwdriver). has been detected, the diagnosis system proposes
remedial measures. Communication occurs in the
In order to call up the present error number, depend- form of a serial interface. Each screen page can be
ing on the present application, the rotary switch is printed out or saved for error documentation. The
e.g. moved to the Neutral position and the control diagnosis software is available in all major languages.
lever held in the + direction.
If the service brake is pressed at the same time, Terminal tester
all errors saved in the error memory are displayed. A terminal tester, complete with adapter for 20
If the service brake is not pressed, only the errors and/or 18-pin plug connections is available for the
presently in place are displayed. electrical troubleshooting of input and output signals
of the vehicle interface to the ZF-AS Tronic.
4.2 Temperatures
4.2.1 Permissible ambient temperatures on transmission
4.2.2 Permissible oil temperatures
4.2.3 Causes of excess oil temperatures
4.2.4 Additional transmission cooling
4.2.5 Use in sub-zero temperatures
4.2.6 Storing the transmission
4.4 Electrics
4.4.1 System layout and circuit diagrams
4.4.2 Description of connectors
4.4.2.1 Transmission end connector
4.4.2.2 Power supply connector to vehicle
4.4.3 Power supply voltages
4.4.4 CAN bus installation
4.4.5 Quality requirements of wiring
4.4.6 Connector and mating connector designations
4.4.7 Other electrical interfaces on the ZF-AS Tronic
4.4.7.1 Neutral switch (S12)
4.4.7.2 Speedo sensor
4.4.8 CAN signals
4.4.9 EMC
4.5 Pneumatics
4.6 Auxiliaries
4.6.1 ZF-Intarder
4.6.2 Third party retarder
4.6.3 ZF PTOs
4.6.4 Third party PTOs
Trucks
12-speed product family 1 (SAE1)* 1336 600 007
12-speed product family 2 (SAE1)* 1336 600 003
12-speed product family 3
* +
without Intarder 1327 600 015 .
16-speed product family 3
without Intarder
12-speed product family 4
without Intarder 1328 600 015
12-speed product family 3 with Intarder
, -
(rear left heat exchanger) 1327 600 016
16-speed product family 3 with Intarder 019 424
ZF-AS Tronic and ZF-AS Tronic mid are supplied with To design the push rod, ZF needs the dimensions
release bearings as standard. The OEM therefore no (A, X, Y and Z) and tolerances shown in Fig. 1.
longer needs the clutch actuator on the assembly line. These are acquired in the customer specification.
The snap ring on the release bearing is the trans-
missions interface to the clutch.
A Y
X
Max. stroke
Clutch actuator
70
Flywheel
Crank-
shaft
Magnetic stands
016 857
Only the screw surfaces on the transmission housing Fig. 3: Transmission flange-mounted on engine
and/or on the attachment unit intended for the
purpose may be used for the transmission suspension. E
Housing material GD-AlSi9Cu3 is defined as the key
strength values for the screw configuration, material
F270 and surface treatment Fe/Zn6B DIN 50961 are A B
defined for versions with threaded bushes.
! DANGER
The bending torque MC of the bearing
supports on mounting face C must not exceed
Continuous the limit value of 1900 Nm.
support
For calculation of MC , refer to Fig. 6
SM
A
016999
a
C
b
c
Fc Fc
l l
Fig. 4
2 2
016998
017000
Fc Fc
l l
Fc 2 2
2 019462
Fig. 5 Fig. 6
l (mM a + mG c) g
MC = b2
The central position of the screw connection on the
frame and the screw connection on the transmission
may have a max. offset of 20 mm (Fig. 5). mG = mass of transmission with all accessories oil +
water fill, propshaft, clutch release device
mM = mass of engine with all accessories oil + water,
clutch
g = 9.81 ms
2
4.1.9 Transmission installation angle Greater gradients may only be travelled briefly.
The longitudinal transmission inclination must F should be contacted if the vehicle application is
not exceed 5. The ZF-AS Tronic can endure a total associated with frequently occurring, greater
inclination (vehicle inclination incl. transmission gradients and with other transmission combinations.
inclination) of 17 without any damage.
This corresponds to a gradient of: The transmission installation angle (transverse)
21 % at 5 transmission inclination may be up to 3. ZF should be contacted if this value
30 % at 0 transmission inclination is exceeded.
4.1.10 Propshaft connection Limit values are displayed for the permissible
deflection angles in the following sub-sections.
A propshaft may be the cause of torsional and If these are observed, the vibration amplitudes
bending vibrations in the driveline. created by the propshaft will not exceed the above
The following values should therefore be observed. value.
The vehicle manufacturer is responsible for doing
this. The limit values for the deflection angle are used in
Exceptions from the specified values must be particular if there are no calculations or measurement
approved on a case-by-case basis. of the vibration amplitudes.
The maximum permissible angle acceleration The resultant angle R must first be determined for
amplitudes () in the driveline are 1500 rad/s 2. spatial propshaft layouts:
Smaller values do not cause vibration damage.
tan R = tan2 H + tan2 V
Rotary acceleration in the driveline can be checked by
means of calculation or measurement. Alternatively, with H deflection angle in horizontal view
the rotary angle error (, Fig. 7) can be used. (outline view level),
s 2 1306
0.4
0.2
S 0014
1000 2000 3000
Propshaft speed n (rpm)
Fig. 8
25
20
Deflection angleRR
R
18
Beugewinkel
20 30
16
14
25 Standard range
Standard-Baureihe
12 max. 7 bei Nebenabtrieb
Max. 7 with PTO
15 10
20 Flange 150
Flansch- 150
13 8
6
10 Flansch-
Flange 165/180/225
165/180/225
15 R 4
2
10 0
5 500 1000 1500 2000 2500 3000 3500 4000
Propshaft speed
Gelenkwellendrehzahl n (rpm)
n (1/min)
5
V
CAUTION
Propshaft calculation programs (graphic
For PTOs, the permissible spatial deflection
depictions) can be ordered from the ZF After-
angle R must not exceed 7.
Sales Service by specifying the following
numbers: CD-ROM (0000 766 707),
diskette (0000 766 708).
Basis: Windows 3.11, 95, 98, NT
Example 1
1 =12 1 =12
(exact Z
2 = 12 2 = 12
and/or W
0 0
arrange-
ment)
Example 2
(small 1= 5 1= 5
deflection
angle with 2 = 4 2 = 4 1 3
angle error)
Example 3
1 = 15 1 = 15
(large
2 = 14 2 = 14
deflection 1 5.4
angle with
angle error)
S 0011
Example 3 shows that with larger deflection angles, even an angle error of 1 results in excessively high joint deflection angles.
The axles should be mounted appropriately for all By selecting an appropriate spider position and
vehicle load statuses so that a precise propshaft Z varying the height of the intermediate bearing
configuration (1 = 2) can be achieved. (-angle distribution), the propshaft can often be
optimised with multiple arrangements.
S 0015
Balancing: The propshaft must be dynamically The configuration and co-ordination of the driveline
balanced using quality level as defined in VDI should be such that no resonance points arise in the
Guideline 2060 (Fig. 14). operating speed range.
S 0018
200 Vollastkurve
Full load curve
TMot.
150 +15%
100% +15%
100
zulssige
Permissible
80
Schwingungs-
peak
Q
berhhungen
16
vibrations
60
40
30
300 500 700 900 1500 3000 4000
0
Propshaft speed n (rpm) nMot.
Appropriate cover plates should be fitted for The following parts of the ZF-AS Tronic ( refer to
applications in which there is a risk of transmission Figure 016859) must be accessible for identification,
damage caused by e.g. deposits and increased dirt test, maintenance and repair purposes.
levels brought about by snow, salt water, dust and
Type plates of the ZF E module ( refer to
water.
drawing 6041 622 023), transmission actuator and
The vehicle and vehicle body manufacturers should
transmission ( refer to installation drawing)
also ensure that all uppermost plug connections are
protected from damage (e.g. protective floor panels). Oil filler plug, oil drain plug and overflow
measurement ( refer to installation drawing)
Compressed air connection at least 40 mm
clearance (for all connections)
4.1.14 Additional brackets
Plug disassembly on transmission actuator 24 mm
No screw connections on the ZF-AS Tronic may be clearance.
subsequently released to fit additional brackets. At least 110 mm vertical clearance should also
be provided for removing and installing the
transmission actuator ( refer to installation
drawing).
4.1.15 Fording ability
Plug disassembly on ZF E module 220 mm
clearance ( refer to drawing 6041 622 023)
CAUTION
The ZF-AS Tronic has no fording ability as Vehicle end diagnosis connector (assembly
standard. position defined by OEM); clearance at least
80 mm (Testman connection)
Both speedo sensors
All connecting plugs
In order to be able to only remove the transmission
*
*Please keep the transmission
Bitte fr Servicezwecke
actuators removal
den Aus/Einbauraum 12
/des * Please in case of any service
activities, we need de/installation (without the engine), at least 150 mm clearance is
installation area clear for
Getriebestellers freihalten space for the transmission actuator
service purposes needed to the rear ( refer to Figure 016859).
50*
110*
150*
150 *
016859
refer to installation drawing in Section 4.1.1 Chap. 4.3 and the relevant installation drawings
should be noted with regard to filling oil and the
oil level check in conjunction with a heat
exchanger.
4.3.1 Oil grade and oil change interval Always change the oil after a long journey while the
transmission oil is still at operating temperature and
The ZF-AS Tronic transmission is supplied with an thin.
oil fill as standard.
! DANGER !
The oil change intervals are co-ordinated to the Touching hot parts and transmission oil may
relevant oil qualities (refer to TE-ML 02). cause burns.
Approved oils and the oil change intervals Remove oil drain plugs from transmission and
gained with them can be found in the most recent collect transmission oil in a suitable container and
version of List of Lubricants TE-ML 02 dispose of in accordance with environmental
(ZF no. 1205 754 102). regulations.
Only product families 3 + 4: clean oil drain plug
and magnetic plug.
4.3.2 Oil quantity
Replace oil drain plug seal ring.
Correctly filling the oil is essential to the precise oil Tighten oil drain plugs to 60 Nm.
volume when changing oil (refer to Chapter 4.3.4).
The volumes given here are only guidelines. The transmissions of the AS Tronic families have one
or more oil drain plugs, depending on the version.
Transmission Oil change Initial filling by OEM
or after repairs
The position of these plugs can be seen in the
(in liters) (in liters)
relevant installation drawing (Chapter 4.1) and
Product family 1 approx. 6.5 approx. 6.5 the technical manual for the Intarder (ZF no.
Product family 2 approx. 7 approx. 7 6085 765 104).
Product family 3 approx. approx.
12-speed 11 / 12* 11 / 21*
4.3.4 Filling oil
Product family 3 approx. approx.
16-speed 12 / 13* 12 / 23*
Top up oil through oil fill aperture.
Product family 4 approx. approx.
12-speed 12.5 / 13.5 12.5 / 23.5* The oil level is correct once it has reached the
lower edge of the oil fill aperture, and /or if oil is
Bus approx. approx.
already escaping from the oil fill aperture.
10 and 12-speed 11 / 12* 11 / 21*
* with Intarder The position of oil fill apertures and the oil fill
plugs can be seen in the relevant installation
When a PTO is fitted, the oil quantity in the trans- drawing (Chapter 4.1) and the technical manual
mission increases. for the Intarder (ZF no. 6085 765 104).
NOTE
Wherever checking the oil level, also inspect the
transmission for leaks.
4.4 Electrics
Serial line
electronics of the engine (or vehicle), ABS ZF E module
and Intarder but also the display and range
selector with ZF E module. Communication ZF-CAN
between the electronics only takes place via
the vehicle driveline CAN as defined in
Engine Electron-
standard SAE J 1939 (other transfer protocols ZF-AS Tronic electron- ABS ics ZF
on request). The ZF-AS Tronic communicates ics Intarder
with the ZF E module via another CAN inter-
face (ZF CAN). The ZF display is activated by
a serial data line. Vehicle driveline CAN
Voltage supply
If the vehicle is fitted with an onboard Diagnosis
Speedo signal 014 879
vehicle computer, this can send signals from/
to range selector, display, PTOs, R gear relay,
etc. via the vehicle driveline CAN to the Fig. 15 with ZF E module
ZF-AS Tronic so that the ZF E module is no
longer needed (Fig. 16). Dashboard Range selector Additional interfaces for
ZF-AS Tronic
The circuit diagram is the electrical wiring
diagram for the ZF components in the system
layout. It is used to establish the wiring and
the connectors of the ZF components are also
depicted for this purpose.
OEM bus
Vehicle Engine
If the wiring for connecting ZF components electron-
to the transfer connector (vehicle supply Onboard computer ics
connector in E box) is supplied by ZF, then
Vehicle driveline CAN
ZF also draws up a connection diagram.
Engine Electron-
ZF-AS Tronic electron- ABS ics ZF
ics Intarder
Voltage supply
Diagnosis
Speedo signal
014 880
Wiring to the clutch actuator and output speed sensor This wiring falls within the scope of supply.
is connected to the transmission end transmission
actuator connector.
* This output is electrically connected to the ADVP1 output (vehicle supply connector to vehicle)
The vehicle end connector on the transmission option, ZF can also supply a connection cable from
actuator represents the connection to the vehicle this connector into the vehicles dry compartment.
power supply. The mating connector needed is shown The requirement and purpose of the individual lines
in the connector overview in Section 4.4.6. As an are explained in more detail per pin.
CAN_H
014 881
Point A Point A
R1 R1*
CAN_H
Point B
Transmission electronics as
CAN BUS end consumer
Electronics
free
Terminal Vehicle
resistance
wiring
014 884
Fig. 19
Electronics
Terminal Vehicle
resistance
wiring
free
014 883
Fig. 20
4.4.5 Quality requirements of wiring The wiring should be routed and secured at a protect-
ed point in the vehicle. The cable must be secured at
A distinction is made between two fundamental a maximum of 20 cm downstream of the transmission
installation situations. power supply connector. Suspended wiring is not
permitted.
1. Wiring which is routed in the cab and/or in the
vehicle frame. The connectors must not be tightened down too
firmly. Ensure that the connectors and mating
2. Wiring which is routed on the ZF unit and/or connectors are compatible and snapped in.
directly next to the unit or engine. More stringent
requirements apply here in terms of temperature, Also ensure that there are no relative movements,
mechanical properties, resistance to media. e.g. between vehicle frame and transmission, which
damage the wiring.
If the cable from the power supply connector The securing material must be selected ensuring
(on the transmission actuator) is produced by the that the wiring is neither squashed nor damaged or
vehicle manufacturer, then technical customer pre-damaged in any way.
information TKI 6029 705 003 should be noted
CAUTION
A sufficient distance should be maintained from
Routing and securing sources of heat, such as exhaust, heat exchanger
etc. and/or thermal protection should be fitted.
The wiring should be routed in the vehicle so that it
a) is not damaged Other techn. requirements can be found in
TKI 6029 705 003.
b) can be accessed at any time
One neutral switch is available for the ZF-AS Tronic: The ZF-AS Tronic only expects deviating, higher
repeat rates for a few signals.
Switch: item number 0501 210 059
(bayonet connection in accordance with
As developed at present, this relates to
DIN 72585)
the accelerator position (with idling switch)
Comments:
the wheel speed of the ABS.
If the Neutral signal is delivered by CAN, the mech.
neutral switch is not needed.
The signal specification of the TKI 1328 761 005
must be confirmed by the vehicle manufacturer.
G32 1:1 Deviations from these should be agreed upon in a
BAJONETTANSCHLUSS DIN 72585-A1-2.1-A G/K1
BAJONET CONNECTION
special manner.
35.1
1.5
The following characteristics must be observed in
addition to the requirements described in the signal
specification:
23.6
1
2
Example 1
Compressor
Air drier 4-circuit
protective
valve
Relief
valve
Transmission 5 bar*
actuator
with pressure sensor inner = 9 mm
014885
20 L
Example 2
Compressor
Air drier 4-circuit
protective
valve
Transmission
actuator
with pressure sensor D-I = 9 mm
20 L
A separate air reservoir is fitted for the ZF-AS Tronic The air lines from the ZF-AS Tronic air reservoir
and is protected by a pressure relief valve. Other con- to the transmission actuator and clutch actuator
sumers must not be connected up to this compressed must have a nominal width (interior diameter) of at
air circuit with the exception of the ZF-Intarder. least 9 mm. Maximum lengths of 4 m must not be
The pressure relief valve prevents the pressure in exceeded.
the air reservoir from falling when there is a leak or
insufficient air in the rest of the air system.
Minimum volume of air reservoir: Air quality
ZF-AS Tronic 10 dm3
ZF-AS Tronic + IT 20 dm3 The compressed air made available to the vehicle
must be cleaned, dried and free of condensate.
Air particle filter: 40 microns mesh width.
Air pressure
Air dryers which emit alcohol or other substances
Supply pressure needed 8 - 12.0 bar downstream of into the air system which may have a negative impact
air drier. on sealing materials are not authorized.
To ensure that sufficient shifts can be undertaken
when there is insufficient air, ZF-AS Tronic has to be Maximum permissible water content of compressed
supplied with a supply pressure of at least 8 bar. air: 15 % (relative air humidity).
The transmission actuator uses an integrated pressure
reducing valve to reduce the air pressure to 7 bar of Ambient Water content
shift pressure to preserve the shift elements and to temperature [C] [g/m 3 ]
achieve constant shift characteristics. -20 0.136
Reliable shifting and connection of the shift system -10 0.332
is ensured with a shift pressure of 7 bar. 0 0.726
10 1.41
Shift pressure = pressure level in transmission
20 2.6
actuator downstream of pressure
30 4.55
reducing valve
Supply pressure = pressure level in air reservoir 40 7.66
4.6.1 ZF-Intarder ZF-PTOs can either be fitted in the factory when the
transmission is supplied, at a later date by the vehicle
The ZF-Intarder cannot be retrofitted. The ZF- manufacturer or in the end customers complete
Intarder must always be taken into consideration vehicle.
when ordering the transmission.
The type sheet for ZF-PTOs, ZF no. 1328 757 151,
For ZF-Intarder applications, particular attention provides information on the selection of ZF-PTOs
should be paid to the peripheral parts such as the available. The fitting specifications have to be
fitting of electronics, wiring and cooler connection at drawn up in conjunction with ZF and the vehicle
the water end. The pulse count of the speedo sensor manufacturer.
changes slightly to that of applications without an
Intarder. Particular mention should be made here of the
fact that when a PTO is mechanically fitted, the
Installation instructions and interface electronics in the ZF-AS Tronic need additional
descriptions can be found in the ZF-Intarder programming to guarantee the operating safety of
technical manual (ZF no. 6085 765 104). the system in conjunction with the automated clutch.
When the vehicle manufacturer is fitting the PTO,
The exchange of signals needed with the ZF- the technical data set should be clarified with the
AS Tronic via the CAN bus is taken into con- technical sales team. When retrofitting on supplied
sideration in the ZF-Intarder electronics software. vehicles, this is undertaken by the ZF service centre.
If a PTO is fitted without the ZF fitting instructions
Special features of oil fills for the ZF- (e.g. electronics program modification) being
AS Tronic-Intarder combination can be observed, then ZF assumes no warranty for this unit
found in the ZF-Intarder technical manual combination, the functional and operating safety of
(ZF no. 6085 765 104). the entire system.
Initial installation of a ZF-AS Tronic and ZF-Intarder The peripherals (wiring harness etc.) needed for the
system combination must be commissioned and ZF-PTOs have to be ordered from the vehicle manu-
approved by ZF. facturer. If retrofitting on a vehicle which has already
been supplied, the ZF service centres will assist.
By pressing the fork towards the engine, check ZF external programming equipment
whether the connection has snapped in correctly.
ZF-AS Tronic-specific data present for EOL pro-
Secure cover back onto underside of housing 1.
gramming has to be forwarded to ZF. A standardized
procedure should be defined for this purpose.
4.7.6 EOL (End Of Line) programming
019075
NOTE
Gears cannot be selected when
engine is stationary.
Start engine (refer to 4.8.1.1). Maneuvering mode is available for extremely long
journeys (e.g. connecting and /or disconnecting a
Turn rotary switch from N to D semi trailer or trailer).
The first 2 forwards travel gears and both reverse
Automatic driving mode is activated travel gears are available for maneuvering (depending
on the vehicle, possibly only 1st gear and one R gear).
The display shows the Maneuvering mode does not engage in other gears.
starting gear selected.
(The system selects the The system recognizes maneuvering mode from the
starting gear itself, clutch accelerator position and the low roadspeed.
remains separated.) 014 788 In maneuvering mode, the vehicle (accelerator) is
more sensitive and clutch activation differs from how
Depress accelerator and at the same time release it is in normal mode.
the parking brake.
! DANGER !
The system changes from maneuvering mode
! DANGER ! to setting off depending on the accelerator
The vehicle may start to roll away even if you position and vehicle speed.
do not depress the accelerator. The vehicle may accelerate.
RISK OF ACCIDENT !
Vehicle sets off (clutch closes automatically).
1st gear and RL
D N R
Hill start
Maneuvering period unlimited.
! The CL display appears if the
DANGER !
D N R clutch is overloaded.
Select gear, only release parking brake once
accelerator has been depressed otherwise the
CAUTION
vehicle will roll backwards.
If the driver does not respond to
the CL display, the clutch may
be damaged as a result of over-
Starting gear correction
load.
The driver can correct the starting gear proposed by
the system.
2nd gear and RH
D N R Maneuvering only available until
Undertaking correction:
CL is reached.
Press control lever in or + direction.
D N R ! DANGER !
The display shows the starting gear selected. If the driver does not respond to
the CL display, the system
switches from maneuvering mode
to setting off mode.
The vehicle may accelerate.
RISK OF ACCIDENT !
If the vehicle rolls forwards transmission in Neutral Jumping one gear step:
once the brake has been released and you shift from Press control lever in the direction required twice
N to D , the system selects a gear appropriate in quick succession.
for the roadspeed. The driveline is therefore closed.
Jumping two gear steps:
Press control lever in the direction required three
4.8.1.5 Changing operating mode: times in quick succession.
Manual /Automatic
NOTES
Can be undertaken at any time, even during travel. You can shift from any gear to Neutral at anytime
using the rotary switch. This shift request takes
A/M
To change operating mode from Manual to priority over other requests.
Automatic The accelerator position must not be changed
Press control lever to the left during the shift process because the engine is
controlled electronically.
To change operating mode from Automatic to A shift command is not undertaken if the shift
Manual would result in the max. permissible engine speed
Press control lever to the left or press control being exceeded.
lever in + or direction.
Depending on the vehicle, the system may ! DANGER !
automatically return to Automatic operating Shifts to Neutral can also be made during
mode after a certain time. travel. If a shift is made to Neutral, the
driveline is interrupted. The engine brake
then no longer functions.
4.8.1.6 Changing gear
! DANGER ! ! DANGER !
If the vehicle is rolling, a shift is not made into The engine brake function is interrupted
reverse gear! during the gear shift. The vehicle may
Immediately bring the vehicle to a standstill. accelerate when traveling downhill.
! DANGER !
! DANGER ! If the driver ignores the warning, the clutch
The engine cannot be switched off if a gear is will close when the accelerator is depressed.
selected. The vehicle may roll away if no This prevents the clutch from being further
brakes are engaged. Engage parking brake. overloaded.
This may cause the engine to stall and
rolling backwards downhill cannot then be
NOTE ruled out.
If the transmission is not shifted to Neutral before the The clutch opens again when you take your
engine is switched off, this is done automatically foot off the accelerator.
when the ignition is moved to Off .
During mobile PTO operations, only certain gears If a screwdriver symbol appears on the display,
can be used depending on the transmission type there is a system fault. Only restricted operations
(refer to Chap. 3.1.7). may be available.
If a STOP and a screwdriver symbol appear
Gear shifts are only undertaken when the vehicle on the display, there is a serious system fault. Shut
is stationary. Gear changes during travel are not down the vehicle, you must not continue driving.
possible.
The fault message and the resultant error response
Switch on PTO and select setting off gear. can be cancelled when the vehicle is stationary via
Ignition OFF , until the display goes out. If the
The following appears on the display e.g.: display does not go out after Ignition OFF ,
switch off the system by means of the master
battery switch. Switch the ignition back on. If the
fault message is still present, you will have to go to
a service center.
008 018
When contacting the service center, please specify
i.e.: PTO 1 is activated, starting gear 3 is selected the error number(s).
(refer to Chap. 2.4.3).
Stationary operations
NOTE
013 588 013 587 When draining the pneumatic tank, the pneumatic
e.g.: Error no. 74 Error no. 174 cleaners and water separate should also be drained if
this is not done automatically.
If 4 bars and 2 arrows are displayed in addition If vehicles are fitted with an air dryer, the interval
to the number shown, this means: error no. + 200 for replacing the cartridge must be observed.
(only on a two-digit display)
018 470 When handing over the vehicle to the end customer,
e.g.: Error no. 227 point out the function, operation and maintenance of
the ZF-AS Tronic units.
Switch on ignition
Turn rotary switch to N and at the same time
depress the foot brake
Hold control lever in + position
4.9.1 Application
a = Customer specification
b = Type designation of vehicle manufacturer
c = Engine data
Nu Ex Ex
mb am Nu am
er mb ple
* standard
ple
* Standard
of of er of
Explanation
sp
Explanation
Truck
ge tra of
ar ge ell
s ns ar ing
mi
ss AS s
AS ion =
12 AS 2300 BO
10 AS 2000 BD
12 AS 2330 TO
12 AS 2140 TD
=a TC aut
ut = T om
om C ati
at Tr c t
ic on ra
12
10
tra ic ns
12
12
ns (A mi
mi S ss
Tu ss + W io
rn ion Nu Tu SK n sy
ing sy mb rn ) ste Nu
mo ste er ing m mb
me m of 0 = mo er
nt ge Ec me of
[N ar
AS
AS
0=
s 2 = oli nt ge
[N
AS
AS
sta m]
=f A te ar
s
nd ac 4 = S 1 AS; m] =
ar to Te AS 22/ 1 = fa
d2 rx ch Te
00 no 30 142 AS ctor ch
2 10
0 log 4 /1 10
62 1 x 10 no
yf ; 3 /1 0 log
23
20
0= am 0= = A 21; yf
23
wi
th
ou To
ily 2= w
N M itho
S
23
3/
21 am
ily
tI rq V ut I 26
5-2
nt ue nt 3; Tu
ar
de lim ar rn
de
0
0
ing
r; it r*
3
4
1= ;1 mo
B wi T= =I me
=B nt
us th Tr nt
ar
;D Int Te uc de lim
ar k; it
=D de ch
nic D r; Pr
od
r* =D
0
0
ire al uc
ct ire
0
0
ge ct tf
dr ne am
ive ra dr ily
;O tio ive
=O Va n ;O
ve ria =O Va
rd nt ve ria
5.1 Designations for AS transmission (status July 2003)
rd
B
5.1
riv nt
s
T
e riv
Ve e
BD
rsi Ve
TD
on rsi
on
019017
019016
2003-08
Designations for AS transmission
5 Annex 5.2 AS transmission program
AS transmission program
No. of gears
12 AS 1010 1220 1420 1630 1930 2130 2340 2540 TD
12
12 AS 1010 1210 1420 1620 1930 2130 2330 2530
2540 2740 2940 3140 T
16 AS 2230 TD
16 16 AS 2630 T
200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200
under development [Nm]
019526
Abkrzungen
Deutsch Englisch
Calculated ISMA-starting gear - (0=NO, 1=YES) Intelligent Shift Management (ISMA) suggests starting gear.
Y4 Y5 Y4 Y5
Y2 Splitter K2
Y3 Splitter K1
Y8 Range (GP) low
Y9 Range (GP) high; Y7
Y7
R 2 1 3
3 von 44
ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
(KWP2000) FMI
condition
ISMA available
kind of failure
SPN-Prio
failureNo. (dec)
SPN
Astronic ZF-
2 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3002 3
at output stage to Y2 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Splitter; DD: alternative gears is possible. Driving and shifting: If the failure RESET
high, OD: low) occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
3 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3003 3
at output stage to Y3 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Splitter; DD: alternative gears is possible. Driving and shifting: If the failure RESET
low, OD: high) occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
4 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3004 3
at output stage to Y4 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Select) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
4 von 44
ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
5 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3005 4
at output stage to Y5 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Select) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
6 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3006 3
at output stage to Y6 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Shift) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
7 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3007 3
at output stage to Y7 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Shift) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
8 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3008 3
at output stage to Y8 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Range) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
5 von 44
ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
9 Short circuit to ground by ECU hardware,if output is Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 5 3009 3
at output stage to Y9 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Range) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
10 Short circuit to ground by ECU hardware,if output is ECU output switches off. No gearshifting possible! No neutral After RESET and 0 1 5 3010 3
at output stage to Y10 activated shifting possible !Selected gear remains engaged; Vehicle start no short circuit to
(Main valve) permitted if gear <= lowest gear in high range group is engaged. ground
After ignition on, system not available.
12 Short circuit to ground by ECU hardware,if output is ECU output switched off. No reverse light activation possible. No After RESET and 0 1 5 3012 3
at output stage to activated further system restrictions no short circuit to
reverse light relay (E- ground
Module)
15 Short circuit to ground by ECU hardware,if output is no activation of output possible After RESET and 0 1 5 3015 3
at output stage to AD activated no short circuit to
24 ground
17 Short circuit to ground by ECU hardware,if output is ECU output switches off. Driving: Upshifts during driving are After RESET and 0 1 5 3017 3
at output stage to Y1 activated controlled like downshifts. Input speed will be synchronized by no short circuit to
(inertia brake valve) engine speed. Upshifts blocked, when input target speed is below ground
engine idle speed. Increased shifting time. Stationary: Increased self
adjustment time. Increased shifting time when shifting out of neutral.
Increased PTO engagement time.
18 Short circuit to ground by ECU hardware,if output is ECU output switches off. Function taken on by valve Y16 (clutch After RESET and 0 1 5 3018 3
at output stage to Y17 activated disengage fast). Decreased comfort for clutch functions. no short circuit to
(valve clutch ground
disengage slow)
19 Short circuit to ground by ECU hardware,if output is ECU valve output switches off. Function taken on by valve Y14 After RESET and 0 1 5 3019 3
at output stage to Y15 activated (clutch engage fast). Decreased comfort for clutch functions. no short circuit to
(valve clutch engage ground
slow)
6 von 44
ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
20 Short circuit to ground by ECU hardware,if output is Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 1 5 3020 3
at output stage to Y16 activated coming to standstill. Neutral automatically engaged at standstill. failure will not be
(valve clutch Gearshifting blocked, continued driving not possible. System not sensed
disengage fast) available.
21 Short circuit to ground by ECU hardware,if output is ECU valve output switches off. Function taken on by valve Y15 After RESET and 0 1 5 3021 3
at output stage to Y14 activated (clutch engage slow). Increased shifting time. Decreased comfort no short circuit to
(valve clutch engage for clutch functions. ground
fast)
22 Short circuit to ground by ECU hardware,if output is Driving: Gearshifting blocked. Stationary: Clutch opens, when failure is no longer 0 0 5 3022 3
at output ADVP activated coming to standstill. Neutral automatically engaged at standstill. detected or after
(wakeup control signal Gearshifting blocked, continued driving not possible. System not RESET
for E-module, voltage available.
supply to display,
warning lamp, warning
buzzer, output speed
sensor 1)
26 CAN engine After timeout of the message, Applied substitute parameters (P1 to P7) from data application field After receiving a 1 1 4 3026 3
configuration timeout failure is set will be taken. Reduced functionality for automatic mode and start correct message or
gear calculation, if deviation of substitute parameters and real after RESET.
values is high. Target speed for downshifting can be reduced.
Quality of clutch disengagement for stopping can be reduced.
27 Error on engine Signal faulty or missing. Applied substitute parameters (P1 to P7) from data application field After receiving a 1 1 8 3027 3
configuration will be taken. Reduced functionality for automatic mode and start correct message or
message (engine gear calculation, if deviation of substitute parameters and real after RESET.
configuration) values is high. Target speed for downshifting can be reduced.
Quality of clutch disengagement for stopping can be reduced.
28 Error on Actual Signal faulty or missing. No calculation of driving resistance possible. No automatic Signal available or 0 0 8 3028 3
driveline retarder - calculation of start off gear. When coming to standstill, medium start after RESET.
percent torque signal off gear will be shifted. No other functional restrictions.
(ERC1_DR)
29 Error on Engine no actual status available There are no downshift requests coming from retarder to increase Signal available or 1 1 8 3029 3
coolant load increase engine speed to improve cooling power. after RESET.
signal (ERC1_DR)
7 von 44
ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
30 Error on Driveline Signal faulty or missing. No calculation of driving resistance possible. No automatic Signal available or 0 0 8 3030 3
retarder configuration calculation of start off gear. When coming to standstill medium start after RESET.
message (Driveline off gear will be shifted. No other functional restrictions.
retarder configuration)
31 Error on Actual engine Signal faulty or missing. No calculation of driving resistance possible. No automatic Signal available or 0 0 8 3031 1
retarder - percent calculation of start off gear. When coming to standstill medium start after RESET.
torque signal off gear will be shifted. No other functional restrictions. No
(ERC1_ER) information about engine brake torque. If exhaust brake is active,
shifting quality at start of shifting may be poor. Engine brake is
considered not active.
32 Error on Engine Signal faulty or missing. No calculation of driving resistance possible. No automatic Signal available or 0 0 8 3032 3
retarder configuration calculation of start off gear. When coming to standstill medium start after RESET.
message (Engine off gear will be shifted. No other functional restrictions.
retarder configuration)
33 CAN Engine retarder After timeout of the message, No calculation of driving resistance possible. No automatic After receiving a 0 0 4 3033 3
configuration timeout failure is set calculation of start off gear. When coming to standstill medium start correct message or
off gear will be shifted. No other functional restrictions. after RESET.
34 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3002 1
stage to Y2 (Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Splitter) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
35 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3003 3
stage to Y3 (Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Splitter) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
36 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3004 3
stage to Y4 (Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Select) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
37 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3005 3
stage to Y5 (Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Select) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
38 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3006 1
stage to Y6 (Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Shift) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
39 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3007 1
stage to Y7 (Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Shift) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
40 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3008 1
stage to Y8(Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Range) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
41 Interruption at output by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 10 3009 3
stage to Y9 (Valve activated the shift-valve outputs are blocked, engagement of chosen detected or after
Range) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
42 Interruption at output by ECU hardware,if output not No gearshifting possible! No neutral shifting possible! Selected gear No interruption and 0 1 10 3010 3
stage to Y10 (Main activated remains engaged; Vehicle start permitted if gear <= lowest gear in output not
valve) high range group is engaged. After ignition on, system not available activated or after
RESET.
44 Interruption at output by ECU hardware,if output not No reverse light activation possible. No further system restrictions No interruption and 1 1 10 3044 3
stage to reverse light activated output not
relay (E-Module) activated or after
RESET.
47 Interruption at output by ECU hardware,if output not no activation of output possible No interruption and 1 1 10 3047 3
stage to AD 24 activated output not
activated or after
RESET.
49 Interruption at output by ECU hardware,if output not Driving: Upshifts during driving are controlled like downshifts. Input No interruption and 0 1 10 3049 3
stage to Y1 (inertia activated speed will be synchronized by engine speed. Upshifts blocked, output not
brake valve) when input target speed is below engine idle speed. Increased activated or after
shifting time. Stationary: Increased self adjustment time. Increased RESET.
shifting time when shifting out of neutral.
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
50 Interruption at output by ECU hardware,if output not Function taken on by valve Y16 (clutch disengage fast) Decreased No interruption and 0 1 10 3050 3
stage valve Y17 (clutch activated comfort. output not
disengage slow) activated or after
RESET.
51 Interruption at output by ECU hardware,if output not Function taken on by valve Y14 (clutch engagement slow) No interruption and 0 1 10 3051 3
stage valve Y15 (clutch activated Decreased comfort. output not
engage slow) activated or after
RESET.
52 Interruption at output by ECU hardware,if output not Function taken on by valve Y17 (clutch disengage slow). Increased No interruption and 0 1 10 3052 3
stage valve Y16 (clutch activated shifting time. Decreased comfort. output not
disengage fast) activated or after
RESET.
53 Interruption at output by ECU hardware,if output not Function taken on by valve Y15 (clutch engage slow). Increased No interruption and 0 1 10 3053 3
stage to large Y14 activated shifting time. Decreased comfort. output not
(clutch engage fast) activated or after
RESET.
54 Interruption at output by ECU hardware,if output not Driving: Gearshifting blocked. Stationary: Clutch opens, when failure is no longer 0 0 10 3022 1
ADVP (wakeup control activated (detection only coming to standstill. Neutral automatically engaged at standstill. detected or after
signal for E-module, during initialization) Gearshifting blocked, continued driving not possible. System not RESET
voltage supply to available.
display, warning lamp,
warning buzzer, output
speed sensor 1)
66 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3002 1
at output stage to Y2 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Splitter) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
67 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3003 3
at output stage to Y3 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Splitter) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
68 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3004 3
at output stage to Y4 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Select) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
69 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3005 3
at output stage to Y5 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Select) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
70 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3006 3
at output stage to Y6 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Shift) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
71 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3007 1
at output stage to Y7 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve Shift) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
72 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3008 1
at output stage to Y8 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve range low) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
73 Short circuit to positive by ECU hardware,if output not Driving: Gear remains engaged, gears with present short-circuit at failure is no longer 0 1 6 3009 1
at output stage to Y9 activated the shift-valve outputs are blocked, engagement of chosen detected or after
(Valve range high) alternative gears is possible. Driving and shifting: If the failure RESET
occurs during shifting, gear remains engaged or ECU tries to shift
an adequate gear dependent on the current driving conditions. If this
is impossible the Main-Transmission is shifted to 'neutral'. Gears
with present short-circuit at the shift-valve outputs are blocked, ECU
attemps to engage the chosen alternative gears if possible.
74 Short circuit to positive by ECU hardware,if output not Driving: Gearshifting of all gears possible. Stationary: All starting No short circuit to 0 1 6 3010 1
at output stage to Y10 activated gears can be engaged. Driving with start off gear possible. positive and output
(Main valve) not activated or
after RESET.
76 Short circuit to positive by ECU hardware,if output not Reverse light permanently switched on. No other functional After RESET and 1 1 6 3076 1
at output stage to activated restrictions. no short circuit to
reverse light relay (E- positive.
Module)
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
79 Short circuit to positive by ECU hardware,if output not output permanent active No short circuit to 1 1 6 0 3
at output stage to AD activated positive and output
24 not activated or
after RESET.
81 Short circuit to positive by ECU hardware,if output not Driving: Gearshifting blocked. Stationary: Shift of start off gears No short circuit to 0 1 6 3017 3
at output stage to Y1 activated possible. Main valve will be only activated during shifting, if clutch is positive and output
(inertia brake valve) opened. Start off possible. not activated or
after RESET.
82 Short circuit to positive by ECU hardware Gearshifting generally blocked, system not available. Driving and no short circuit to 0 1 6 3018 3
at output stage to valve gear engaged: Attempt to keep clutch engaged (prevention with positive or after
Y17 (clutch disengage engagement valves). Stationary: Engagement valves are switched RESET.
slow) off, automatic neutral shifting when clutch is disengaged.
83 Short circuit to positive by ECU hardware Gearshifting generally blocked, system not available. Driving: no short circuit to 0 1 6 3019 1
at output stage to valve Required clutch position maintained via disengagement valve. positive or after
Y15 (clutch engage Stationary: Automatic neutral shifting after a certain time. RESET.
slow)
84 Short circuit to positive by ECU hardware E-Modul switches off. No shift lever information. No display no short circuit to 0 1 6 3020 1
at output stage to valve information (display dark), warning buzzer not available; warning positive or after
Y16 (clutch disengage lamp not available. Output speed signal 1 will be replaced by RESET.
fast) redundant information. Output ADVP is switched off, Failure is set
back. ISMA is available but no detection of shift lever position over
E-modul; failure display is not possible
85 Short circuit to positive by ECU hardware Gearshifting generally blocked, system not available. Driving: no short circuit to 0 1 6 3021 1
at output stage to valve Required clutch position maintained via disengagement valve. positive or after
Y14 (clutch engage Stationary: Automatic neutral shifting after a certain time. RESET.
fast)
86 Short circuit to positive by ECU hardware,if output not 1. After ignition off/on Failure will be detected during initialization. E- After RESET 0 1 6 3022 1
at output ADVP activated (detection only Modul does not switch off. Display can not be switched off. No
(wakeup control signal during initialization) restrictions on system availability. After ignition off, display is
for E-module, voltage flashing EE. 2. During operation No restrictions on system
supply to display, availability.
warning lamp, warning
buzzer, output speed
sensor 1)
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
90 Communication error 1. Timeout detection, if no There is no differentiation, whether P1 does not receive data from after RESET, if the 0 0 9 3090 3
between controller 1 datas are coming from other P2 or vice versa. If no communication will be detected between failure will not be
and controller 2 (ECU processor. 2. Checksum error processors during initialization (after ignition on), P1 initiates a reset sensed
failure) of data messages between P1 on P2. If a failure is detected during driving, no reset will be initiated.
and P2. 3. If initialization System reaction Driving: Gearshifting blocked. Stationary: Clutch
datas from P1 are not opens, when coming to standstill. At standstill automatic neutral
complete received in P2, P2 shifting. No further gearshifting possible. System not available.
does request datas again with
a defined repetition number. If
data transfer failed after
repetition attempts, failure will
be set.
91 CAN EBC1 timeout After timeout of the message, No calculation of driving resistance possible. No automatic After receiving a 0 0 4 3091 1
failure is set calculation of start off gear. When coming to standstill medium start correct message or
off gear will be shifted. No other functional restrictions. after RESET.
92 Error on ABS active Signal faulty or missing. No calculation of driving resistance possible. No automatic Signal available or 0 0 8 563 3
signal (EBC1) calculation of start off gear. When coming to standstill medium start after RESET.
off gear will be shifted. No other functional restrictions.
93 Error on ASR engine Signal faulty or missing. No calculation of driving resistance possible. No automatic Signal available or 0 0 8 561 3
control active signal calculation of start off gear. When coming to standstill medium start after RESET.
(EBC1) off gear will be shifted. No other functional restrictions.
94 Error on ASR brake Signal faulty or missing. No calculation of driving resistance possible. No automatic Signal available or 0 0 8 562 3
control active signal calculation of start off gear. When coming to standstill medium start after RESET.
(EBC1) off gear will be shifted. No other functional restrictions.
95 Error on Cruise Signal faulty or missing. No other functional restrictions Signal available or 0 1 8 595 3
control active signal after RESET.
(CCVS)
96 Error on Cruise Signal faulty or missing. No other functional restrictions, gear hunting in cruise control Signal available or 1 1 8 86 3
control set speed possible after RESET.
(CCVS)
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
97 Error on Engine 1.Signal faulty or missing Driving: Time based control of clutch during shifting. Decreased 1.Signal available 0 1 8 190 3
speed signal (EEC1) 2.Engine speed > plausible clutch comfort after shifting. Clutch does open below fixed value (No and engine speed
value clutch opening according coasting condition) Engine speed < plausible value
governor during upshift does not work. Stationary: No special 2.After Reset
manoeuvering operation possible. Time based control of clutch
during starting off. Decreased clutch comfort of manoeuvering and
starting.
98 Error on transmission 1.Speed gradient > upper Driving: Increased shifting time. During upshifting and downshifting 1.Input_speed > 0 1 8 161 3
input speed signal limit clutch will be partially closed when t/m in neutral to substitute input minimum value and
2.input_rpm > plausible value speed by engine speed. If gear is engaged, input speed is < plausible value
3. input_rpm = 0 and gear is substituted by output speed. Stationary: Increased shifting time. and clutch is
engaged and outputspeed > Decreased clutch comfort in manoeuvering and starting. closed and
minimum value and difference between
outputspeed > minimum value input_speed and
4.During selfadjust-ment when eng._speed <
clutch is closed and threshold and
input_speed < minimum value input_speed >
and eng._speed > minimum minimum value.
value 2.Input_speed >
5.Gear is engaged and clutch minimum value and
is closed and difference speed < plausible value
between input and engine and output_speed
speed > threshold and > minimum value
outputspeed > minimum value and gear engaged
and outputspeed > minimum and difference
value between input
speed and
outputspeed*i_gear
< threshold
3.After RESET
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
99 Error on output speed 1.Output speed 1 gradient Output speed signal will be calculated depending on system 1.No gradient 1 1 8 3099 1
signal 1 >upper limit application from redundant output speed information. Redundant failure detection
2.Output speed 1 > plausible speed information will be taken depending on application from and difference
value vehicle speed signal via CAN OR output speed signal from CAN Output speed_1
3.Output speeds not plausible tachograph. Manual shifting of all gears possible. and output
with each other. Erronous speed_2 <
output speed defined by threshold and both
plausibility test with input output speeds >
speed minimum value.
2.After RESET
(including gradient
failure detection)
100 Error on output speed Signal faulty or missing. If outspeed signal 1 is available, no functional restrictions of Signal available or 1 1 8 191 3
signal 2 system. after RESET.
101 Error on both output 1.Output speed 1 and 2 = 0, Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 0 8 3101 3
speed signals gear engaged and coming to standstill. Neutral automatically engaged at standstill. failure will not be
input_speed > minimum value Gearshifting blocked, continued driving not possible. System not sensed
2.Output speed 1 and 2 = 0, available.
gear engaged and clutch
closed and engine _speed >
minimum value
3.Output speed signal 1 and
output speed 2 are faulty
102 Plausibility error No shifting running and Driving: Gearshifting blocked during driving including neutral shift After RESET 0 1 3 3102 3
between transmission engaged gear > attempt. Stationary: Start off gears can be engaged. Driving with
input speed and out- Testgang_plausib and start off gear possible.
put speed difference between input
speed and
output_speed_1*i_gear >
drz_delta_n_tol (ratio input
speed to output speed not
according to ratio of engaged
gear.
104 High voltage (Vehicle Circuit voltage > limit No system restrictions while driving. circuit voltage 1 1 1 158 4
electrical system threshold If fault occurs before 'Ignition ON' (key 15) the transmission does within valid range
voltage too high) not get out of the check phase. or after RESET.
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
105 Low voltage (Vehicle Circuit voltage < limit Driving: Gearshifting blocked. Clutch valves will be controlled circuit voltage 0 1 2 158 3
electrical system threshold independent on voltage level. If PTO is engaged and relay cannot within valid range
voltage too low) be kept active, PTO will be disengaged. Subsequent failure or after RESET.
detection of all failures during low voltage will be supressed.
Stationary: Gearshifting blocked. If PTO is engaged and relay
cannot be kept active, PTO will be disengaged. If gear is engaged
and driver switches off ignition, attempt to shift to neutral is allowed
independent on voltage level. Subsequent failure detection of all
failures during low voltage will be supressed. ECU will be switched
off independent on successful neutral shifting after time out.
107 Stabilised voltage Voltage AU out of range(see Driving: Clutch is disengaged and engaged by time control. Voltage at AU 0 1 2 3107 3
supply at output AU ADC_AU_Ausfallschwelle) Stationary: Manoeuvering not possible. If start does not occur within within valid range
(clutch sensor supply) certain time, transmission is automatically shifted to neutral. New and RESET
out of valid range start off gear must be engaged by selector lever. Decreased clutch
comfort during start off.
108 Error in selector lever By plausibility test of switches Following item describes failure reaction of ZF selector lever with 1. Valid shift lever 1 1 9 3108 3
or tip lever in selector lever. three D-positions , one N and one R position and tip lever with neutral signal
position G (middle position) , S (search function) , + and -.General (rotary switch at
function (also without failure active): After ignition off/on , a gear can neutral) 2. After
be only shifted, if rotary switch once has been in neutral position. Reset
Failure reaction is depending on driving situation and on gear
engaged. 1.Failure on tip lever:-> No shifting possible. At standstill,
start off gear selected by rotary switch will be engaged. Driving with
selected start off gear possible (forward and reverse). 2.Failure on
rotary switch: If a gear is engaged during driving, no gear shifting is
possible. At standstill start off gear according last known (stored)
Dx position will be shifted. Driving with selected start off gear
possible. If at standstill neutral is engaged, no gearshifting is
possible -> system not available.
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
110 ZF CAN timeout ZF-CAN informations can`t be 1. After ignition off/on: Failure will be detected during initialization. After receiving a 1 1 4 3110 3
transmitted and received; No shift lever information. Failure code will be indicated correct message or
failure after timeout automatically on display alternating with gear information. System after RESET.
not available. 2. During operation: No gearchange possible. When
coming to standstill, last selected (via rotary switch) startoff gear
will be automatically engaged. Continuous driving only with startoff
gear possible. If reverse gear has been engaged, t/m will
automatically shifted to neutral. No shift lever information. Failure
code will be indicated automatically on display alternating with gear
information.
111 CAN Time/Date After timeout of the message, Information is used for clutch load calculation. If information is After RESET 1 1 4 3111 3
timeout failure is set missing, ECU switch off time cannot be calculated. Because of that
clutch cooling behavior cannot be calculated correctly. After ignition
off/on the actual clutch load value will be set to zero.
112 Error on Time/Date Signal faulty or missing. Information is used for clutch load calculation. If information is Signal available or 1 1 8 3112 3
signals missing, ECU switch off time cannot be calculated. Because of that after RESET.
clutch cooling behavior cannot be calculated correctly. After ignition
off/on the actual clutch load value will be set to zero.
113 Error on Driveline After timeout of the message, No calculation of driving resistance possible. No automatic Signal available or 0 0 4 3113 3
retarder configuration failure is set calculation of start off gear. When coming to standstill medium start after RESET.
timeout off gear will be shifted. No other functional restrictions.
114 Clutch engaged Clutch engaged Standstill: shift to neutral, after neutral system available After RESET, after 0 0 0 3114 3
unintentionally in unintentionally in standstill, neutral, clutch
standstill, gear gear engaged open
engaged
117 Error in clutch self- No clutch stroke change in System not available After RESET 0 0 0 3117 3
adjustment process spite of piloted valves
Condition.: no clutch stroke
sensor failure no engine_rpm
error, no input_rpm error
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118 Clutch does not No clutch stroke change in Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 1 0 3118 3
disengage spite of piloted coming to standstill. Neutral automatically engaged at standstill. failure will not be
disengagement valves Gearshifting blocked, continued driving not possible. System not sensed
condition: no engine_rpm available.
failure, no input_rpm failure,
no clutch stroke sensor
failureengine_rpm and input
_rpm > min. rpm, clutch not
disengaged, allowed switch-
on-time eceeded
119 Clutch does not Driving / Stationary:Clutch Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 1 0 3119 3
engage / does not sensor does not recognize coming to standstill. Neutral automatically engaged at standstill. failure will not be
transmit engine torque engagementEng._rpm <> Gearshifting blocked, continued driving not possible. System not sensed
input_rpmCondition: no available.
eng._rpm failure, no
input_rpm failure, no clutch
stroke sensor failure,
engine_rpm and input_rpm >
n_min., clutch not engaged,
allowed switch-on-time
eceeded
120 Mechanical failure of Clutch does not disengage in Function taken on by redundant valve.Decreased clutch comfort After RESET 0 1 0 3120 3
small disengagement spite of piloted valves (3
clutch valve times)
121 Mechanical failure of Clutch does not disengage in Function taken on by redundant valve.Decreased clutch comfort After RESET 0 1 0 3121 3
large disengagement spite of piloted valves (3
clutch valve times)
122 Mechanical failure of Clutch does not engage in Function taken on by redundant valve.Decreased clutch comfort After RESET 0 1 0 3122 3
small engagement spite of piloted valves (3
clutch valve times)
123 Mechanical failure of Clutch does not engage in Function taken on by redundant valve.Decreased clutch comfort After RESET 0 1 0 3123 3
large engagement spite of piloted valves (3
clutch valve times)
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
124 Error on clutch travel Clutch stroke sensor signal Driving: Clutch is disengaged and engaged by time control. After RESET and 0 1 0 3124 3
signal out of range (see Stationary: Manoeuvering not possible. If start does not occur within plausible voltage
ADC_Kup_Ausfallschwelle) certain time, transmission is automatically shifted to neutral. New signal
or start off gear must be engaged by selector lever. Decreased clutch
Increase of input shaft speed comfort during start off.
while take up if clutch position
signal indicates an open
clutch
or
Decrease of difference
beween engine speed and
input shaft speed in standstill
if clutch position indicates an
open clutch
or
decrease of engine speed
below idle speed while stop if
clutch position signal indicates
an open clutch
126 Error on pressure Voltage at analog input out of No system restrictions on availability, f external air supply is If voltage level is 0 1 3 3126 3
sensor signal range (see sufficient. No air pressure indication AL on display in case, air within plausibel
ADC_Drucksensor_Ausfall) pressure is not sufficient. Self adjustment of transmission and clutch range or after
is done time based and not related to the sensor signal. Time for RESET.
adjustment could be longer.
127 Error on ECU Voltage level is out of range No system restrictions on availability. If voltage level is 0 1 3 3127 1
temperature sensor (see within plausibel
signal ADC_ECU_Temp_Ausfall) range or after
RESET.
129 No shift sensor signal by ECU hardware Driving: When failure occurs during shifting, gear engaged signal is After RESET 0 1 6 3129 3
(Short circuit to transmitted based on time control. Further gearshifting blocked.
positive) Only shifting out of neutral possible Stationary: Neutralshifting will
be verified by select test procedure. Engagement of starting gears
possible. Change of starting gears possible. Main valve and gear
valves remain active until clutch engagement exceeds defined
threshold or driving condition is detected (to overcome tooth-to-
tooth)
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ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
130 No shift sensor signal by ECU hardware Driving: When failure occurs during shifting, gear engaged signal is After RESET 0 1 5 3129 3
(Short circuit to transmitted based on time control. Further gearshifting blocked.
ground) Only shifting out of neutral possible Stationary: Neutralshifting will
be verified by select test procedure. Engagement of starting gears
possible. Change of starting gears possible. Main valve and gear
valves remain active until clutch engagement exceeds defined
threshold or driving condition is detected (to overcome tooth-to-
tooth)
131 No shift sensor signal by ECU hardware Driving: When failure occurs during shifting, gear engaged signal is After RESET 0 1 10 3129 1
(Interruption) transmitted based on time control. Further gearshifting blocked.
Only shifting out of neutral possible Stationary: Neutralshifting will
be verified by select test procedure. Engagement of starting gears
possible. Change of starting gears possible. Main valve and gear
valves remain active until clutch engagement exceeds defined
threshold or driving condition is detected (to overcome tooth-to-
tooth)
132 Self adjustment error Sensor value outside of self With ignition off, t/m will be automatically switched to neutral. With After RESET 0 1 0 3132 3
of shift sensor adjustment range with ignition on, valve Y6 and Y7 (neutral) will be switched on together
sufficient air pressure and with main air valve Y10. If sensor value is outside of neutral self
three attempts to teach in had adjustment range and air pressure is sufficient, ECU tries three
been not successful. Sensor times to adjust neutral position. If neutral position could not be
value outside of self adjusted, self adjustment failure will be set. If air pressure is not
adjustment range with faulty sufficient and neutral could not be adjusted, no adjustment failure
air pressure sensor, and a will be set. If air pressure sensor is faulty, N will be adjusted one
maximum number of attempts time. If neutral could not be reached, a waiting time will be started.
to teach in had been not After waiting time has past, neutral adjustment will be tried again.
successful. The adjustment procedure will be repeated until a defined number of
attempts. If the maximum number of attempts will be exceeded,
then self adjustment failure will be set. Stationary: Engagement of
starting gears out of neutral possible, if air pressure is sufficient.
(Gear engaged signal created via time control) Neutral position will
be verified by select procedure. If air pressure is not sufficient,
shifting is blocked. Driving: Gearshifting blocked
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133 No gate select sensor by ECU hardware Driving: Only forward gears can be selected, which are allocated in After RESET 0 1 6 3133 3
signal (Short circuit to opposite shift-position of the reverse gear. If failure occurs during
positive) shifting, the target gate will be engaged by time control. Stationary:
All allowed starting gears can be switched, whose positions are
allocated in opposite shift-position of the reverse gear. No reverse
gear shiftable.
134 No gate select sensor by ECU hardware Driving: Only forward gears can be selected, which are allocated in After RESET 0 1 5 3133 3
signal (Short circuit to opposite shift-position of the reverse gear. If failure occurs during
ground) shifting, the target gate will be engaged by time control. Stationary:
All allowed starting gears can be switched, whose positions are
allocated in opposite shift-position of the reverse gear. No reverse
gear shiftable.
135 No gate select sensor by ECU hardware Driving: Only forward gears can be selected, which are allocated in After RESET 0 1 10 3133 1
signal (Interruption) opposite shift-position of the reverse gear. If failure occurs during
shifting, the target gate will be engaged by time control. Stationary:
All allowed starting gears can be switched, whose positions are
allocated in opposite shift-position of the reverse gear. No reverse
gear shiftable.
136 Gate select sensor self Sensor value outside self With ignition off select cylinder will be switched into the gate of high 1. After successful 0 1 0 3136 1
adjustment error adjustment range with forward-gears. In case of electrical fault at select valve, only engagement of
sufficient air pressure and possible gate will be adjusted. gate 2. After
three attempts to teach in had Engine stopped: If select sensor value is outside of self adjustment RESET
been not successful Sensor range and air pressure is sufficient, then ECU tries once to adjust
value outside self adjustment gate allocated to the high forward-gears. If it's not possible to adjust
range with faulty air pressure this gate, the gate allocated to the low forward-gears will be
after waiting time and a selected. If this adjustment is also not possible, ECU selects again
maximum number of attempts the previous gate. The adjustment procedure will be repeated three
to teach in had been not times. If no adjustment is possible at all, after third attempt a self
successful. adjustment error will be set. If select sensor value is outside of self
adjustment range and air pressure is not sufficient, no select
position will be adjusted. Engine running: If select sensor value is
outside of self adjustment range and air pressure is sufficient, then
ECU tries once to adjust gate allocated to the high forward-gears. If
it's not possible to adjust this gate, the gate allocated to the low
forward-gears will be selected. If this adjustment is also not
possible, ECU selects again the previous gate. The adjustment
procedure will be repeated three times.If no adjustment is possible
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at all, after third attempt a self adjustment error will be set. If select
sensor value is outside of self adjustment range and air pressure is
not sufficient or air pressure sensor is faulty, then ECU tries once to
adjust gate allocated to the high forward-gears. If it's not possible to
adjust this gate, the gate allocated to the low forward-gears will be
selected. If this adjustment is also not possible, ECU selects again
the previous gate. The adjustment procedure will be repeated three
times. If no adjustment is possible at all, after third attempt a waiting
time will be started. After waiting time has past, gate adjustment will
be tried again. The adjustment procedure will be repeated until a
defined number of attempts. If the maximum number of attempts
will be exceeded, then self adjustment failure will be set. For all
cases: If no gate could be adjusted, no gear shifting is possible.
System is not available. If only one gate could be adjusted, gear
shiftings in this gate are possible. Attempt to shift gear into not
adjusted position during driving and standstill is allowed If select
cylinder reaches adjustment range, adjustment failure will be reset.
If select cylinder does not reach adjustment range, last gear will be
reengaged. Subsequent select shifting failure will be supressed.
137 No range change by ECU hardware Driving: Range group shift during driving blocked. Only gears in After RESET 0 1 6 3137 1
group (GP) sensor engaged range group can be changed. If failure occurs during range
signal (Short circuit to shifting, range group will be engaged by time control. Only gears in
positive) engaged range group can be shifted. Stationary: All start off gears
can be engaged. Low range group will be engaged by time control.
Main valve and range valve remain active until clutch engagement
exceeds defined threshold or driving condition is detected (to
overcome tooth-to-tooth of range group)
138 No range change by ECU hardware Driving: Range group shift during driving blocked. Only gears in After RESET 0 1 5 3137 3
group (GP) sensor engaged range group can be changed. If failure occurs during range
signal (Short circuit to shifting, range group will be engaged by time control. Only gears in
ground) engaged range group can be shifted. Stationary: All start off gears
can be engaged. Low range group will be engaged by time control.
Main valve and range valve remain active until clutch engagement
exceeds defined threshold or driving condition is detected (to
overcome tooth-to-tooth of range group)
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139 No range change by ECU hardware Driving: Range group shift during driving blocked. Only gears in After RESET 0 1 10 3137 3
group (GP) sensor engaged range group can be changed. If failure occurs during range
signal (Interruption) shifting, range group will be engaged by time control. Only gears in
engaged range group can be shifted. Stationary: All start off gears
can be engaged. Low range group will be engaged by time control.
Main valve and range valve remain active until clutch engagement
exceeds defined threshold or driving condition is detected (to
overcome tooth-to-tooth of range group)
140 Self adjustment error Sensor value outside self With ignition off , range group remains in last engaged position. 1.After successful 0 1 0 3140 3
of range change group adjustment range Engine stationary: With ignition on ECU checks the range sensor range group
sensor in position fast value. If sensor value is within defined end position range high or engagement
low, the appropriate range valve combination will be activated and 2.After RESET
together with main valve Y10 range end position will be adjusted. If
range position is not within defined end position range and air
supply is sufficient, ECU tries to shift once into high position. If
range position is not within defined end position range and air
supply is not sufficient or air pressure sensor is faulty, no range
position will be shifted. Engine running: With ignition on ECU checks
the range sensor value. If sensor value is within defined end
position range high or low, the appropriate range valve combination
will be activated and together with main valve Y10 range end
position will be adjusted.If range position is not within defined end
position range , clutch remains closed and ECU tries to shift into
high position. If high position could not be engaged, range shifts into
low position. If low position could not be engaged, ECU tries three
times to engage high or low position. If air supply is sufficient and all
attempts failed to engage range, a self adjustment failure will be
set.If air supply is not sufficient or air pressure sensor is faulty and
range sensor is not within defined end position range , clutch
remains closed and ECU tries to shift into high position. If high
position could not be engaged, range shifts into low position. If low
position could not be engaged, ECU tries three times to engage
high or low position. If range could not be engaged, ECU waits a
defined time and retry range adjustment in high or low position. The
adjustment procedure will be repeated until a defined number of
attempts. If the maximum number of attempts will be exceeded,
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then self adjustment failure will be set. For all cases:If no range
position could be adjusted, no gear shifting is possible. System is
not available. If only low range could be adjusted, gear shifting in
low range group is possible. If only high range could be adjusted,
gear shifting in high range group is possible. Start off only in lowest
gear in high range position possible. Attempt to shift gear into not
adjusted positionduring driving and standstill is allowed. If range
cylinder reaches adjustment range, adjustment failure will be reset.
If range cylinder does not reach adjustment range, last gear will be
reengaged. Subsequent range shifting failure will be supressed
141 No splitter group (GV) by ECU hardware Shifting of splitter group blocked. Further driving only possible with After RESET 0 1 6 3141 3
sensor signal (Short last selected splitter group position. If desired gear is not shiftable,
circuit to positive) next higher gear will be engaged. If failure occurs during shifting,
splitter will be engaged by time control
142 No splitter group (GV) by ECU hardware Shifting of splitter group blocked. Further driving only possible with After RESET 0 1 5 3141 3
sensor signal (Short last selected splitter group position. If desired gear is not shiftable,
circuit to ground) next higher gear will be engaged. If failure occurs during shifting,
splitter will be engaged by time control
143 No splitter group (GV) by ECU hardware Shifting of splitter group blocked. Further driving only possible with After RESET 0 1 10 3141 3
sensor signal last selected splitter group position. If desired gear is not shiftable,
(Interruption) next higher gear will be engaged. If failure occurs during shifting,
splitter will be engaged by time control
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144 Splitter group (GV) Sensor value outside self With ignition off, splitter remains in last engaged position. Engine 1.After successful 0 1 0 3144 3
sensor self adjustment adjustment range stationary: With ignition on ECU checks the splitter sensor value. If range group
error sensor value is within defined end position range high or low, the engagement
appropriate splitter valve combination will be activated and together 2.After RESET
with main valve Y10 splitter end position will be adjusted. If splitter
position is not within defined end position range and air supply is
sufficient, ECU tries to shift once into high position. If splitter
position is not within defined end position range and air supply is not
sufficient or air pressure sensor is faulty, no splitter position will be
shifted. Engine running: With ignition on ECU checks the
splittersensor value. If sensor value is within defined end position
range high or low, the appropriate splitter valve combination will be
activated and together with main valve Y10 splitter end position will
be adjusted. If splitter position is not within defined end position
range , clutch remains closed and ECU tries to shift into high
position. If high position could not be engaged, splitter shifts into low
position. If low position could not be engaged, ECU tries three times
to engage high or low position. If air supply is sufficient and all
attempts failed to engage splitter, a self adjustment failure will be
set. If air supply is not sufficient or air pressure sensor is faulty and
splitter sensor is not within defined end position range ,clutch
remains closed and ECU tries to shift into high position. If high
position could not be engaged, splitter shifts into low position. If low
position could not be engaged, ECU tries three times to engage
high or low position. If splitter could not be engaged, ECU waits a
defined time and retry splitter adjustment in high or low position. The
adjustment procedure will be repeated until a defined number of
attempts. If the maximum number of attempts will be exceeded,
then self adjustment failure will be set. For all cases: If no splitter
position could be adjusted, no gear shifting is possible. System is
not available. If only low splitter could be adjusted, gear shifting in
low splitter group is possible. If only high splitter couldbe adjusted,
gear shifting in high splitter group is possible. Attempt to shift gear
into not adjusted positionduring driving and standstill is allowed. If
splitter cylinder reaches adjustment range, adjustment failure will be
reset. If splitter cylinder does not reach adjustment range, last gear
will be reengaged. Subsequent splitter shifting failures will be
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supressed.
145 Range change group Range change group does not Driving: When shifting from low range group to high group, the 1.After successful 0 1 0 3145 3
(GP) disengagement leave the previous position highest gear in low range group will be shifted. When shifting from range change
error within defined time. high range group to low group, the lowest gear in high range group group shift 2.After
will be shifted. Stationary: If it is not possible to select low range RESET
group, the lowest gear in high range group is selected as starting
gear. New attempt to shift range group is allowed under all driving
conditions. No reverse gear in high range group possible.
146 Changeover error Range change group does not Driving and stationary: If selected range group could not be 1.After successful 0 1 0 3146 3
during range change change over to new position engaged, range cylinder tries to repeat engagement three times. If range change
group (GP) shifting within defined time selected range group could not be engaged, following gear will be group shift 2.After
shifted: When shifting from low range group to high group, the RESET
highest gear in low range group will be shifted. When shifting from
high range group to low group, the lowest gear in high range group
will be shifted. Stationary: If it is not possible to select low range
group, the lowest gear in high range group is selected as starting
gear. New attempt to shift range group is allowed under all driving
conditions.
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147 Range change group Range change group does not Driving and stationary: If selected range group could not be 1.After successful 0 1 0 3147 1
(GP) does not engage reach end stop neither in new engaged, range cylinder tries to repeat engagement three times. If range change
nor in old position selected gear could not be engaged, old range position will be group shift 2.After
selected.If engagement into old range position failed, failure will be RESET
set.T/m shifts to neutral. New attempt to shift range group is allowed
under all driving conditions.
148 Splitter (GV) does not Splitter group does not leave If failure occurs, t/m shifts into next upper gear. Following gear 1.After successful 0 1 0 3148 1
disengage the previous position within restrictions are valid: Driving: The highest gear which can be splitter group shift
defined time. selected, is the highest gear in last engaged splitterposition.The 2.After RESET
lowest gear which can be selected is the lowest gear in last
engaged splitterposition. Stationary:The highest gear which can be
selected, is the highest start off gear in last engaged
splitterposition.The lowest gear which can be selected is the lowest
start off gear in last engaged splitterposition.
149 Change over error Splitter group does not If failure occurs, t/m shifts into next upper gear. Following gear 1.After successful 0 1 0 3149 3
during splitter shifting change over to new position restrictions are valid: Driving: The highest gear which can be splitter group shift
within defined time. selected, is the highest gear in last engaged splitterposition.The 2.After RESET
lowest gear which can be selected is the lowest gear in last
engaged splitterposition. Stationary:The highest gear which can be
selected, is the highest start off gear in last engaged
splitterposition.The lowest gear which can be selected is the lowest
start off gear in last engaged splitterposition.
150 Splitter (GV) does not Splitter group does not reach System not available. New attempt to shift splitter group is allowed 1.After successful 0 1 0 3150 3
engage end stop neither in new nor in under all driving conditions. splitter group shift
old position. detection only in 2.After RESET
standstill, during driving is GV
- shifting active up to stillstand
151 Selector cylinder does Selector cylinder does not Driving: When failure occurs during shifting, t/m shifts back into the 1.After successful 0 1 0 3151 3
not disengage leave the previous position last gear. If last gear is not shiftable because of overspeed selection process
condition, the next possible target gear, which is next to last gear 2.After RESET
will be shifted. When highest shiftable gear could not be shifted
because of overspeed condition, then t/m shifts to neutral.
Stationary: If target select position could not be engaged,t/m shifts
into neutral. New shifting of start off gear must be initiated by
selector switch.
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152 Change over error Selector cylinder does not Driving: When failure occurs during shifting, gate cylinder shifts back 1.After successful 0 1 0 3152 3
during gate selection change over to new gate into last gate position and t/m shifts back into the last gear. If last selection process
procedure gear is not shiftable because of overspeed condition, the next 2.After RESET
possible target gear, which is next to last gear will be shifted. When
highest shiftable gear could not be shifted because of overspeed
condition, then t/m shifts to neutral. Stationary: If target select
position could not be engaged,t/m shifts into neutral. New shifting of
start off gear must be initiated by selector switch.
153 Selector cylinder does Selector cylinder does not Driving and stationary: T/m shifts into neutral position. New shifting 1.After successful 0 1 0 3153 1
not engage engage neither in new gate of gear must be initiated by selector switch. If no gate could be selection process
end position nor in old gate engaged, system not available. 2.After RESET
end position. The demanded
new endposition AND the
starting position cannot be
engaged/sensed AND after
additional new shifting trials
the demanded endposition
cannot be engaged/sensed. If
after these new shifting trials
no endposition is
engaged/sensed the failure
will be set.
154 Main transmission gear Gear engaged signal does not Driving: Clutch engages in previous gear. Next attempt to shift must 1.Neutral position 0 1 0 3154 1
does not disengage disappear when clutch is dis- be initiated by selector switch. Stationary: Gearshifting only could be reached
en-gaged and Neutral is permitted after neutral signal has been reached. Start off and driving 2.After RESET
requested can be tried with engaged gear, if gear is equal or lower than lowest
gear in range high position.
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155 Main transmission gear Driving: 1.Shift cylinder does Driving: T/m remains into neutral, if neutral position could not be left. 1.Any main gear 0 1 0 3155 1
does not engage not leave neutral position. New shifting of gear must be initiated by selector switch. If neutral could be engaged
Stationary: 1.Shift cylinder position has been left, but gear does not engage within defined time, 2.After RESET
does not leave neutral shift cylinder will be shifted back into neutral position and same
position 2.Clutch exceeds main gear will be tried to engage again. This procedure will be
after several gearshifts repeated continuously. Stationary: T/m remains into neutral, if
defined engagement threshold neutral position could not be left. If neutral position has been left,
during tooth-to-tooth contact clutch starts to close to overcome tooth-to-tooth contact. If gear
and gear does not engage. does not engage after several gearshifts if clutch has exceeded a
maximum engagement stroke, t/m will be shifted back to neutral.
New shifting of start off gear must be initiated by selector switch.
156 Wrong gear shifting Shift sensor detects shifting Automatic neutral shifting. Clutch remains opened, if neutral could 1.Correct gear 0 1 0 3156 1
into wrong shift direction not be shifted. New shifting of gear must be initiated by selector shifting 2.After
switch RESET
158 Shift sensor signal Main gear sensor stroke Main valve will be activated automatically together with gear valves 1.gear Gear end 1 1 0 3158 1
leaves engaged exceeds maximum allowed to shift into end position. If gear has been disengaged completely, a position has been
position during driving stroke during vehicle suitable gear depending on speed condition will be shifted reached 2.After
operation without shifting automatically. Reset
active.
159 Range-change group Range sensor stroke exceeds Main valve will be activated automatically together with gear valves 1.Range end 1 1 0 3159 3
sensor signal leaves maximum allowed stroke to shift into end position. If gear has been disengaged completely, a position has been
engaged position during vehicle operation suitable gear depending on speed condition will be shifted reached. 2.After
during driving without shifting active. automatically. Reset
160 Splitter sensor signal Splitter sensor stroke exceeds Main valve will be activated automatically together with gear valves 1.Splitter end 1 1 0 3160 3
leaves engaged maximum allowed stroke to shift into end position. If gear has been disengaged completely, a position has been
position during driving during vehicle operation suitable gear depending on speed condition will be shifted reached 2.After
without shifting active. automatically. Reset
163 Engine does not react No change of engine speed Driving: Gearshifting blocked. Stationary: Starting allowed. 1. Engine speed 0 1 0 3163 3
on torque intervention when intervention via CAN Decreased clutch functionality and comfort. increase
interface possible(Test will
be started
automatically each
time with t/m in
Neutral) 2.After
RESET
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164 Error on Drivers Signal faulty or missing. Driving: No calculation of vehicle weight and driving resistance Signal available or 0 0 8 3164 1
demand engine possible. No calculation of startoff gear possible. Drivers demand after RESET.
percent torque (EEC1) will be substituted by accelerator pedal position information. After
shifting finished, fuel quantity will be released up to accelerator
pedal value. Clutch engagement quality could be reduced. During
cruise contol operation no fuel quantity release is possible, because
accelerator pedal value is 0. After clutch is engaged, fuel quantity
will be released by EDC. => Bad shift quality after shifing.
Stationary: Start off possible. When coming to standstill, medium
start off gear will be shifted. No other functional restrictions.
165 Error on Accelerator Signal faulty or missing. Driving: No calculation of vehicle weight and driving resistance Signal available or 0 0 8 91 1
pedal position (EEC2) possible. No calculation of startoff gear possible. Accelerator pedal after RESET.
position will be substituted by drivers demand information. Shift
quality could be reduced. Stationary: Start off possible. When
coming to standstill, medium start off gear will be shifted.
Manoeuvering and startoff quality could be reduced.
166 Permanent idle signal Accelerator pedal position > Driving: Shifting during driving allowed. Stationary: No After RESET 0 1 0 3166 1
coast position (defined manoeuvering and startoff possible. System not available.
threshold) and idle signal
active
167 Error on Percent load Signal faulty or missing. No other functional restrictions Signal available or 0 1 8 92 1
at current speed after RESET.
signal (EEC2)
168 No idle signal or error Idle signal faulty or missing Driving: No functional restrictions during driving. Stationary: After Signal available or 0 1 8 558 3
on idle signal switch RESET AP or FP is shown on display as long as accelerator pedal after RESET.
signal (EEC2) or never value is in coast condition and idle signal is off. If idle signal does
active "idle signal" not appear within defined time, failure will be set and display
indication AC or FP disappears. ECU checks point P1 from engine
configuration (low idle speed).Start off will be allowed, if ECU
detects accelerator pedal value > threshold and engine speed
exceeds idle speed + defined speed threshold (-> verification of
start off intention)
169 Cut-off relay in ECU During system start test: Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 0 0 3169 1
does not switch off When cut-off relay is switched coming to standstill. Neutral automatically engaged at standstill. failure will not be
off, digital outputs can be Gearshifting blocked, continued driving not possible. System not sensed
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170 No voltage supply at During system start test:When Driving and Standstill: block shifting and clutchfunction - System not Voltage Key 30 0 0 0 3170 3
pin 30 or cut-off relay ignition is on, no voltage to available. State of clutch and transmission remains unchanged. over minimum or
in ECU does not switch power supply pins after RESET
on
171 Error on Actual engine Signal faulty or missing. Driving: No calculation of vehicle weight and driving resistance Signal available or 0 0 8 3171 3
percent torque signal possible. No calculation of startoff gear possible. Actual engine after RESET.
(EEC1) percent torque will be substituted by drivers demand information.
Shift quality (fuel load reduction and fuel load release) could be
reduced. Stationary: Start off possible. When coming to standstill,
medium start off gear will be shifted. Warning for clutch overload
detection and reaction on overload detection could appear earlier.
173 Error on Brake switch Signal faulty or missing OR Foot brake is considered active and in consequence, clutch Signal available 0 0 8 597 3
signal (CCVS) Foot brake signal permanent disengages always at foot brake related engine speed (higher OR with
on. Condition: No plausibility engine revolution) decreasing signal
error idle signal with edge or after
accelerator pedal, idle signal RESET.
not active, accelerator above
threshold.
174 Error on Kickdown Signal faulty or missing. No Kickdown operation mode possible. No other functional Signal available or 1 1 8 359 3
switch signal (EEC2) restrictions. after RESET.
175 Error on Ignition lock No ignition signal and engine Driving: Gearshifting in general blocked, as soon as no ignition on If ignition signal is 0 1 4 3175 3
signal (Key 15) running signal is detected (failure detection might be delayed). Standstill: If on (rising signal
engine is running , ECU does not switch off. Start off gear shiftable edge) or after
(forward and reverse). Driving with start off gear possible. If engine RESET.
is not running, t/m will be automatically shifted to neutral and ECU
switches off. No initialization of system possible. System not
available.
177 System-CAN Busoff System-CAN informations Driving: Gearshifting blocked. Stationary: Clutch opens, when failure is no longer 0 0 4 3177 3
error can`t be transmitted and coming to standstill. Neutral automatically engaged at standstill. detected or after
received; failure after timeout Gearshifting blocked, continued driving not possible. System not RESET
available.
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178 CAN Errorwarning ERRWARNING Flag from the Driving: Gearshifting blocked. Stationary: Clutch opens, when failure is no longer 0 0 4 3178 3
CAN-Controller coming to standstill. Neutral automatically engaged at standstill. detected or after
Gearshifting blocked, continued driving not possible. System not RESET
available.
179 CAN queue overrun Not all relevant CAN Driving: Gearshifting blocked. Stationary: Clutch opens, when failure is no longer 0 0 0 3179 1
informations can be coming to standstill. Neutral automatically engaged at standstill. detected or after
transmitted within one cycle of Gearshifting blocked, continued driving not possible. System not RESET
the ECU available.
180 CAN EEC1 timeout After timeout of the message, Driving: Gearshifting blocked. Stationary: Clutch opens, when failure is no longer 0 0 4 3180 3
failure is set coming to standstill. Neutral automatically engaged at standstill. detected or after
Gearshifting blocked, continued driving not possible. System not RESET
available.
181 CAN EEC2 timeout After timeout of the message, Driving: Gearshifting blocked. Stationary: Clutch opens, when failure is no longer 0 0 4 3181 3
failure is set coming to standstill. Neutral automatically engaged at standstill. detected or after
Gearshifting blocked, continued driving not possible. System not RESET
available.
182 CAN CCVS timeout After timeout of the message, Wheel based vehicle speed missing (redundant output speed After receiving a 0 0 4 3182 3
failure is set information 2, if output speed will not be taken from 2nd output correct message or
speed sensor or CAN tachograph). Service brake signal missing. In after RESET.
coast condition service brake signal is considered as active. Cruise
control active information missing. No calculation of vehicle weight
and driving resistance possible. No calculation of start off gear
possible. Subsequent single failure of message variables are
suppressed. Clutch disengages always at foot brake related engine
speed (higher engine revolution)
183 CAN ERC1_ER After timeout of the message, No calculation of vehicle weight and driving resistance possible. No After receiving a 0 0 4 3183 4
timeout failure is set calculation of startoff gear possible. No information about engine correct message or
brake torque. If exhaust brake is active, shifting quality at start of after RESET.
shifting may be poor. Engine brake is considered as not active. No
further functional restrictions.
184 CAN ERC1_DR After timeout of the message, No calculation of vehicle weight and driving resistance possible. No After receiving a 0 0 4 3184 3
timeout failure is set calculation of startoff gear possible. Medium start off gear will be correct message or
shifted. No further functional restrictions. after RESET.
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188 ECU fault - wrong by software Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 0 0 3188 3
interrupt coming to standstill. Neutral automatically engaged at standstill. failure will not be
Gearshifting blocked, continued driving not possible. System not sensed
available.
189 ECU fault - stack by software Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 0 0 3189 3
watch coming to standstill. Neutral automatically engaged at standstill. failure will not be
Gearshifting blocked, continued driving not possible. System not sensed
available.
190 EOL EEPROM by software EOL values out of Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 0 0 3190 3
parameter out of valid range detection with coming to standstill. Neutral automatically engaged at standstill. failure will not be
range initialization (ignition on). Gearshifting blocked, continued driving not possible. System not sensed
available.
191 EOL EEPROM by software checksum of EOL Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 0 0 0 3191 3
parameter checksum parameter not correct coming to standstill. Neutral automatically engaged at standstill. failure will not be
error detection with initialization Gearshifting blocked, continued driving not possible. System not sensed
(ignition on). available.
192 ECU fault - EEPROM Values from serial EEPROM No calculation of driving resistance possible. No automatic After RESET and 0 0 0 3192 3
access failure not readable calculation of start off gear. When coming to standstill, medium start EEPROM is
or off gear will be shifted. No other functional restrictions. readable
Checksum-Error of one or
more in EEPROM stored
values
(Only related to processor 2).
193 ECU temperature too ECU temperature on circuit Driving: Gearshifting blocked. Stationary: Clutch opens, when After RESET AND 0 0 1 3193 3
high board > coming to standstill. Neutral automatically engaged at standstill. ECU temperature
C_ECU_TEMP_MAX_ZUL Gearshifting blocked, continued driving not possible. Special display below threshold_1
and oil temperature > indication for ECU temperature too high alternating with gear
C_OEL_TEMP_MAX_ZUL. information. System not available.
(plausibility check) and
failures 128 not active. After
debouncing time failure will be
set.
194 Both sources for front Both sources for front axle ISMA is turned off. No other functional restrictions. One of both 0 0 8 3194 3
axle speed not speed are not available sources is
available available
35 von 44
ZF-Friedrichshafen AG Failure Reactions DEMAG 16.02.04
195 Error on Total vehicleSignal faulty or missing. Information is used for clutch life time forecast. If information is Signal available or 1 1 8 245 3
distance signal (VD) Failure will be only detected, if missing, no clutch life time forecast is possible. If information is after RESET.
reading of "Total vehicle available again, calculation of clutch life time forecast continues
distance" is applied by from last value.
parameter data field.
196 CAN Vehicle distance After timeout of the message, Information is used for clutch life time forecast. If information is After receiving a 1 1 4 3196 3
timeout (VD) failure is set missing, no clutch life time forecast is possible. If information is correct message or
available again, calculation of clutch life time forecast continues after RESET.
from last value.
197 Error on "Front axle Signal faulty or missing and No calculation of driving resistance possible. No automatic Signal available or 1 1 8 904 3
speed" (WSI) WSI is selected as source for calculation of start off gear. When coming to standstill, medium start after RESET.
front axle speed off gear will be shifted. No other functional restrictions.
198 Error on "Relative Signal faulty or missing and No other functional restrictions Signal available or 1 1 8 3198 3
wheel speeds" (WSI) WSI is selected as source for after RESET.
front axle speed
199 CAN WSI timeout After timeout of the message, No calculation of driving resistance possible. No automatic After receiving a 1 1 4 3199 3
failure is set calculation of start off gear. When coming to standstill, medium start correct message or
off gear will be shifted. No other functional restrictions. after RESET.
210 CAN TCO1 Timeout After timeout of the message, no calculation of dynamic tiresize and therefore restricted quality of After receiving a 1 1 4 3210 3
failure is set the automatic mode possible. If t/m output shaft speed is available, correct message or
no further function restrictions. Second output shaft speed is after RESET.
missing.
227 Application-Error by software during system Driving: Gearshifting blocked. Stationary: Clutch opens, when after RESET, if the 1 1 0 3227 3
database for CAN- start test after ignition on coming to standstill. Neutral automatically engaged at standstill. failure will not be
communication Gearshifting blocked, continued driving not possible. System not sensed
available.
36 von 44
Automatisierungs- und
Lenk-Systeme fr
mobile Anwendungen
Automation- and
Steering Systems
for mobile applications
30 Jahre Systemtechnik in mobiler Anwendung
30 years of system technology in mobile applications
Weltweit erster Hersteller eines elektronisch-hydraulischen
Mehrachs-Lenksystems (1972)
Worlds first company ever to introduce an
electronic-hydraulic multi-axle steering system (1972)
The basic function of an electronic hydraulic steering system is a closed-loop control circuit:
The front axles steering angle is measured by an angle transducer and transmitted to the control
electronic. Depending on the vehicle geometry, the selected steering program and the velocity of the
vehicle a setpoint for each steered rear axle is calculated.
The steering movement is actuated by a proportional valve and two steering rams. The position of the
steered rear axle is fed back by an angle transducer, compared to the setpoint and adjusted.
So the correct steering angle is always guaranteed.
Funktionsskizze
Function sketch
1 Winkelgeber Vorderachse
2 Lenkprogramme z.B. Allrad, Hundegang
3 Geschwindigkeit
4 Sollwert
5 Sicherheits-Lenk-Computer
6 Proportionalventil
7 Lenkzylinder
8 Winkelgeber Hinterachse
ALLRAD-LENKUNG (STRASSE)
ALL WHEEL STEERING (PUBLIC TRAFFIC)
Beispiel 4-Achser: Um auch auf ffentlichen Straen eine grtmgliche Rangierfhigkeit zu erreichen
kann unterhalb einer Geschwindigkeit von 5km/h das Sonderprogramm Enge Kurve aktiviert werden.
Hierbei wird die Lenklinie (gestrichelt) in die Fahrzeugmitte verlegt wodurch der Wendekreis verringert wird.
Das Programm wird oberhalb von 20 km/h automatisch deaktiviert.
E.g. 4-axle mobile crane: In order to obtain a maximum manoeuvrability also in public traffic it is possible
to select special program narrow curve in speed ranges below 3mph. The steering line (dotted line)
is shifted to the middle of the vehicle. Resulting from this the turning circle is minimized. The program
is automatically switched off in speed ranges above 12mph.
Lenkprogramme
Steering Programs
Reduced tyre wear due to optimized steering angles and minimized tracking deviation
Adaption of the steering geometry easily possible when changing wheel size
Improved steering behaviour in all speed ranges
Improved emergency steering behaviour as the front axle(s) are mechanically
decoupled from the rear axles
Automized synchronisation of the steered axles - No manual synchronization necessary
No deviations caused by leakage due to the closed-loop operation mode
Increased reliability and reduced wear by drop of mechanical locking devices and reduction
of the electronic and hydraulic components
Konstruktive Vorteile
Advantages in Design
Verzicht auf Schubspurstangen und Koppelelemente zwischen den Achsen schafft Freiheiten
bei der Rahmenkonstruktion
Platzsparende Ventiltechnik - nur eine Ventilbaugruppe pro Achse
Gewichtseinsparung durch reduzierten mechanischen Aufwand
Einbindung der Lenkung in das Gesamtfahrzeug - der leistungsfhige Sicherheits-Lenk-Computer kann
zustzliche Schaltaufgaben im Unterwagen bernehmen (Achse liften, Absttzung usw.)
The lack of push rods and coupling elements between the axles leads to variabilities
in the chassis design
Only one valve device for each axle saves assembling space
Weight reduction due to the reduced mechanical expenditure
The steering system may be integrated into the whole vehicle - the powerful safety steering
computer can do additional tasks in the chassis (lifting of axles, support a.s.o.)
Kosteneinsparungen
Cost Savings
Verzicht auf Schubspurstangen und teure Kupplungselemente, insbesondere bei Fahrzeugen
mit 4 und mehr Achsen
Verzicht auf mechanische Verriegelungseinheiten und Verriegelungszylinder - fr alle Achsen
knnen baugleiche Standard-Lenkzylinder verwendet werden
Verzicht auf zustzliche Initiatoren, Drucksensoren usw.
Reduzierter Verrohrungsaufwand - nur eine Ventilbaugruppe je Achse
Reduzierte elektrische Verdrahtung - weniger Bauelemente
Reduzierter Zeitaufwand bei der Inbetriebnahme
Zielgenaue Diagnose durch umfassendes Diagnosekonzept - dadurch
Zeitersparnis bei der Wartung, der Problemerkennung und Reparatur
Lack of push rods and expensive coupling elements, especially in vehicles with 4 and more axles
Lack of mechanical locking devices and locking cylinders - for all axles the same
standard steering cylinders can be used
Lack of additional initiators, pressure sensors, a.s.o.
Reduced piping expenditure - only one valve device per 1 axle
Reduced wiring - less electrical components
Reduced time expenditure at the start-up
Precise diagnosis due to a complete diagnosis concept - this means savings of time in
maintenance, recognition of problems and repair.
Failsafe-Lenksystem EHLA Multi
Failsafe steering system EHLA Multi
Modulare Systemstruktur
Sicherheitskonzept:
Redundanz auf Achsebene d.h. die im Straenverkehr aktiven Lenksysteme arbeiten vllig unabhngig
voneinander, so da im Falle von Systemfehlern (z.B. Ausfllen von Komponenten, Ausfall der Versorgung...)
keine Auswirkung auf andere Achsen besteht.
Jeder mgliche Systemfehler wird von der Elektronik erkannt und es kommt zur sicherheitsgerichteten
Abschaltung des Systems wobei die Beherrschbarkeit des Fahrzeugs sichergestellt bleibt.
Beim sicherheitsgerichteten Abschalten erfolgt eine redundant hydraulische Verriegelung der Achsen
mittels Sperrventilen. Dadurch ist eine Vergrerung der Fehlstellung ausgeschlossen.
Safety concept:
Separate steering systems for axles active in public traffic. No influence on each other
in case of system faults (defect of components or lack of supply...)
Every possible system error is being recognized by the electronics and a safety switch-off is
done. The control over the vehicle is secured.
In case of a safety switch-off the axles are hydraulically locked by redundant check valves. So an
increased steering deviation is excluded.
Systemaufbau EHLA Multi System structure EHLA Multi
SICHERHEITS-LENK-COMPUTER
SAFETY STEERING COMPUTER
REDUNDANTER SICHERHEITS-WINKELGEBER
REDUNDANT SAFETY ANGLE TRANSDUCER
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Steering programs
Selection of the steering programs road travel or
construction site mode
With the lockable switch Enable steering programs the
system can be set to the steering program (92) road travel (switch
not actuated) or construction site mode (switch actuated). For
construction site mode the indicator light lights up.
The system can be changed back to the road travel program
from all steering programs.
For normal road travel no special measures need to be carried
out (no actuation of switch!).
Briefly, for road travel, the program narrowcurving travel can
be used.
For the purpose of road travel, all axles must be in the
synchronous position for the steering program road travel
(information on this available under synchronisation of wheels
when changing the program in this section).
For the special construction site mode there are various
steering programs
-- Manual rear axle steering,
-- Narrow curving travel,
-- Driving away from the wall and
-- Diagonal steering,
which -- using various switches / buttons -- need to be selected
case by case. The driving speed is limited.
When changing to construction site mode ( switch 92 ), road
travel remains active until a corresponding steering programme
is selected and driving is slower than the max. permitted speed
of 5 km/h.
Each selected steering program is assigned to a certain display.
The display follows in the form of an indicator light on the screen
Drivers information. A white indicator light shows a
preselected steering program; a yellow indicator light shows the
currently active steering program.
--- ABS switched off light ABS Light test 1x shortly --- Flashing: Reply from ABS Permanent signal: ABS Error D15
ABS is flashing when ignition on ABS switched off Input active Signal flashing: ABS switched off
or switch on light
LED 2 permanent: Error ABS carrier
Make ADM2- FR powerless Not cyclic --- ABS error carrier Signal from ABS Electronics --- DM1
CAN_DM1
activate bitmap
L-ID = 12300
Plug in Trailer or Tag axle Once when ignition --- ABS Trailer OR tag axle error Reply from ABS trailer OR tag axle --- D16
ABS 1 and create error on and trailer OR Input active
tag axle connected switch on light
LED 1
L-ID= 12304
--- Create error Abs 2 --- --- 6 Axle Machine Reply from ABS 2 --- D16
AC250: Axle 3 Input active
AC350: Axle 3 activate bitmap
L-ID =12302
switch high beam Light test once --- High beam Activate switch --- D22
when ignition on Input active
LED 3+4 switch on light
Blinker or hazard Light test once --- Blinker carrier engaged Signal from relays Signal is flashing D20
when ignition on Input active
LED 5 switch on light
Create error Light test once --- Stop Message when error occurs Stop crane und correct error SW
LED 6 when ignition on
Create warning Light test once --- Attention Message when a function is activated Signal is flashing: I- CAN no connection ZR2-B / MOKI SW
when ignition on Signal not flashing: Warning
LED 7
LED 8 Blinker Light test once --- Blinker trailer engaged Signal from relays Signal is flashing D21
when ignition on Input active
switch on light
LED 10 Retarder Light test once --- Retarder active Activate switch Signal could be flashing or permanently on C5
when ignition on Reply from Intarder
Input active
switch on light
LED 11 Engage parking brake Light test once --- Parking brake engaged Activate switch --- D17
when ignition on signal from pressure switch
Input active
switch on light
LED 12 Light and fog light Light test once --- Fog light Activate switch & light = 1 --- C-34
when ignition on Reply from PLC
Input active
switch on light
LED 18 Minidiag Light test once --- Engine rpm over 2350 1 / min Engine rpm over 2350 1 / min --- SW
Engine rpm when ignition on switch on light
Buzzer continuous tone
Create transmission error, Disconnect CAN Error transmission Signal from transmission DM1
e.g. remove plug X21 on J1939 to CAN_DM1
ADM2- FR CAN Transmission activate bitmap
Programm AC110, AC160, AC200-1, AC250, AC350-1
Bitmap / LED on top Testing Wiring Test Testing 2 Function Description of function Remarks PIN
Symbol
L-ID= 12310 L-ID=12311
--- Switch on Disconnect CAN Snail mode active Activate switch --- PROP
J1939 to Signal from CPU-transmission
Transmission CAN_PROP_1
activate bitmap
L-ID= 12217 L-ID=12218
Strain the clutch Disconnect CAN Clutch temperature too high Signal from CPU transmission --- PROP
J1939 to CAN_PROP_1
Transmission activate bitmap
L-ID = 12415 L-ID=12414
--- --- Switch on camera time out Disconnect CAN Camera_1 Signal Reverse wrong Signal from transmission --- Current gear
OPEN at ZR2-BD CAN_ETC2_current_gear
activate bitmap
L-ID=12216
Create error retarder Disconnect CAN Error Retarder Signal from Retarder AWL
J1939 to the CAN_DM1
transmission, activate bitmap
Retarder
L-ID =12308 L-ID = 12309
--- Switch on --- --- Transmission Retarder Signal switch activated
Brake cruise control active Input active
activate bitmap
L-ID=12306
Switch on Disconnect CAN Emergency control system Signal from PLC --- PDO_08
OPEN at ZR2-BD CAN OPEN Byte 8
activate bitmap Bit 1,2
L-ID=14295 L-ID=14294
Switch on Disconnect CAN Crab steering engaged Signal from Switch at SLC No Warning but PROP
(switched =white J1939 at SLC 1 => CAN J1939 1 x Beep
active=yellow) => activate bitmap
L-ID=14298 L-ID=14296
Switch on Disconnect CAN Rear wheel steering engaged Signal from Switch at SLC No Warning but PROP
(switched =white J1939 at SLC 1 => CAN J1939 1 x Beep
active=yellow) => activate bitmap
L-ID=14304 L-ID=14303
Switch on Disconnect CAN Axle 3 and 4 can be controlled Signal from Switch at SLC No Warning but PROP
(switched =white J1939 at SLC 1 independently from the front axle => CAN J1939 1 x Beep
active=yellow) => activate bitmap
L-ID=14307 L-ID=14308
Create error Disconnect CAN Error electr. steering Signal from SLC 1 x Beep PROP
J1939 at SLC 1 or
=> CAN J1939 10 x Beep
=> activate bitmap
Programm AC110, AC160, AC200-1, AC250, AC350-1
Bitmap / LED on top Testing Wiring Test Testing 2 Function Description of function Remarks PIN
Symbol
L-ID=14306
--- Start engine immediately Disconnect CAN Self test of lock valves was aborted Signal from SLC --- PROP
after ignition on J1939 at SLC 1 => CAN J1939
=> activate bitmap
L-ID=14300
--- --- Disconnect CAN No CAN connection from CAN J1939 to Signal from SLC --- PROP
J1939 at SLC 1 SLC1 MOKI => CAN J1939
=> activate bitmap
L-ID=14301
Bypass sensor Disconnect CAN Flow indicator emergency pump for axle 7 Signal from flow indicator & v>5km/h Only 6- Axle AC200-1 PT PROP
J1939 at SLC 1 PT (S4213) => SLC1 DI 18 (SLC)
=> CAN J1939
=> activate bitmap
L-ID=14310 L-ID=14311
Bypass sensor Disconnect CAN Oil level for main and emergency pump too Signal from level switch in tank Only 6- Axle AC200-1 PT PROP
J1939 at SLC 1 low (axle 7) => SLC1 DI 17 (SLC)
=> CAN J1939
=> activate bitmap
L-ID=14313 L-ID=14312
Not used
Bypass sensor remove plug Steering circuit 1 no flow Signal from flow indicator C-20
S4211 S4211 Input active & Engine running
PIN PIN 1/2 activate bitmap
L-ID=14212 L-ID=18012
Bypass sensor remove plug Steering circuit 3 no flow Signal from flow indicator C-22
S4213 S4213 Input active & v_Fzg > 5 km / h
PIN 1/2 PIN 1/2 activate bitmap
L-ID=14213 L-ID=18013
--- Switch to special mask, start --- Special mask Signal from flow indicator --- C-20
engine activate bitmap
L-ID=15311
--- Switch to special mask, start --- --- Special mask Signal from flow indicator --- C-21
engine activate bitmap
L-ID=15312
--- Switch to special mask, start --- --- Special mask Signal from flow indicator --- C-22
driving activate bitmap
L-ID=15313
Missing signal: Engine oil pressure too low Signal from ADM2 --- C12
X12:3
ADM2-FR Input active
plug X12:3 activate bitmap
L-ID= 11327 L-ID=11326
Missing signal: Engine oil level too low Signal from ADM2 --- C-12
CAN_analog value
ADM2-FR MOKI SW
plug X21:4 activate bitmap
L-ID= 11365 L-ID=11364
Missing signal: Error engine Signal from engine --- C-7
CAN_DM1
ADM2-FR activate bitmap
plug X21:6
L-ID= 11311 L-ID= 11312
Programm AC110, AC160, AC200-1, AC250, AC350-1
Bitmap / LED on top Testing Wiring Test Testing 2 Function Description of function Remarks PIN
Symbol
--- --- Missing signal: ADM2- FR buzzer --- D-35
ADM2-FR
plug X21:6
L-ID=11313
--- Bypass switch --- --- Air filter clogged Signal from pressure switch --- C-25
S1330 signal from PLC
Pin 1/4 Input active
L-ID=11330 activate bitmap
Exhaust brake circuit 1 --- --- Brake pressure below 5,5 bar Signal from pressure switch --- C13
below 5,5 bar Circuit 1 Input active
activate bitmap
L-ID=14145
Exhaust brake circuit 2 --- --- Brake pressure below 5,5 bar Signal from pressure switch --- D-24
below 5,5 bar Circuit 2 Input active
activate bitmap
L-ID=14147
Minidiag --- --- Engine water temperature too high Signal from ADM2 --- Engine coolant
Water temperature CAN_analog value temperature
MOKI SW
Set: t_MOT > 105 C (8125)
L-ID= 11314
Reset: t_MOT > 101 C (8000)
activate bitmap
Emergency stop No --- Emergency stop active Switch activated D-13
output PLC QD2.2 A0622
Input active
activate bitmap
L-ID= 11219
Bypass sensor Disconnect CAN Fuel tank empty SW --- E24
B0420 OPEN at ZR2-BD IF tank gauge < threshold value SW
PIN: G/GND activate bitmap
L-ID=10420 L-ID=10422
(only AC350)
Online Test MOKI --- No battery charge Signal from alternator (L) --- C-33
IF Input = 1
THEN activate bitmap
L-ID=10411 L-ID=10412
Not used --- --- Battery check superstructure C-31
L-ID=11221
--- Set crane out of level Disconnect CAN One circuit is not in level Signal from Indicator Only when parking brake and engine running SW
OPEN at ZR2-BD => Software: IF one circuit out of level AND parking brake = 1
activate bitmap
L-ID=14455 L-ID=14454
Bypass sensor --- --- Return filter of carrier hydraulics for IF pressure switch p< 2,5 bar = 1 --- C-32
S3312 Pin 1 and 4 outriggers, levelling,... no flow THEN activate bitmap
or S3313 Pin 1 and 4
L-ID=13313
Switch on --- --- Hold axles Switch activated --- C-30
Input active
activate bitmap
L-ID=14428
Switch on Disconnect CAN All axles raised ON: Switch raise all axles = 1
OPEN at ZR2-BD activate bitmap
OFF: Switch lower all axles= 1
activate bitmap
L-ID=14429 L-ID=14431
Switch on --- --- Suspension locked Switch activated --- C-29
Input active
activate bitmap
L-ID=14401
Programm AC110, AC160, AC200-1, AC250, AC350-1
Bitmap / LED on top Testing Wiring Test Testing 2 Function Description of function Remarks PIN
Symbol
--- Switch on and drive --- --- Diff lock transverse axle1 and 2 engaged Switch activated --- C24
signal from Mechanic-Switch
Input active
activate bitmap
L-ID=12220
Switch on and drive --- --- At least one longitudinal diff lock engaged. Switch activated --- C-23
and drive lift axle engaged signal from Mechanic-Switch
Input active
activate bitmap C-4
L-ID=12212 L-ID=12313
--- Switch on --- --- Transfer box in off road mode signal from pressure switch --- C-3
Input active
activate bitmap
L-ID = 12314
--- Switch on --- --- Transfer box neutral signal from pressure switch --- C-2
Input GE_Gang = 0 & ST_Gang = 0
activate bitmap
L-ID =12316
Not used --- --- Central greasing signal from central greasing unit --- D-30
No grease Input = 1
activate bitmap
L-ID =11222
--- Switch on --- --- switch to3- Point suspension Switch activated --- D14
Input = 1
activate bitmap
L-ID=12312
--- Plug in trailer --- --- trailer Info Input = 1 --- D-1
OR
PDO_09_ Byte_3_Bit_1_2
activate bitmap
L-ID =11220
Plug in trailer --- --- Trailer error: attention Input = 1 --- D-2
OR
PDO_09_ Byte_3_Bit_3_4
activate bitmap
L-ID =11220
Plug in trailer --- --- Trailer error: Stop Input = 1 --- D-4
OR
PDO_09_ Byte_3_Bit_5_6
activate bitmap
L-ID =11220
--- Switch on Lift axle up ON: Switch raise lift axle activated --- PDO_??
activate bitmap Byte ??
OFF: when lift axle is lowered Bit ?,?
activate bitmap
L-ID=12320 L-ID=12321
--- --- Ignition on/off --- --- Activate buzzer IF (ERROR OR N-fkt) Prio 3 = 1 --- D-18
THEN Buzzer 1 x Beep
OR IF ERROR Prio 1 = 1
THEN Buzzer ca. 10 x Beep
OR IF overrev = 1 (Prio 0)
THEN permanent buzzer
--- --- error carrier engine --- --- Error carrier engine --- C-1
(in superstructure cabin)
--- --- Switch on camera 1 --- --- Engage power supply for camera 1 Activate mask camera --- D-18
Switch camera 1 activated
Output = 1 & Video channel = camera 1 active
--- --- Switch on camera 2 --- --- Engage power supply for camera 2 Activate mask camera --- D-27
Switch camera 2 activated
Output = 1 & Video channel = camera 2 active
--- --- Switch on camera 3 --- --- Engage power supply for camera 3 Activate mask camera --- D-36
Switch camera 3 activated
Output = 1 & Video channel = camera 3 active
--- --- --- --- --- Analogue value level front left analogue sensor --- PDO_8
CAN OPEN
Tr CAN
--- --- --- --- --- Analogue value level front right analogue sensor --- PDO_8
Programm AC110, AC160, AC200-1, AC250, AC350-1
Bitmap / LED on top Testing Wiring Test Testing 2 Function Description of function Remarks PIN
Symbol
CAN OPEN
Tr CAN
--- --- --- --- --- Analogue value level rear left analogue sensor --- PDO_8
CAN OPEN
Tr CAN
--- --- --- --- --- Analogue value level rear right Analogue sensor --- PDO_8
CAN OPEN
Tr CAN
--- --- --- --- --- Levelling crane activated Signal from one of the level sensors --- PDO_8
signal from PLC
Input active
Mask Niveau activated
--- --- --- --- --- Engine water temperature Analogue meter --- E25
--- --- --- --- --- Fuel gauge Analogue meter --- E24
--- --- --- --- --- Rpm meter Analogue meter --- EEC1
K3
--- --- --- --- --- Brake pressure analogue circuit 1 Bar graph --- PDO_8
--- --- --- --- --- Brake pressure analogue circuit 2 Bar graph --- PDO_8
--- --- --- --- --- Engine oil pressure analogue Bar graph --- PROP
--- --- --- --- --- Engine oil level analogue Bar graph --- PROP
--- --- --- --- --- Hour meter --- --- ---
--- --- --- --- --- Software version --- --- ---
--- --- --- --- --- Special mask --- --- ---
--- No CAN connection between --- --- --- no connection to ZR-2. Possible cause: I- CAN connection --- ---
MOKI, ZR2- BD, MTCO disconnected OR ZR-2 without power supply OR ZR-2 defective,....
flashing